Razvoj i proizvodnja
električnih vozila u Hrvatskoj
Development
and Production of Electric Vehicles in Croatia
Prof. dr. Zvonko Benčić
FER, Sveučilište u Zagrebu (University of Zagreb), 2014.
Gledajući slike i čitajući već letimično tekstove sigurno ćete se
zapitati tko su bili ti ljudi koji su razvijali i proizvodili gradska,
prigradska i željeznička tračna vozila te podmornice na električni
pogon. Samo
nekolicina od tih ljudi zabilježena je u tvorničkim
novinama i časopisima. Još ih je manje zabilježeno u
spomenicama i monografijama različitih tvrtki i poduzeća.
Svatko od onih koji su razvijali i proizvodili vozila i plovila mogao
bi ispričati svoju povijesnu priču. Zadatak je povjesničara (i
kroničara) da prepozna činjenice
o kojima se većina slaže i da
napiše povijest istinitu za većinu. No i priče povjesničara
će se razlikovati u izboru i interpretaciji činjenica.
Razvoj i proizvodnja vozila u Hrvatskoj započela je 1951. godine
izradom prototipa
tramvaja. Zatim slijedi miljokazi: trolejbus, diodna lokomotiva,
tiristorska lokomotiva, tiristorizacija diodnih lokomotiva, čoperski
tramvaj, tranzistorski tramvaj pa sve do tranzistorskog elektromotornog
vlaka 2011. godine.
Razvoj i proizvodnja elektroopreme za podmornice započela je 1970.
godine razvojem i izradom glavnog i pomoćnog pogona velike podmornice.
Zatim je uslijedio razvoj i izrada pomoćnog i glavnog pogona male
podmornice. Razvoj diverzantske ronilice kao i razvoj podmornica je
prekinut raspadom Jugoslavije 1990. godine.
U Hrvatskoj razvoj i proizvodnja vozila je neprekinuta više
od 60 godina. Tvorničko znanje (većim dijelom nenapisano znanje, tzv.
prešutno znanje) neprekinuto se prenosilo kroz generacije.
Diodna lokomotiva omogućila je razvoj tiristorske lokomotive,
tiristorska lokomotiva modernizaciju i tiristorizaciju diodnih
lokomotiva, tranzistorski tramvaj razvoj tranzistorskog elektromotornog
vlaka. Lako je inovirati, ako se ima što inovirati! Glede
inovacija, razvoja i održivosti naroda apsurdna je preporuka Bolonjske
deklaracije da „ ... sadržaj
fakultetskog studija treba biti
relevantan za radno mjesto“.
Na fakultetu treba
steći znanja (većim dijelom zapisana znanja) koja omogućuju otvaranje
radnih mjesta.
Tehničar ne može bez političara. Političar mora osigurati kontinuitet
proizvodnje, on mora biti svjestan da otpuštanje radnika u
svezi s ukidanjem proizvodnje znači gubitak znanja. Prof. Zlatko Plenković,
prvi direktor Elektrotehničkog
instituta Rade Končar, u
Glasniku Akademije tehničkih znanosti Hrvatske iz 2000. godine (vol. 7,
br. 3) je napisao: „ ...ali
mislim da bi hrvatska diplomatska
predstavništva trebala uspostavljati kontakte s
potencijalnim investitorima i pomoći našim proizvođačima da
dođu do posla, kako to i rade strana diplomatska
predstavništva u Zagrebu”.
Prof.dr. Zvonko Benčić
|
While looking at the
images and reading superficially through the
texts, you will surely wonder about the people who had developed and
produced the urban, suburban and railway rolling stock, as well as
electrically-driven submarines. Only a few of them were noted down in
the factory newspapers and magazines. Even less were recorded in
memorials and monographs of various companies and enterprises.
Each and every one
of those who developed and produced vehicles and
vessels could tell his own historical tale. The task of historians (and
chroniclers) is to recognize the facts generally agreed to be real and
write history considered authentic according to the opinion of the
majority. However, even the stories told by historians will differ in
the choice and interpretation of facts.
The development and
production of vehicles in Croatia started in 1951 by a tram
prototype. This was followed by several key mile-stones: trolley bus,
diode type locomotive, thyristor type locomotive, thyristorisation of
diode type locomotives, chopper trams, transistor tram, all the way to
the transistor electric multiple unit (EMU) in 2009.
The development and
production of electrical equipment for submarines
started in 1970 by developing and producing the main and auxiliary
propulsion for a large submarine. This was followed by the development
and production of the auxiliary and main propulsion for a small
submarine. The development of a diversion underwater vehicle, as well
as the development of submarines was suspended because of the breakup
of Yugoslavia in 1990.
In Croatia, the
development and production of vehicles has lasted
without interruption for more than 60 years. Factory knowledge (mostly
unwritten, so called tacit knowledge) has been passed on continuously
through generations. Diode type locomotive enabled the development of
thyristor type locomotive, the thyristor type locomotive enabled the
modernization and thyristorisation of diode type locomotives, the
transistor tram gave rise to transistor
EMUs. It is easy to
make innovations when there is something to
innovate! When it comes to innovations, development and national
sustainability, the recommendation in the Bologna declaration that
“...the contents of higher
education studies should be
relevant for one’s working position”
is absurd.
Higher education should provide knowledge (mostly written knowledge)
which would enable the opening of new work places.
A technician cannot
do without a politician. A politician has to ensure
the continuity of production; he has to be aware that laying off
workers due to the cut down in production means losing knowledge. Prof.
Zlatko
Plenković, the first
manager of Electrical
Engineering Institute
Rade Končar wrote in the
Herald of the Croatian Academy of
Technical
Sciences in 2000 (vol. 7, no. 3): “…but I believe
that Croatian diplomatic representations should establish contacts with
potential investors and help our producers to obtain jobs, as foreign
diplomatic representatives in Zagreb do”.
Prof.dr. Zvonko
Benčić
|

Priredili / prepared by
dr. sc. Ivan Bahun (lijevo / left)
dr.sc. Zvonko Benčić (desno / right)
1951
Prototip tramvaja serije TMK
101 (dvoosovinski tramvaj, maksimalna brzina 60 km/h, dužina 11 m, a
širina 2,2 m) proizveden je u radionicama Zagrebačkog električnog
tramvaja
(ZET). Imao je dva istosmjerna motora. Prototip vučnog istosmjernog
motora (60 kW, 600 V, 860 okr/min, v. sliku) i cjelokupnu električnu
opremu razvila je tvornica Rade Končar (RK). Serijska proizvodnja
tramvaja predana je tvornici Đuro
Đaković (ĐĐ), dok je serijska
proizvodnja motora ostala u RK.
Tramvaji serije TMK 101 proizvodili su se u razdoblju
1957.–1965.
Prometovali su u Zagrebu (63 kom), Osijeku (8 kom) i Beogradu. Povučeni
su iz uporabe 2005.–2008.; zamijenili su ih tramvaji serije
TMK
2200. |
A prototype of the
TMK 101 series
(two-axle tram, maximum speed 60 km/h, length 11 m, width 2.2 m)
was produced in the workshops of Zagreb Municipal Transit System(Zagrebački
električni tramvaj ZET).
It had two direct current motors. The prototype of a traction direct
current motor (60 kW, 600 V, 860 rev/min, see figure) and the overall
electrical equipment was
developed by Rade Končar (RK) factory. Serial tram production was given
to Đuro
Đaković (ĐĐ) factory,
while
the serial motor
production remained in RK. The TMK 101 series
trams were produced from 1957 to 1965. They operated in Zagreb (63),
Osijek (8) and
Belgrade. They were withdrawn from service from 2005 to 2008; they were
replaced by the TMK
2200 series trams. |

1955
Prema licenciji tvrtke Oerlikon
te u suradnji s tvornicom Fabrika
automobila Priboj
(FAP) (Srbija) i tvrtkom Karoserija
iz Ljubljane (Slovenija), tvornica Rade
Končar
(RK) počinje montažu
trolejbusa i proizvodnju električne opreme za trolejbuse: vučni motor
(103 kW, 600 V, 1410 okr/min), pomoćni dinamo (1200 W, 24 V),
motor-kompresorska grupa, pedalni kontroler, otpornik za pokretanje i
električno kočenje i oduzimač struje. Tijekom godina isporučeno je za
gradove u tadašnjoj Jugoslaviji (Dubrovnik, Ljubljana,
Rijeka,
Novi Sad, Beograd) više od 100 trolejbusa. |
According to the
license by the
company Oerlikon
and in
cooperation with Fabrika
automobila Priboj (FAP) factory in
Serbia and the Karoserija
company from Ljubljana (Slovenia), Rade
Končar (RK) started
mounting trolley buses and producing electrical equipment for trolley
buses: a
traction motor (103 kW, 600 V, 1410 rev/min), an auxiliary dynamo
(1200W, 24 V),
motor-compression group, a pedal controller, a resistor for actuating
and electric braking and a
pantograph. More than 100 trolley buses were delivered during the years
for the cities of former
Yugoslavia (Dubrovnik, Ljubljana, Rijeka, Novi Sad, Belgrade). |
1960
Pogon tvornice Rade Končar
u Sesvetskom Kraljevcu
pokraj Zagreba počinje proizvodnju električnih kolica s istosmjernim
motorom sa serijskom uzbudom, napajanim iz akumulatorske baterije te s
upuštanjem i regulacijom brzine putem otpornika. Tijekom
godina
ova su električna kolica modernizirana (sjedište za vozača i
suvozača). Proizvedeno je više od 500 vučnih kolica. |
The facilities of
the Rade
Končar factory in Sesvetski
Kraljevac near Zagreb started with
the production of
electric trucks with a series-excited direct current motor, fed by an
accumulator battery with starting and regulating speed by means of
resistors. During the years,
the electric truck
was modernized (driver and co-driver seat). More than 500 traction
trucks
were produced. |
1961
Elektrotehnički institut Rade Končar
isporučio dva 6-anodna
živina ispravljača za napajanje tramvajske mreže u Osijeku. Ti
ispravljači su u cijelosti razvijeni u Končarevom Institutu.
Krajem
1962. montirane su ispravljače stanice za gradsku vuču u Zagrebu,
Sarajevu, Osijeku i Ljubljani, ukupne instalirane snage veće od 14 MW. |
The Rade
Končar Electrical
Engineering Institute
delivered two 6-anode mercury rectifiers for supplying the
tram network in Osijek. Those rectifiers were entirely developed in Končar Institute.
Rectifying stations, with a total power of more than 14 MW, were
mounted for urban traction in
Zagreb, Sarajevo, Osijek and Ljubljana by the end of 1962. |
1963
To je bio prvi
diesel-električni vlak s aluminijskom
oplatom u Europi (serije JŽ
611). Napredna
aluminijska konstrukcija izazvala je pažnju svjetske industrije. Vlak
je bio predviđen za prometovanje normalnom širinom kolosjeka
(1435 mm) i za maksimalnu brzinu od 120 km/sat. Duljina vlaka preko
odbojnika iznosila je 82,12 m, a širina 3 m; imao je 192
sjedišta. Za vuču je imao dva diesel-motora jedinične snage
400
KS. Tvornica Janko Gredelj iz Zagreba (JG) proizvela je tri
prototipa, treći prototip isporučen je 1968. Svu električnu opremu
(samouzbudne generatore, vučne motore, aparate za niski napon,
regulatore uzbude generatora) isporučila je tvornica Rade Končar (udio
RK: oko 30 %). Prometovao je na linijama Zagreb – Zadar i
Zagreb
–Beograd. JG je proizveo još tri garniture
aluminijskog
vlaka za uskotračnu prugu Zagreb – Samobor (poznatu pod
nazivom
„srebrna strijela“). Ideja nažalost nije
komercijalizirana
kako se očekivalo s obzirom na interes koji je pobudio na međunarodnoj
razini. |
That was the first
diesel-electric train with side
aluminium
plates
in Europe (JŽ 611 series). Advanced
aluminum construction
attracted the attention of the world industry. The train was intended
for operation on the
normal gauge width (1435 mm) and for the maximum speed of 120 km/h.
Train length
over bumpers amounted up to 82.12 m, with the width of 3 m: it had 192
seats. It had two
diesel-engines with a unit power of 400 HP. The Janko
Gredelj factory from
Zagreb (JG)
produced three prototypes; the third prototype was delivered in 1968.
All electrical equipment
(self-excited generators, traction motors, low voltage devices,
generator excitement
regulators) was supplied by Rade
Končar (RK share: about
30%). The train operated
on the
lines Zagreb – Zadar and Zagreb – Belgrade. JG
produced
three other sets of the
aluminum trains
for the narrow gauge railway Zagreb – Samobor (also known as
“Silver Arrow”).
Unfortunately, the idea was not commercialized as expected considering
the interest it raised
on the
international level. |
1965
Za napajanje željezničke vuče
na pruzi
Zagreb – Rijeka tvornica Rade
Končar
isporučila je 60 jednoanodnih živinih ventila. Ispravljač željezničke
elektrovučne podstanice projektiran je za napon 3400 V i struju 667 A.
Spoj ispravljača bio je 6-fazni sa srednjom točkom; a jedan ispravljač
je imao šest jednoanodnih živinih ventila. |
Rade
Končar
delivered 60 single-anode mercury valves for the supply of rail
traction on the railway Zagreb – Rijeka. The railway electric
traction substation rectifier was designed for the voltage of 3400 V
and 667 A of current. The rectifier connection was a six-phase design
with a midpoint connection; one rectifier had six single-anode mercury
valves. |
1966
TMK 201 je četveroosovinski
tramvaj. Ima četiri motora, svaki snage od 60 kW. Maksimalna brzina je
56 km/h, dužina 14 m, a širina 2,2 m. Kapacitet je 165
putničkih
mjesta i imao je mogućnost vuče jedne prikolice. Proizvodio se u
tvornici Đuro
Đaković.
Prometovao je u Zagrebu (18 kom) u razdoblju 1966.–1993. i u
Beogradu. Njegova motorna postolja iskorištena za izradu
prototipa tramvaja TMK 2100. |
TMK 201 was a
four-axle tram. It had
four motors, each with 60 kW of power. Maximum
speed was 56 km/h,
length 14 m, and width 2.2 m. It had a capacity of 165 passenger seats
and the possibility
of towing one trailer. It was produced in the Đuro Đaković
factory. It
operated in Zagreb
(18 trams) from 1966 to 1993 and in Belgrade. Its motor base was used
for making the
prototype of the TMK 2100 tram. |
1970

Prema licencijskoj
dokumentaciji tvrtke ASEA, tvornica Rade Končar (RK) proizvela je prvu
četiriosovinsku električnu diodnu lokomotivu (Bo'Bo') za 25 kV/50 Hz te
isporučila tadašnjim Jugoslavenskim željeznicama (br.
441-030).
Kooperanti su bile tvornice Janko
Gredelj, Zagreb; Mašinska
industrija, Niš; Đuro
Đaković, Slavonski Brod;
Energoinvest,
Sarajevo i Elektrosrbija,
Beograd. RK za lokomotivu izrađuje četiri vučna motora snage 850 kW, 10
asinkronih motora za pomoćni pogon, te izvodi kompletnu električnu
montažu i ispitivanje lokmomotive (v. sliku montaže diodnih
ispravljača). |
According to the
license
documentation by the company ASEA, Rade Končar (RK) p roduced
the first four-axle
electric diode type locomotive (Bo’Bo’) for 25
kV/50 Hz and
delivered it to former Yugoslav Railways (no. 441-030). Its
subcontractors were Janko Gredelj,
Zagreb; Mašinska
industrija,
Niš; Đuro Đaković,
Slavonski Brod; Energoinvest,
Sarajevo and Elektrosrbija,
Belgrade. RK
made four
traction motors with 850 kW of power and 10 asynchronous motors for
auxiliary drives for the locomotive and performed the entire electrical
mounting and testing of the locomotive (see the image showing the
mounting of the diode rectifiers). |

1972
Tvornica Rade Končar
proizvela prvu od 75
ugovorene četiriosovinske električne diodne lokomotive (Bo'Bo') za CFR
u Rumunjskoj. Lokomotiva se razlikuje od isporučenih za domaće
tržište nizom tehničkih pojedinosti: rasvjetnim tijelima i
signalnim uređajima, te dodatnoj opremi za udobnost strojovođe. Godine
1974. isporučena je 100-ta lokomotiva za Rumunjske željeznice. Do 1990.
proizvedene su 333 diodne lokomotive (25 kV, 50 Hz, 3700 kW, za 120,
140 i 160 km/h); 203 za tadašnje Jugoslavenske željeznice, a
130
za Rumunjske željeznice. |
Rade
Končar produced the first
of 75 contracted
four-axle electric diode type locomotives
(Bo’Bo’)
for CFR in Romania. The locomotive differed from the ones delivered for
the local
market because of a
series of technical details: lighting fixtures and signal devices, as
well as additional equipment for the comfort of the driver. In 1974,
they delivered the 100th locomotive for the Romanian Railways. By 1990,
333 diode type locomotives (25 kV, 50 Hz, 3400 kW, for 120, 140 and 160
km/h) were produced; 203 for former Yugoslav Railways and 130 for the
Romanian Railways. |
1974
Proizvedena je prva
elektrovučna podstanica sa silicijskim diodama. Služila je za napajanje
kontaktnog voda napona 3 kV i snage 2×2,2 MW. Instalirana je
na
pruzi Kopar – Šentilj (Slovenija) u mjestu Čret.
Tvornica Rade
Končar za tu podstanicu
isporučila je kompletnu opremu. |
The
first electric traction substation with silicone
diodes was produced. It was used for the supply
of the contact line with 3 kV voltage and 2×2.2 MW power. It
was
installed on the Kopar – Šentilj railway line
(Slovenia)
in the village
Čret. Končar
delivered the entire equipment for this substation. |
1978
Klasa Sava bila je klasa
jugoslavenskih napadnih podmornica. Izrađivane u razdoblju od 1978. do
1982. Napravljene su dvije jedinice: P-831 Sava i P-832 Drava. Glavne
osobine: dužina 55,9 m, površinska brzina 10 čv, podvodna
brzina
16,5 čv, dubina zarona 300 m, broj članova posade 35. Glavno
naoružanje: šest torpednih cijevi i komplet od deset torpeda
promjera 533 mm, a osim toga i mogućnost minoploganja. Početkom
Domovinskog rata obje podmornice su odvezene u Crnu Goru gdje su 2004.
povučene iz službe. Za dvije podmornice klase Sava Rade Končar
je
razvio i isporučio glavni elektromotorni pogon (propulzioni istosmjerni
motor snage oko 1 MW s tiristorskim regulatorom brzine vrtnje) i
pomoćno napajanje (dvije skupine od po tri pretvarača snage 4
kVA/115V/400 Hz u paraleli – v. sliku, punjače pomoćnih
akumulatorskih baterija, upuštače istosmjernih motora).
Cjelokupnu podmornicu je razvio Brodarski
institut
u Zagrebu, a
proizvelo Brodogradilište specijalnih objekata u Splitu. |
Class Sava was a
class of Yugoslav
attack submarines. They were made in the period between 1978 and 1982.
Two units were made: P-831 Sava and P-832 Drava. Main characteristics:
length 55.9 m, surface speed 10 knots, underwater speed 16.5 knots,
submergence depth 300 m, crew number 35. Main armaments: six torpedo
tubes and a set of ten 533-mm diameter torpedoes, along with the
possibility of mine laying. At the beginning of the Croatian War of
Independence, both submarines were taken to Montenegro where they were
withdrawn from service in 2004. Rade
Končar
developed and delivered the
main electromotor propulsion (propulsion direct current motor with
about 1 MW power with thyristor speed regulator) and auxiliary power
supply (two sets with three power converters 4 kVA/115V/400 Hz in
parallel – see figure, auxiliary accumulator battery
chargers,
direct current motor starters) for two Savaclass submarines. The entire
submarine was developed by Brodarski
Institute
in Zagreb, and it was
produced by the Special Vessel Shipyard in Split. |

1981
Klasa Una bila je klasa
diverzantskih podmornica. U razdoblju 1981.–1989. je izrađeno
šest podmornica. Projektirane su za tajno polaganje manjih
minskih polja ili dostavu diverzanata. Glavne osobine: duljina 18,8 m,
površinska brzina 7 čv, podvodna brzina 8 čv, dubina zarona
120
m, broj članova posade 4/6 deverzanta. Raspadom Jugoslavije
sve
podmornice su odvezene u Crnu Goru, osim P-914 Zete koja se u trenutku
sukoba nalazila na remontu. Kasnije je preuređena, produžen joj je trup
te je pod oznakom P-01 Velebit do 2001. plovila u sastavu Hrvatske ratne mornarice
(HRM) (v.
sliku). Početkom 2009. crnogorske vlasti su objavile da se sve
podmornice povlače iz službe. Za te podmornice Institut za
elektrotehniku Rade Končar
je
razvio i isporučio glavni propulzioni pogon i sve pomoćne pogone.
Cjelokupnu podmornicu je razvio Brodarski
institut
u Zagrebu, a
proizvelo Brodogradilište
specijalnih objekata u Splitu. |
Class Una was a
class of diversion
submarines. Six submarines were built in the period from 1981
–
1989. They were designed for the secret laying of small mine fields or
bringing diversion military personell. Main characteristics: length
18.8 m, surface speed 7 knots, underwater speed 8 knots, submergence
depth 120 m, crew members 4/6. After the breakup of Yugoslavia, all
submarines were taken to Montenegro, except P-914 Zeta, which was on
the overhaul at the moment of conflict. She was later reconstructed,
her hull was elongated and until 2001, she operated under the label
P-01 Velebit within the Croatian Navy.
At the beginning of 2009, the government of Montenegro proclaimed that
all submarines would be withdrawn from service. The Electrical
Engineering Institute Rade
Končar
developed and delivered the main propulsion and all auxiliary drives
for those submarines. The entire submarine was developed by Brodarski
Institute in Zagreb and she was produced by Special Vessels Shipyard
in
Split. |
1981
Predstavljen prototip
četiriosovinske tiristorske lokomotive snage 4400 kW, napona 25 kV/50
Hz i brzine do 160 km/sat (br. 442-001). Lokomotiva je u cijelosti
razvijena, projektirana, konstruirana i proizvedena u tvornici Rade Končar.
Važno je naglasiti da
je 85% opreme: vučni motori transformator, tiristorski pretvarači,
upravljačka elektronika, sklopni aparati i mehanički dijelovi
lokomotive (okretna postolja, sanduk, pneumatska instalacija i uređaji)
proizvedeno u Končaru.
Vučni motori izrađeni su u novoj tehnologiji, imaju H
klasu izolacije i novi način hlađenja. U jednom bloku GEMP 442
(približne izmjere: 2 m × 2 m ×2 m) je sustav od
dva
tiristorska ispravljača u jednofaznom poluupravljivom mosnom spoju (880
V/1330 A) za napajanje dva vučna motora (gornja slika). U razdoblju
1985.–1990. proizvedeno je ukupno 16 tiristorskih lokomotiva;
15
lokomotiva i danas vozi, a
jedna
lokomotiva je uništena u Domovinskom ratu. Kasnije je niz
tehničkih rješenja razvijenih za tiristorsku lokomotivu
(tiristorski pretvarač za napajanje pomoćnog pogona, protuklizna
zaštita, regulacija brzine vožnje i dr.)
iskorištena za
modernizaciju diodnih lokomotiva. |
The prototype of a
four-axle
thyristor type locomotive with 4400 kW of power, voltage of 25 kV/50 Hz
and a speed of 160 km/h (no. 442-001) was presented. The locomotive was
entirely developed, designed, constructed and produced in the Rade
Končar factory. It is
important to
emphasize that all electrical equipment: traction motor, transformer,
thyristor converters, controll electronics and switching devices, was
produced in Končar.
Traction motors were constructed according to new
technology, they have H-class insulation and a new way of cooling. In
one block, GEMP 442 (approximate measures: 2m × 2m × 2m) is a system of
two thyristor rectifiers in a singlephase half-controlled bridge
connection (880 V/1330 A) for the supply of two traction motors (image
above). In the period from 1985 – 1990, an overall of 16
thyristor type locomotives were produced; 15 locomotives are still
in operation,
and one locomotive was destroyed in the Croatian War of Independence.
Later, a series of technical solutions developed for the thyristor type
locomotive (thyristor converter for the supply of auxiliary drives,
antiskid protection, speed regulation, etc.) were used for the
modernization of diode type locomotives. |

Akustički laboratorij (gluha
komora) u Končaru,
Zagreb.
|
Acoustic
laboratory (deaf chamber) in Končar,
Zagreb |
Klimatska ispitivanja
tiristorske lokomotive serije 442, snage 4,4 MW i maksimalne brzine 160
km/h (ispitivanje u ispitnoj stanici ORE, Arsenal u Beču)
|
Climatic
testin of thyristor locomotive 442 series, 4,4 MW
power and 160 km/h maximum speed (Testign in testing station ORE,
Arsenal in Vienna) |
Gluha komora u Končaru,
Zagreb.
|
Deaf
chamber in Končar,
Zagreb. |
U jednom bloku GEMP 442
(približne izmjere: 2 m × 2 m ×2 m) je sustav od
dva
tiristorska ispravljača u jednofaznom poluupravljivom mosnom spoju (880
V/1330 A) za napajanje dva vučna motora. |
In
one block, GEMP 442 (approximate measures: 2m × 2m × 2m) is a system of
two thyristor rectifiers in a singlephase half-controlled bridge
connection (880 V/1330 A) for the supply of two traction motors
|
1986
Za Željezničko transportno
poduzeće Sarajevo (ŽTP
Sarajevo) tvonica Rade Končar
ugovorila
rekonstrukciju 25 elektromotornih vlakova proizvodnje GANZ. Prvi
rekonstruirani elektromotorni vlak stavljen je u redoviti promet 1987.
pod nazivom „Olimpik ekspres“. |
The factory Rade Končar
concluded a contract
for the reconstruction of 25 GANZ production EMU for the Railway
Transport Company Sarajevo
(ŽTP Sarajevo). The first reconstructed EMU
was put into regular operation in 1987 under the name
“Olimpik
Ekspres”. |
1986
Započela proizvodnja nove
generacije
električnih vozila za unutrašnji transport s tiristorskim
čoperima i elektroničkim regulatorom za napajanje i regulaciju brzine
vrtnje istosmjernih motora sa serijskom uzbudom (Rade Končar). |
The production of a
new generation of electric vehicles for internal transport with
thyristor choppers and electronic regulators for the supply and speed
regulation of serial-excited direct current motors (Rade Končar). |
1987
Rekonstruiran prvi
elektromotorni vlak za
ŽTO Sarajevo. |
The first EMU was
reconstructed for ŽTP Sarajevo. |
1988
Nakon 12 godina suradnje na
tramvajskom
programu, za ČKD (Čehoslovačka) isporučen 15000-ti tramvajski vučni
motor (Rade Končar). |
After 12 years of
cooperation on the tram program, the 15000th tram traction motor (Rade
Končar) was delivered for
ČKD (Czechoslovakia). |
1989
Modificirana i modernizirana
prva od 130
diodnih lokomotiva serije 441 i 461 za ŽTO Beograd. |
The first of 130
diode type locomotives from the series 441 and 461 was modified and
modernized for ŽTO Belgrade. |
1991
Suočeni s agresijom na
Hrvatsku, končarevci
su
izradili oklopljeno tračničko vozilo za prebacivanje ljudi i opreme s
jedne lokacije na drugu. |
Faced with the
aggression on Croatia,
the people of Končar
made an
armored train for transferring people and equipment
from one location to another. |
1993
Modificiran i rekonstruiran u
Končaru prvi od četiri elektromotorna vlaka (HŽ serija 6111, nadimak
Mađar) izgrađenih u mađarskoj tvornici GANZ MAVAG u periodu
1976.–1979. Sustav električnog napajanja mađarskih vlakova je
25
kV/50Hz, maksimalna brzina 120 km/h, masa 145 tona, a duljina 72,4 m. |
The first of four
EMU (HŽ series 6111, nickname Mađar), built in the Hungarian factory
GANZ MAVAG from 1976 – 1979, was modified and reconstructed.
The electric supply system of Hungarian trains is 25 kV/50 Hz, maximum
speed is 120 km/h, mass is 145 tons, and the length is 72.4 m. |
1994
U redovitom prometu prvi
rekonstruirani i modernizirani tramvaj serije TMK 2100 (br. TMK 2101).
Izveden je u tri dijela (dvozglobni), 8-osovinski s pogonskim motorima
snage 60 kW koje napajaju čoperi s geitom isklopivim tiristorima (tzv.
GTO-tiristori). Vozaču je olakšano upravljanje tramvajem:
klimatizirana je vozačka kabina te ergonomski riješen
upravljački pult i sjedalo vozača. Cjelokupni projekt rekonstrukcije
ostvarila je tvornica Rade Končar.
Ukupno je isporučeno Zagrebačkom
električnom tramvaju 16
tramvaja te serije. |
The first
reconstructed and
modernized tram from the series TMK 2100 (no. TMK 2101) was put into
regular operation. It was made in three sections (two-joint), 8-axle
tram with propulsion motors of 60 kW supplied by choppers with gate
turn off thyristors (so called GTO-thyristors). Operating the tram is
facilitated: air-conditioned driver’s cabin and ergonomic
control
console and driver’s seat. The overall reconstruction project
was
realized by Končar. There were 16
trams of this series
delivered to Zagrebački
električni tramvaj. |
1995
Završen generalni
popravak na prvoj od tri električne lokomotive za Željeznice Federacije
BiH. Tek dovršena lokomotiva rastavljena je i specijalnim
vozilima otpremljena do Zenice gdje je ponovno sastavljena i
puštena u eksploataciju. (Končar)
|
The overhaul of the
first of three
electric locomotives for the Railways of the Federation of Bosnia and
Herzegovina was completed. The locomotive that had just been finished
was disassembled and delivered by special vehicles to Zenica, where it
was reassembled and put into operation (Končar). |
1996
Završen Končarev
projekt modernizacije
(ugradnja elektrodinamičke kočnice, opremanje s elektroničkim
automatskim sustavom za nadzor brzine i dr.) i pretvorbe
četveroosovinskih električnih diodnih lokomotiva (Bo'Bo') u tiristorske
(omogućena kontinuirana regulacija brzine vrtnje). Hrvatskim
željeznicama isporučena prva od 26 tiristoriziranih lokomotiva (serije
HŽ 1141). Zatim su uslijedile isporuke moderniziranih i
tiristoriziranih lokomotiva: za Željeznice Federacije BiH, za Turske
željeznice, za Bugarske državne željeznice, za Makedonske željeznice,
za Željezničko transportno poduzeće u Beogradu, za Rumunjske željeznice. |
Končar
completed
its project of
modernization (installment of electrodynamic brakes, equipping with
electronic automatic system for speed control, etc.) and transforming
of four-axle electric diode type locomotives
(Bo’Bo’) into
thyristor type locomotives (enabling a continuous speed regulation). A
total of 26 thyristorised locomotives was delivered to Croatian
Railways (HŽ 1141 series). This was followed by deliveries of
modernized and thyristorised locomotives: for the Railways of the
Federation of Bosnia and Herzegovina, for Turkish State Railways, for
Bulgarian State Railways, for Macedonian Railways, for the Railway
Transport Company in Belgrade, for Romanian Railways. |

1997

U končarevom Institutu
za
elektrotehniku razvijen
prototip četverosistemskog statičkog
pretvarača (VIS-50) za napajanje trošila u klimatiziranim
putničkim vagonima. Pretvarač je izveden u novoj tehnologiji s IGBT
tranzistorima i upravljan je mikroprocesorom. Do kraja 2004. isporučeno
je HŽ-u 38 pretvarača. |
Končar
Electrical
Engineering Institute
developed a prototype of a four-system static converter (VIS-50) for
the supply of energy consumers in air-conditioned passenger cars. The
converter was made by means of a new technology with IGBT transistors
and was managed by a microprocessor. Until the end of 2004, 38
converters were delivered to Croatian Railways. |

1999
Završen Končarev
projekt
modernizacije i pretvorbe šesteroosovinskih električnih
diodnih
lokomotiva (Bo'Bo') u tiristorske. |
The Končar project
of modernization and transformation of six-axle electric diode type
locomotives (Bo’Bo’) into thyristor type
locomotives for Bulgarian State Railwayswas completed. |
2005
Konzorcij CROTRAM (Đuro Đaković,
Končar,
TŽV Gredelj)
predstavio niskopodni
tramvaj serije TMK 2200 (br. TMK 2001). Izrađen je za nazivni
istosmjerni napon od 600 V i za kolosjek širine 1 m. Duljina
tramvaja je 32 m, širina 2,3 m i visina 3,4 m. Pod tramvaja
na
ulazu je na visini 30 cm od ceste. Najveća brzina je 70 km/h. Končar je
razvio računalne sustave (v. sliku), elektroničke i energetske
pretvarače, vučne motore, postolja te obavio završnu
montažu.
TŽV Gredelj
je razvio i
izradio sanduk. Do 2010. isporučeno je 140 kompozicija tramvaja za grad
Zagreb. |
The consortium
CROTRAM (Đuro
Đaković, Končar,
TŽV Gredelj)
presented the TMK 2200
series (TMK nr. 2001) low-floor tram. It was made for nominal direct
current voltage of 600 V and a 1-m wide gauge. The tram length was 32
m, width 2.3 m and height 3.4 m. The tram floor at the entrance was 30
cm above road level. The highest speed was 70 km/h. Končar developed
computer systems (see image), electronic and power
converters,
traction motors, bases and it performed all final vehicle mountings.
TŽV Gredelj
developed and
produced body sections. By May 2010, a total of 140 tram compositions
were delivered for the city of Zagreb. |
2007

Eksploatacijska ispitivanje
niskopodnog
tramvaja TMK 2263 u Finskoj, u uvjetima rada ovog klimatskog područja. |
Exploitation testing
of the TMK 2263 low-floor tram in Finland in local climate conditions. |
2008


Do 2008. godine, modernizirane
i
tiristorizirane su 124 lokomotive, a još 8 lokomotiva do
2012. godine. |
A total of 124
locomotives were thyristorised by 2008 and another 8 locomotives by
2012. |



2009
Prototip niskopodnog vlaka
isporučen za
Željeznicu Federacije Bosne i Hecegovine (ŽFBH) za potrebe regionalnog
putničkog prometa. Duljina mu je bila 75 m, s najvećom brzinom od 160
km/h, a mogao je povesti 500 putnika.
Putnički prostor je jedinstvena cjelina duž cijelog vlaka, bez pregrada
i stepenica, a visina poda optimalna je za perone visine 550 mm. Vlak
ima 8 vrata za brzu izmjenu putnika te klimatiziran putnički prostor i
vozačke kabine. Sanduk je četverodijelna zavarena čelična konstrukcija
povezana zglobovima. Na konstrukciju se lijepe oplate, izvedene iz
aluminijskih sendviča, te prozori. Sva postolja imaju sustav zračnog
ovjesa, dva krajnja okretna postolja su pogonska, a tri slobodna
postolja su tipa Jacobs. |
A prototype of the
low-floor EMU was
delivered to the Railways of the Federation of Bosnia and Herzegovina
(ŽFBH) for the needs of regional railway passenger transport. It was 75
m long, with the maximum speed of 160 km/h and it took up to 500
passengers.
The passenger area is a unique space throughout the train, without
compartments and stairs, and the height of the floor is optimal for 550
mm high platforms. The train has 8 doors for a fast exchange of
passengers, as well as an air-conditioned passenger area and
driver’s cabin. The body is a four-section welded steel
construction connected with joints. Side plates, made of aluminum
sandwiches and windows are glued to the construction. The two end
bogies are powered, and the three middle ones are trailer bogies of Jacobs
type. |
2009
Isporučen prvi niskopodni
tramvaj
podserije TMK 2200-K za Zagrebački
električni
tramvaj. Ima tri modula,
pa je u odnosu na tramvaje serije TMK 2200 kraći za 11,26 m. Može
primiti 120 putnika. Sve ostale karakteristike tramvaja su identične
karakteristikama tramvaja serije TMK 2200. |
The
first low-floor tram from the subseries TMK 2200-K was delivered for
the Zagrebački
električni tramvaj. It has
three modules, so in relation
to the TMK 2200 series trams, it is shorter by 11.26 m. It can take up
to 120 passengers. All other characteristics of the tram are identical
to the characteristics of the TMK 2200 series tram. |
2009
Trofazni asinkroni vučni
motori, napajani iz elektroničkih IGBT pretvarača (v. sliku pretvarača
glavnog i pomoćnog pogona) omogućuju visoka ubrzanja u pokretanju
(>
1 m/s2)
i vožnju maksimalnom brzinom od 160 km/h. Vučna sila pri
pokretanju 200 kN, a trajna snaga na kotačima je 2000 kW. Sustav
upravljanja i dijagnostike VCU je mikroprocesorski sustav, povezan s
podsustavima vlaka modernim
komunikacijskim protokolima koji omogućuje spajanje do tri vlaka u
jednu kompoziciju. |
Three-phase
asynchronous traction motors, supplied by
electronic IGBT converters (see the
image of main and auxiliary drive converter), enable fast acceleration
in movement (>1 m/s2)
and driving at the maximum speeds of 160 km/h. The starting traction
force is 200 kN and
continuous power at the wheels is 2000 kW. The control and diagnostics
system (VCU) is
a microprocessor system, connected with
train subsystems
through modern communication protocols, which enables the connection of
three trains in a
single entity via automatic couplings. |
Ovo rješenje predviđeno
je, uz manje prilagodbe, i
za
gradsko-prigradski promet. U vlak je ugrađena najsuvremenija oprema,
razvijena, projektirana i proizvedena u Končaru
(sustavi upravljanja i
komunikacije, pretvarači, postolja, sanduk) te pojedini dijelovi
domaćih kooperanata, tako da udio domaće proizvodnje prekoračuje 70 %.
Promotivna vožnja bila je 2012. na relaciji Sarajevo – Mostar
– Sarajevo. |
This
solution, with minor adjustments, was intended also for urban
and
uburban transport. The most modern equipment, developed, designed and
produced in Končar
(control
system, converters, transformers, traction motors, bogies, etc) and
certain parts made by local subcontractors were built into the train,
therefore the share of local production exceeded 70%. EMU is in regular
traffic from June 2012th on the relation Sarajevo – Mostar
– Sarajevo. |
2011
Isporučen Hrvatskim željeznica
prvi niskopodni elektromotorni vlak (HŽ serija 6112) za regionalni
promet proizveden u konzorciju tvrtki Končar i TŽV Gredelj. Prije
narudžbe Hrvatskih željeznica, već je proizveden vlak istog tipa za
Željeznicu Federacije Bosne i Hercegovine. Od 2011. dnevno prometuje na
liniji Zagreb-Vinkovci. Proizveo ga je Končar –
Električna vozila u suradnji
s TŽV Gredelj.
|
The first low-floor
EMU (HŽ series
6112) was delivered to Croatian
Railways
for regional transport. The
technical solution is based on a train of the same type that had
already been produced for the Railways of the Federation of Bosnia and
Herzegovina. It has been in regular daily operation on the line Zagreb
– Vinkovci since 2011. It was produced by Končar
–
Electric Vehicles in
cooperation with TŽV Gredelj. |
2011
Isporučen niskopodni 'kratki'
elektromotorni vlak za gradsko-prigradski promet. Proiyveden u Končar
–Električna vozila,
u suradnji s TŽV-Gredelj. |
The first low-floor
EMUwas delivered
to Croatian Railways for urban and suburban transport. It was also
produced by Končar
–
Electric Vehicles in
cooperation with TŽV Gredelj. |
2012
Isporučen Hrvatskim
željeznicama prototip dizel-električnog motornog vlaka za regionalni
promet. Prometuje na relaciji Zagreb – Kotoriba –
Zagreb.
Predviđen je za putovanja prosječne duljine 150 km s čestim
zaustavljanjima. Ima 209 sjedećih mjesta, a ukupno može primiti 410
putnika. Proizveo ga je TŽV Gredelj
u suradnji s poduzećem Končar
– Električna vozila. |
A prototype of a
diesel-electric
multiple unit (DMU) was delivered to Croatian Railways for regional
transport. It operates on the relation Zagreb – Kotoriba
–
Zagreb. It was intended for the average trip length of 150 km with
frequent stops. It has 209 seating places and it can take a total of
410 passengers. It was produced by TŽV Gredelj in cooperation with
Končar
–
Electric Vehicles. |
LINKS
Končar
Electrical Industry Inc. [ PDF]
MORE
PHOTOS
VIDEOS
www.koncar.com
www.tzv-gredelj.hr
Đuro
Đaković, www.duro-dakovic.com
We express our deep gratitude to Professor Zvonko Benčić and dr. Ivan Bahun
of the
University of Zagreb, Faculty of Electrical Engineering and Computing,
for sending us the text and photos. This presentation is based
on
"EDPE 2013
–
17th
International Conference on
Electrical Drives and Power Electronics,
Dubrovnik, October 2-4,
2013, Croatia", published by Kiklos
d.o.o., Jurjevska 20, 10000 Zagreb, Croatia. Contact information:
e-mail: kiklos.hr@hotmail.com
.
Prepared
for web by Darko
Žubrinić, 2014
Marijan Ožanić
Prof. dr. Zvonko Benčić: I knjižare zatvaraju, zar ne?
Mr.sc. Marijan Ožanić: Razgovori
s poviješću -
prilozi za povijest / Velikani hrvatske znanosti
Croatian
science
Croatia,
An Overview of Its History, Culture and Science
|