SŽD Class ТGМ23

TGM23 ( Heat locomotive with hydraulic transmission, shunting , 23rd type) is a serial Soviet three-axle shunting diesel locomotive.
== History of creation and modification ==
=== TGM23 (base model) ===
In 1962, the Murom Locomotive Plant named after. F.E. Dzerzhinsky built the first experimental three-axle diesel locomotive TGM23-001.
In 1963, the plant produced three more experimental locomotives of the same type. The new diesel locomotives differed from their predecessors - the TGM1 diesel locomotives, which had the same 0-3-0 axle formula; at the same time, they retained a significant amount of equipment previously used on diesel locomotives of the TGM1 and TGM21 series.
Data on the production of diesel locomotives of the TGM23 series until 1977 inclusive are given in the table: 
Year of issue	Quantity	Rooms
1962 	one 	001
1963 	3 	002-004
1964 	twenty 	005-024
1965 	42 	025-066
1966 	70 	067-136
1967 	99 	137-235
1968 	115 	236-350
1969 	109 	351-459
1970 	149 	460-608
1971 	201 	609-809
1972 	280 	810-1089
1973 	354 	in the interval 1090-2043
1974 	344 	2044-2387
1975 	299 	2388-2686
1976 	120 	2687-2806
1977 	one 	2807
=== TGM23A ===
Two experimental diesel locomotives manufactured by the plant in 1969, designated TGM23A-001 and TGM23A-002, had significant differences from serial diesel locomotives. Modernized 1D12N-500M diesel engines were installed on these diesel locomotives, which, compared to the 1D12N-500 diesel engine, had a higher boost pressure and a number of design changes. In the hydraulic transmission, two hydraulic devices were used instead of three; reverse-mode mechanisms of a new design were used. The exhaust gas path has also undergone changes, in connection with which the muffler cover was removed from the top of the front hood. The last change was also made to the design of the diesel locomotives of the TGM23 series that were produced. Another diesel locomotive of the TGM23A series was manufactured by the Murom plant in 1972 and 1973. They were also assigned serial numbers 001 and 002, but they had fundamental differences from diesel locomotives built in 1969:
=== TGM23B ===
It was distinguished by a less powerful naturally aspirated diesel engine (such diesel engines were installed on diesel locomotives TGM1 ), softer spring suspension and a number of changes in the cooling system. The hydraulic transmission remained the same used at TGM23. Already during the release of TGM23B, the frame design was changed. Diesel locomotives of the TGM23B series were produced from 1973 to 1985 , in total about 3400 copies were produced.
=== TGM23BE ===
Export version of the locomotive. Two such machines (numbers 009 and 010) are known to have been delivered to Germany ( Wustermark ), where they were designated TGM23B. The further fate of these diesel locomotives is unknown.
=== TGM23V48 ===
These diesel locomotives differed from the original series in diesel, generator and storage battery. Diesel locomotives of the TGM23V series were built from 1982 to 1991 inclusive. In 1985, an experimental version of the TGM23V diesel locomotive was produced with a hydraulic transmission having two torque converters with a common turbine shaft. A total of 2667 copies were made.
=== TGM23 d44 / d48 ===
Further development of the TGM23V, which was discontinued in June 1991. The diesel locomotive uses a hydrodynamic transmission with automatic gear shifting, which makes it possible to realize a large traction force when starting from a standstill and makes it possible to work longer at low speeds, which is especially important for shunting and industrial diesel locomotives. The driver 's cab is equipped with two control panels and has good sound insulation. From the beginning of production, the diesel locomotive had the service weight the same as in its predecessor TGM23V - 48 tons, but from No. 212, the service weight was used on the diesel locomotive as in TGM23B - 44 tons, this was indicated on the series, first of all, they began to write not TGM23D48 on the diesel locomotive, and TGM23D44. It is with this weight that the locomotive is produced in small batches to this day, in February.In 2014, the locomotive with No. 0523 was sent to Kazakhstan.
=== TGM23Dg ===
A variation of TGM23D with a KAMAZ-820.63-320 engine designed for gas fuel (EURO-4 standard). The gas supply on the diesel locomotive is stored in special gas-balloon equipment. Claimed fuel costs are 30% lower compared to diesel; estimated reduction in the emission of harmful substances into the atmosphere by 2 ... 2.5 times (expert assessment).
Data on the construction of this version of the diesel locomotive was not found.
=== 3TGM23D ===
Three-section version of the diesel locomotive TGM23D. In the documentation of the plant passes as a monoblock. In fact, it represents three diesel locomotives TGM23D44, combined according to a system of many units . It can also be operated with two sections and one section.
== Specifications ==
* Dimensions :
** Length along the axes of automatic couplers  - 8920 mm;
** Width  - 3150 mm;
** Height - 4070 mm;
** Wheel diameter - 1050 mm;
* Diesel power  - 400-500 hp;
* The maximum speed of the train mode  is 60 km/h;
* The maximum speed of the shunting mode  is 30 km/h;
* Service weight  - 44-48 tons (with ballast), 54 tons with additional ballast;
* Stock :
** fuel  - 1200 kg;
** sand - 250 kg;
** water - 40 kg;
** hydraulic transmission oils - 50 kg;
** diesel oils - 120 kg.
== Construction ==
=== Body ===
The body of all diesel locomotives of the TGM23 series is made with two hoods, inside of which the equipment is located, and an asymmetrically located driver's cab between them. The full width of the frame is occupied only by the control cabin, while the hoods are narrowed and form external side passages, fenced on the sides with safety fences (with the exception of the first locomotives, which have no fences).
The frame of the locomotive is made of steel sheets 25 mm thick; the sheets are connected by end tie boxes and transverse fasteners. Automatic couplers SA-3 are fixed on the ends of the frame. In the last years of the TGM23 release, the design of the upper part of the crew frame was significantly changed.
=== Chassis ===
The frame rests on axle boxes through individual spring suspension , without balancers, previously used on TGM1 . On TGM23V and TGM23D, the spring suspension has become balanced again. The softness of the suspension is determined by the number of leaf springs, different depending on the modification of the locomotive. For some time, nine-leaf springs were used on diesel locomotives, and then in 1970 they returned to ten-leaf springs again. The axle boxes have two tapered roller bearings.
The diesel locomotive has three wheel pairs of the shroud type with counterweights and pins for the twins. The diameter of the new wheels is 1,050 mm. The kick shaft, in contrast to the locomotives of the TGM1 series, is located between the first and second wheel pairs. The pressure of the brake pads on the wheels is one-sided, there is only one brake cylinder.
=== Power unit ===
==== Diesel ====
Diesel locomotives TGM23 were equipped with a four-stroke V-shaped twelve-cylinder diesel engine 1D12N-500 with gas turbine supercharging. The cylinder diameter was 150 mm, the piston stroke with the main connecting rod was 180 mm, with the trailed one - 186.7 mm. At a shaft speed of 1,500 rpm, the rated power of the diesel engine is 500 hp; fuel consumption at rated power - 165 g / (e.l.s.h). The mass of the diesel engine is 1800 kg.
Also, depending on the design version, the following diesel engines were used on the locomotive:
* 1D12N-500 with gas turbine pressurization (TGM23), 500 hp;
* 1D12N-500M with higher boost pressure;
* 1D12-400 (TGM23B), 400 hp;
* 1D12-400B (TGM23V and TGM23D).
==== Hydraulic transmission ====
The torque from the diesel engine is transmitted to the impact shaft through a unified hydraulic transmission UGP 350-500 and a reverse mode gearbox. The hydraulic transmission has a torque converter and two fluid couplings. The diesel shaft is connected to the main hydraulic transmission shaft by a step-up gearbox with a gear ratio of 50: 74 = 0.676. The gear ratio of the gears between the main and driven shafts when working on the 1st fluid coupling is 68:28 = 2.43, on the 2nd - 67:45 = 1.49. The driven shaft of the hydraulic transmission is connected by an intermediate shaft to a reverse-mode gearbox, which consisted of a regime box with four gears and an axial gearbox, which had bevel (gear ratio 45:31) and cylindrical (50:21) gears. In the shunting mode, four gears of the mode box are involved in the work ((31: 22) x (31: 22) = 1.985); in train mode, the gear wheels are not involved in the work: the output shaft of the hydraulic transmission is directly connected to the shaft of the axial gearbox. Two large bevel gears and a small bevel gear of the axle reducer allow not only to reduce the speed of rotation, but also to change the direction of movement.
During the production of locomotives of the TGM23 series, changes were made to the design of the hydraulic transmission. So, already in the early years, a pair of gears of a 50:74 step-up gearbox was replaced by a pair of 52:72, which increased the gear ratio. On diesel locomotives with TGM23-215, instead of a pair of wheels of a 52:72 step-up gearbox, a pair of 54:70 began to be used, as on diesel locomotives of the TGM1 series. On diesel locomotives with TGM23-170, instead of a pair of gear wheels 67:45 with a 6 mm module, a pair 57:39 with a 7 mm module was used.
==== Electrical equipment ====
The diesel locomotive is equipped with a G-732 DC generator (1.2 kW, 28.5 V), a ST-722 starter and four 6ST-128 acid batteries (two connected in series) with a capacity of 256 A⋅h.
Compressed air on diesel locomotives of early production is produced by the compressor BB-1.5 / 9, driven by V-belts through an adjustable hydraulic clutch from the hydraulic transmission shaft. The compressor is single-cylinder, the cylinder is made stepped to obtain two stages of compression. At a shaft speed of 1000 rpm, the compressor capacity is 1.6 m 3 /min.
Since 1972, two-cylinder PK-17M compressors have been installed on diesel locomotives, which had a capacity of 1.75 m 3 /min at a shaft speed of 1450 rpm. At the beginning of 1973 (on diesel locomotives with TGM23-1115), PK-35M compressors began to be used instead.
=== Driver's cab ===
The diesel engine is controlled from the driver's cab with the help of a pneumatic actuator, as on TGM1 diesel locomotives. The torque from the diesel engine is transmitted using a hydraulic transmission UGP 350-500 of the Murom plant and a reverse mode gearbox. In the shunting mode, four gears of the mode box are involved, in the train mode, the output shaft of the hydraulic transmission is directly connected to the shaft of the axial gearbox.
During the release of the TGM23 series, a number of less significant changes were made to the design, such as transferring the cab heating boiler from the cab itself to a small hood, changing the gear ratio, and so on.
The diesel locomotive provides for the installation of additional equipment: a plow blade for clearing tracks from snow, a device for liquid lubrication of wheel flanges, CLUB (P and UP) systems, and radio stations.
== Literature ==
* Rakov V. A. Diesel locomotives TGM23 and their varieties // Locomotives of domestic railways 1956 - 1975. - M . : Transport, 1999. - P. 354 - 360. - ISBN 5-277-02012-8 .
* Rakov V. A. Diesel locomotives TGM23 and their varieties // Locomotives and multiple unit rolling stock of the railways of the Soviet Union 1976-1985. - M . : Transport, 1990. - S. 170 - 174. - ISBN 5-277-00933-7 .
== In Fiction ==
Ivan of Russia and Shankar from India from Thomas & Friends are both based on the same diesel locomotive.
== Gallery ==
File:A small diesel shunter in Riga.jpg
File:8e8ac0787d43f14570e695e572a14344.jpg|The TGM23 class diesel as Shankar in Thomas & Friends
File:89103410 62d46d69-7a29-41b4-a19f-22c2a0450555.jpg|The TGM23 class diesel as Ivan of Russia in Thomas & Friends
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