IE 22000 Class traction motors

[Der Rechtsanwalt]

Does anyone know where the traction motors are located on the IE 22000 class rail cars? Are they just on the front axles of the forward and aft bogies (under the respective cabs)?

Also, are sand dispensers normally associated with driving axles or is there another reason for their location along the length of the train? 

 

Many thanks in advance. 

[hexagon789]

On 11/9/2024 at 2:41 PM, Der Rechtsanwalt said:

Does anyone know where the traction motors are located on the IE 22000 class rail cars? Are they just on the front axles of the forward and aft bogies (under the respective cabs)?

Also, are sand dispensers normally associated with driving axles or is there another reason for their location along the length of the train? 

 

Many thanks in advance. 

To put not to gine a point on it - they don't have traction motors, the 22000 Class have hydraulic transmission with one torque converter and two fluid couplings providing three transmission ratios. Change-ups being at approximately 55 and 75mph, change downs approximately 5mph lower. There is also an integrated hydrodynamic retarder, which greatly reduces friction brake wear.

The transmission is the same as on British Class 185 and 180 trains, though the latter have longer transmission ratios as they are 125mph trains, as opposed to the 100mph of the IÉ 22k Class and BR Class 185.

Each car on a 22k has one MTU engine of 360kW (483bhp), this drives both wheelsets of one via reduction gearing linked to the fitted hydraulic transmission by cardan shafts. On driving cars the powered bogie is the inner end one.

All diesel railcars in service with IÉ have hydraulic transmission, so the only traction motors are on the DART electric fleet and the 071/201 diesel loco classes.

For completeness - in NI, the C3K have hydraulic transmission while the newer C4K have mechanical transmission.

The older 80 and 450 Class were diesel-electric, so had electric traction motors - on the 80 Class two of 265bhp; on the 450 Class two of 220bhp. Both types used English Electric motors and both types had them on the inner bogie of the power cars for weight distribution reasons.

 

If you've any further questions I'll try to answer them

 

[spudfan]

You will need to try harder

[Der Rechtsanwalt]

12 hours ago, hexagon789 said:

To put not to gine a point on it - they don't have traction motors, the 22000 Class have hydraulic transmission with one torque converter and two fluid couplings providing three transmission ratios. Change-ups being at approximately 55 and 75mph, change downs approximately 5mph lower. There is also an integrated hydrodynamic retarder, which greatly reduces friction brake wear.

The transmission is the same as on British Class 185 and 180 trains, though the latter have longer transmission ratios as they are 125mph trains, as opposed to the 100mph of the IÉ 22k Class and BR Class 185.

Each car on a 22k has one MTU engine of 360kW (483bhp), this drives both wheelsets of one via reduction gearing linked to the fitted hydraulic transmission by cardan shafts. On driving cars the powered bogie is the inner end one.

All diesel railcars in service with IÉ have hydraulic transmission, so the only traction motors are on the DART electric fleet and the 071/201 diesel loco classes.

For completeness - in NI, the C3K have hydraulic transmission while the newer C4K have mechanical transmission.

The older 80 and 450 Class were diesel-electric, so had electric traction motors - on the 80 Class two of 265bhp; on the 450 Class two of 220bhp. Both types used English Electric motors and both types had them on the inner bogie of the power cars for weight distribution reasons.

 

If you've any further questions I'll try to answer them

 

Many thanks Hexagon789 for your very comprehensive answer. It was really informative. The 22000 class isn't as complex as I thought. 

[spudfan]

The hydraulic system as outlined above was supposed to give weight saving when used in the diesel hydraulic locos compared to traditional diesel electric types. Does the 22000 class benefit in this regard? Wonder what the weight difference would be if the 22000 were straight forward diesel electrics? Also does this make the 22000's easier on the track?