ÖBB 2020

from Wikipedia, the free encyclopedia
ÖBB 2020
075L02111080 Railway, open day ÖBB, Heizhaus Ostbahnhof area, locomotive 2020.01 single item as a monument.jpg
Number: 1
Manufacturer: Simmering-Graz-Pauker
Year of construction (s): 1960
Retirement: 1980
Axis formula : BB
Length over buffers: 18,240 mm
Trunnion Distance: 11,000 mm
Total wheelbase: 13,700 m
Empty mass: 73.6 t
Service mass: 75.4 t
Top speed: 110 km / h
Hourly output : 2 × 1100 hp
Starting tractive effort: 22,620 kg
Number of cylinders: 2 × 12
Tank capacity: 2800 l

The 2020 series was a prototype of a diesel locomotive of the ÖBB . It was mainly used on non-electrified lines and retired in 1980.

General

As early as 1927, a locomotive with the designation 2020.01 was built by the Grazer Waggonfabrik and AEG and put into operation by the then Austrian Federal Railways. With an output of 148 kW and a top speed of only 45 km / h, it was intended for secondary routes. Because of its large mass of 39 t, the locomotive was designed with three axles; but only the end axles were driven by an electric motor each. A six-cylinder in-line engine drove a generator that supplied the electrical energy for the traction motors . Although the locomotive, like its later big sister, was not particularly popular as a single piece, it must be regarded as a pioneering achievement in diesel traction , as it remained the only standard-gauge main- line diesel locomotive in Austria until after the Second World War .

As the worst war damage early 50s were eliminated, they began next to the electrification and to the Verdieselung to think. In addition to the " Blauer Blitz " express railcars , class 5045 , the first line diesel locomotives of the 2045 class were delivered by SGP in 1952 , which, in contrast to the railcars, had electrical power transmission. They have a central driver's cab, in front of and behind each a motor-generator unit, which, when assembled with the cooler, the fuel tank and the hood, forms a removable unit. A generator supplies the electricity for two traction motors each, which are arranged in the bogie below. The diesel engines are - as in the case of the express railcar - from SGP (type T12b - 12-cylinder V-engine with supercharging). The locomotive has a maximum power of 2 × 370 kW = 740 kW. With a top speed of 90 km / h it was able to cope with the performance program of the steam locomotives 35 and 77 - passenger and lighter express trains - but is also suitable due to its higher friction mass of 70 t compared to around 45 t of the steam locomotives mentioned and the resulting higher tractive power for freight trains. Initially used on the Südbahn , the Pyhrnbahn and the Pustertalbahn were the domain of this series for many years.

Under the pressure of foreign competition (in 1958 the ÖBB Henschel General Motors locomotives had put the 2050 series into operation) and encouraged by the successes with hydraulic power transmission in high-performance locomotives at the Deutsche Bundesbahn , the SGP plant » Lokomotivfabrik Floridsdorf « designed one B'B'-diesel-hydraulic mainline locomotive with a similar design to the DB locomotive series 220 . The project with the series designation 2055 envisaged a box locomotive with front wall driver's cabs. Two SGP diesel engines were planned as the machine system, each driving a bogie via hydraulic turbo gears, cardan shafts and axle gears. The engines were above the bogies, the turbo gears inside the bogies to the middle of the locomotive, where a steam boiler was to be housed for train heating . The engine power should be 2 × 625 kW = 1250 kW, the maximum speed 100 km / h and the service weight 76 t. That means 17% more power compared to the locomotive series 2050 with practically the same mass, which means that a significantly more favorable power-to- weight ratio was achieved. The project with the series designation 2055 was not implemented as such.

In the course of the planning work, however, thanks to progress in engine construction, the output could be increased to 2 × 810 kW = 1620 kW. In fact, a prototype locomotive with the ÖBB road number 2020.01 was delivered in 1960 because of the increased performance.

Technical description of the vehicle part

Like the original project, the 2020.01 had a welded locomotive body that forms a unit with the main frame, which is also welded. At each end there is a driver's cab with a fairly high floor. With two front windows, two corner windows and a long two-part side window on each side, one part of which can be moved horizontally to open, the route view was optimal. On the other hand, the 1.35 m high driver's cab door below the side window was a disadvantage. In addition, steps had to be arranged inside the driver's cab in order to reach the high places for the locomotive crew. The driver's desk itself was designed clearly. It consists of the inclined built-in drive switch with handwheel for the speed levels, turnaround and motor switching devices, in front of it a steeply inclined instrument panel with the most important instruments - speedometer, brake manometer and cooling water temperature and speed displays for the diesel engines. To the right of the drive switch are the two driver's brake valves - one for the continuous compressed air brake (for locomotive and wagon train), the second for the additional brake (locomotive alone) - and the lever for the signal whistle. On the left hand side, so that it can be easily reached from the driver's seat, the control panel for lighting and auxiliary services is arranged at an angle. The engine room with a passage on the right is located between the two driver's cabs. Immediately behind each driver's cab is a diesel engine which, with a cardan shaft, drives the turbo transmission, which is sunk into the locomotive bridge. The cooler is installed above the turbo transmission. In the middle of the engine room there was originally a steam boiler for the train heating, next to the machine systems the compressors and auxiliary services were housed, in the locomotive bridge - covered with sheet metal - the air tanks, the fuel tanks and the oil cooler. The roof can be removed over the entire machine room so that the units can be removed and installed upwards.

The chassis consists of two bogies, each with two driven axles. The axle drives, which are driven by cardan shafts, are located in the middle of the axles. The gearbox of the axle towards the end of the locomotive is driven by the turbo gearbox and drives the axle via a bevel gear stage and the cardan shaft from another output to the inner axle, which is only driven by a bevel gearbox. This arrangement with two superimposed cardan shafts required a peculiar design of the bogie. In contrast to the usual constructions, the cradle is not guided on the bogie and can be moved in relation to the vehicle body, but is attached to consoles of the body by means of arms towards the center of the locomotive. The secondary suspension - one leaf spring on each side of the locomotive - lies above the cradle and is attached to the consoles of the locomotive body with a cradle pendulum at each end of the spring. Because the suspension was too hard, rubber washers were later added to the lower end of the cradle pendulum between the spring plate and so placed in front of the leaf spring. The sliding surfaces on which the weight of the locomotive is transferred from the locomotive body to the bogie, although it can turn out - in the 2020, they are between the cradle and the bogie frame on the bottom of the cradle. Another curiosity of the bogie is the arrangement of the pivot. Since the space in the middle of the bogie, where the pivot from the locomotive body usually protrudes into its bearing in the cradle of the bogie, is taken up by the cardan shaft to the outer axle drive, and on the other hand an arrangement of the pivot from below, with a St. Andrew's cross attached to the locomotive body, similar to the series 1010 , because the cardan shaft connecting the two axle drives was also not possible, a different approach had to be taken. The middle cross member in the bogie was designed as a rectangular hollow box, in its middle a bearing for the pivot pin in the upper and lower chord. The cradle, also provided with a hole for the pin in its center, was threaded through the hollow beam, and then the bolt was inserted. Spherical roller bearings are used as the axle bearing, and the axle bearing housing is designed as a link, one end of which is hinged to the bogie frame. The outer ends of the axle box of an axle are connected to a cross bar, which in turn provides transverse rigidity with a long link on the outer cross member of the bogie frame. The axle suspension is formed by a leaf spring located below the axle bearing, which is supported against the longitudinal spars of the bogie frame with pressure pieces threaded through the steering arm of the axle bearing housing.

A mechanical block brake is provided as the braking device. A handbrake acts on an axle of the bogie directly below from each driver's cab. In addition, the brake is pneumatically actuated via four brake cylinders per bogie by the Oerlikon type compressed air brake. The cylinders are pressurized with compressed air either directly via the additional brake valve or when the continuous automatic brake is actuated. A post-brake valve causes the continuous automatic compressed air brake to respond only when the pressure in the main air line drops considerably, so that in the event of service brakes it is primarily the wagon train that brakes on its own. This device, which is common in Austrian locomotives, is intended to reduce wheel tire wear.

Technical description of the machine part

Each of the two machine systems consists of a supercharged pre-chamber diesel engine from SGP, type T12b, with 12 cylinders in a V arrangement. With a specific fuel consumption of 225 to 250 g / kWh depending on the load, the engine is very cheap.

  • a Voith twin-converter turbo transmission type L 28/111/4, similar to the turbo transmission of the locomotive series 2067 , the reversing gear for forward and reverse travel comes from SGP and is attached to the turbo transmission.
  • a Behr cooling system. The air is drawn in from the engine room by finned radiator elements and blown out through the roof with fans. Both the fan drive and the operation of the blinds - in the roof as well as on the side in the machine room - are controlled by thermostats and driven by hydraulic oil.
  • a compressor from SGP with 6 cylinders in a V-arrangement, also with hydrostatic drive.

Technical description of the control and the safety devices

An electro-pneumatic control provides the specification of the setpoint of the speed for the Woodward speed controller mounted on the engine in 15 speed steps as well as for actuating the turnaround. In order to be able to occupy the locomotive with one man, an Impulssifa - BBC -weg safety driving circuit combined with a Sifa relay for time impulse - is installed.

commitment

After delivery and testing, the 2020.01, which initially remained the property of SGP, was presented to numerous interested parties at home and abroad. Its main use was initially the southern railway line, where the locomotive was also used in cross-country runs before the D580 / 581 (Vienna - Rome) between Vienna South and Tarvisio C., although the sections Vienna South - Mürzzuschlag and Sankt Veit an der Glan - Tarvisio Centrale were already electrified. When the train mass was larger, an electric locomotive was often added as a leader across the Semmering .

The Bulgarian State Railways (BDZ) ordered 50 locomotives of the same design from SGP. Only other turbo transmissions - also with two converters, but with an additional hydraulic clutch to improve efficiency in the high speed range - were installed. They were delivered from 1962 and were given the series designation BDŽ series 04 at the BDZ . Until 2011, they were used on the Dimitrovgrad - Dragoman - Sofija and Sofija - Russe routes.

In Austria the 2020.01 was later used, together with the second delivery series in 2050, on the non-electrified section of the southern runway. At the end of 1963, after more than 300,000 kilometers of use in the main workshop in St. Pölten, it underwent a partial repair. For the Olympic Winter Games in Innsbruck in 1964 , it was directed to western Austria as a reserve independent of contact wires and deployed to the Bludenz train conveyance line, after which it was returned to Knittelfeld .

After the full electrification between Vienna South and Tarvisio Centrale, the 2020.01 was relocated from May 1965 to the Vienna East train conveyance line, where it replaced the steam locomotive series 77 and 52 from the Budapest express train services between Vienna West and Hegyeshalom together with 2050s and at times the other prototype diesel locomotives 2041 and LDE 1450 . In 1968 another partial repair took place in the main workshop in St. Pölten (today the TS factory). After the class 2143 standard locomotives had taken over express train services, the 2020.01 was primarily used as a train control locomotive . (A train control locomotive is the name given to those locomotives that are not used in a fixed schedule, but rather those, manned by a locomotive crew, are available to the train control - the dispatch point that encompasses an entire management area - for trains on demand or in the event of operational disruptions.) With diesel locomotives and a friction mass of 80 t, it was able to replace an electric locomotive on electrified lines more than anyone else. At the end of the 1960s, 2020.01 became the property of ÖBB.

Due to the high performance and the associated tight dimensions on the one hand, and the unpopularity that individual items generally suffer from, on the other hand, the damage increased in the early 1970s. In 1970 the locomotive even ran for a while with a ballast weight to compensate for an expanded unit.

In 1972 another partial repair took place, on the occasion of which the 2020.01 was also given the blood orange paint. The boiler was also expanded. But even this overhaul did not significantly reduce the susceptibility to failure. The diesel engines in particular showed some weaknesses, so that in 1975 engine system 2 received a diesel engine type T12c (like locomotive series 2143, but with a reduced speed of 1250 rpm and thus reduced power). Incidentally, the engine came from the decommissioned prototype locomotive 2041. The locomotive continued to operate until September 1977, when Plant 1 - still with the original T12b engine - was shut down due to engine damage. Now with an operational machine system, it only continued to run in the subordinate service - primarily for construction trains.

Retirement and whereabouts

After another engine failure on one of the still serviceable machinery, the 2020.01 was shut down on May 6, 1980 after a total mileage of around 1,150,000 km and taken out of service on June 28, 1980. First of all, the locomotive was erected as a memorial on the grounds of the Vienna East train conveyor. It was removed from there on February 27, 2002 after it had been sold to the Austrian Club for Diesel Locomotive History (ÖCG) and the demolition of the site for the construction of the Vienna Central Station was in the foreseeable future. After removing the parts that could still be used in the main workshop in St. Pölten, the 2020.01 locomotive was externally refurbished and erected as a memorial in Amstetten . This saved her from scrapping. Due to the closure of the Amstetten train line, she also had to leave there. In 2017 it was still owned by the ÖCG.

Due to a lack of space, however, it was handed over to Mistelbach in 2016 and is located in the Mistelbach Lokalbahn nostalgia base of the Neue Landesbahn association.

literature

  • Josef Otto Slezak: The Locomotives of the Republic of Austria. Third edition. Slezak publishing house, Vienna. ISBN 3-85416-075-5 .
  • Wolfgang Kaiser: The golden age of ÖBB. GeraMond, Munich 2014. ISBN 978-3-86245-160-9
  • Diesel-hydraulic mainline locomotive series 2020 of the SGP . In: Railway. ISSN  0013-2756 ZDB -ID 162227-4 . Born 1960, issue 6, pp. 94–95.

Web links

Commons : ÖBB 2020  - Collection of images

Individual evidence

  1. ↑ Günter Hellein: Monument locomotive goes to the ÖCG. In: Eisenbahnverkehr aktuell (SVA). Pospischil publishing house, Vienna. ZDB ID 568412-2 . Issue 10, year 2002. p. 38.
  2. ↑ Locomotive list of the ÖCG (accessed April 17, 2017).
  3. ↑ Diesel locomotive 2020.01 The largest and most powerful diesel locomotive of the ÖBB (accessed August 27, 2020).