2042

Diesel-electric locomotive

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Croatian language - Hrvatski jezik

The locomotives of the series were partly purchased from Brissonneau et Lotz Co. of France (ex. GEC Alsthom; today Alstom), and partly manufactured by Gjuro Gjakovic Works. Its appearance is very similar to that of 642-100 series. In a certain sense, this class is the next stage of the development. The 2042 series is designed for shunting and hauling light passenger and freight trains.

The unit no. 643-003 (today 2042-001) underwent the first extra repair after a collision on 1967/09/26 at Knin railway station. The cab, command panel and steam generator were repaired by January 1968. In June 1983 there was an experimental reconstruction of the units 643-003 and 004 (currently 001 and 002) in Vinkovci, with installation of weights to enable heavy shunting. This increased the overall weight of the units to 74 t, and the axle pressure to 18.6 t.

Today there are only three extant units of the class 643, plus one unit of the subclass 100.  

Technical data of the locomotive: 

Traction and auxiliary devices:   

The modified diesel electric locomotive HZ 2042 101 

The major problem emerging with the maintenance of the 2042 series was repeated corruption of the MGO diesel motor, which required frequent importing of spare parts. Moreover, due to the delicate motor, the units could not operate at a power exceeding 450 kW (measured at the main generator), instead of the declared power of 500 kW. For that reason, it was decided that the motor be replaced with a domestic diesel motor manufactured by Uljanik Works. The construction features of the 2042 series were retained, and the traction facilities were improved to 750 kW.

Technical data of the unit:

Traction and auxiliary devices:

Main facts about the overhaul 

As early as in 1988 it was argued that two locomotives of the 2041 series be overhauled by replacing the existing MGO diesel-motor with a domestic diesel motor manufactured by Uljanik Works. However, the reconstruction which involved the installation of the Pielstick motor began on 1991/01/23 with the unit JZ 642-172 (HZ 2041-022, now HZ 2042-101).

Further improvements were introduced too, such as an additional secondary hanging, installation of hydraulic water cooler of Volvo type (consequently the rotation did not depend on operation of the diesel motor), replacement of the steam generator with a case for electric devices and accumulator batteries. The lubrication system for diesel engine fuelling was reconstructed, the preheating device Webasto DBW 2020 for the diesel engine was built in, the suction and exhaust system was modified, the fuel container and locomotive plating were renewed. Reconstruction of the bogies took place with the modifications of central bolt and air conductors for cooling of the traction motors.

The cab was improved with a modified command panel (including new electric and pneumatic equipment), and new seats and air conditioning system were installed. The pneumatic equipment of the locomotive was modified (displacement of the air container, building in of new direct brake valves Oerlikon FD1, new distributor valve Lst1, new additional sand container, modification of protection for surplus rotation number of diesel engine).

There was made a thorough overhaul of electric parts: the complete change and reconstruction of electric installations according to the new electric scheme, the introduction of new DC generator for battery charging, building in of new converter DC 72 V / 24 V, installing new »dead man handle« of the EP 202 A type, modification of electric traction motors in combination 1-3 and 2-4, and facilitation of two-degree shunting of electric motors. A signal panel indicating failure of any part of the locomotive was introduced as well.