DR series 230
| DR class 230 DB class 180 ČSD / ČD class 372 |
|
|---|---|
 180 008 in Leipzig Hbf (1995)
|
|
| Numbering: | 230 001–230 020 DR 180 001–180 020 DB 372 001–372 015 ČSD / ČD |
| Number: | 20 ( DR ) 15 (ČSD) |
| Manufacturer: |
Škoda Plzeň LEW Hennigsdorf (parts of the AC part) |
| Year of construction (s): | 1988 prototype 1991 production vehicles |
| Retirement: | DB: until December 4, 2014 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,800 mm |
| Service mass: | 84 t |
| Top speed: | 120 km / h |
| Hourly output : | 3260 kW |
| Continuous output : | 3080 kW |
| Starting tractive effort: | 280 kN |
| Power system : | 15 kV, 16.7 Hz ~ 3 kV = |
| Number of traction motors: | 4th |
| Drive: | Cardan drive in hollow shaft |
| Brake: |
Block brake, electrical resistance brake , continuous output 2200 kW |
| Train control : |
PZ80R ( D ) VZ ( CZ ) Sifa |
The locomotives of the class 230 (from 1992: class 180 ) are electric locomotives of the Deutsche Reichsbahn (DR), which were developed as dual-system locomotives for cross-border traffic on the Děčín – Dresden railway line . The Czechoslovak State Railways (ČSD) procured locomotives of largely identical construction as the 372 series . Because of their Czechoslovak origin, the locomotives in Germany were nicknamed dumpling presses .
history
initial situation
In the mid-1970s, the Deutsche Reichsbahn had the traditionally heavily loaded Elbe valley line from Dresden to Schöna electrified with the electricity system common in Germany of 15 kV single-phase AC voltage at 16 2 ⁄ 3 Hz. The Czechoslovak State Railways (ČSD), on the other hand, electrified their lines with the 3000 V direct current system common in northern Czechoslovakia . The catenary-free gap between Schöna and Děčín therefore had to be bridged with diesel locomotives for the time being, which could not remain permanent due to the increasing importance of the line.
Dual system locomotive
The most sensible solution consisted in the joint procurement of electric dual-system locomotives by both railway administrations. On the German side, only the Lokomotivbau Elektrotechnische Werke “Hans Beimler” Hennigsdorf (LEW) and on the Czech side Škoda in Pilsen were considered as manufacturers. Since LEW did not have any free capacities for the development and manufacture of such a locomotive at the time, the order went to Škoda.
The two-system locomotives of the 230 series were based on the ČSD ES 499.1 series . Pure DC and AC machines were derived from this before. Important components of the AC part of the vehicles were to be supplied from the GDR, as Škoda had no experience with the 15 kV system. In 1988 a prototype was delivered to both railways, the 230 001 for the DR and the 372 001 for the ČSD. Following the extensive testing program, 19 additional locomotives were delivered to the DR and 14 to the ČSD from 1991.
commitment
In addition to the Dresden – Děčín route , which was planned from the beginning , the German locomotives were also used between Berlin and Rzepin in Poland from 1992 onwards . Between Germany and the Czech Republic, the locomotives not only took on high-quality long - distance transport , but above all freight transport . The locomotives of the two railway administrations were used in such a way that the mileage was roughly the same and no compensation payments were required.
For billing purposes, the ČD-372s are internally managed by Deutsche Bahn AG as the 100 series (electric locomotives from other railway companies).
DR 180 018 near Bad Schandau, 1993
TSS 180 008 in Ostrava
TSS 180 015 in Přerov
Freight train with 372 013, as it did in 2017 in Dresden Central Station
.jpg)
Partial conversion for 160 km / h
With the expansion of the Dresden – Berlin line to 160 km / h, the 180 series, with its top speed of 120 km / h, could no longer be used in high-quality passenger trains. In addition, the main route Dresden – Prague was also to be expanded to 160 km / h. Both railway administrations therefore examined an increase in speed. The bogies were suitable for speeds of up to 200 km / h, but there was a lack of practical experience. The ČD therefore converted six locomotives for 160 km / h and gave them the new series number 371 , while the DB only had the 180 001 converted.
commitment
The 372 series machines are part of the fleet of the Czech rail transport company ČD Cargo . They come with freight trains several times a day from Děčín to Bad Schandau , Falkenberg and Halle (Saale) . According to an announcement in April 2016, the Czech locomotives are to be equipped with ETCS .
At Railion , with the approval of the 189 series in the Czech Republic, the gradual retirement began. The 160 km / h locomotive 180 001 was the first to be put back from a necessary general inspection in October 2002 . In 2003, this was given to ČD as compensation for an accident damage to a Czech 372 and was put back into operation there as 371 201 . After the two locomotives 180 006 and 011 received a general inspection at the beginning of 2014 , all locomotives were retired from service at DB Schenker Rail Germany a short time later . 14 locomotives were acquired from the track construction company TSS Cargo as , based in Ostrava-Přívoz . The plan was to make the locomotives available to private RUs and use them again for cross-border traffic. For this purpose, several locomotives were extensively refurbished and tested on the Velim railway test ring . After a few uses, where the locomotives reached Bremen , they were shut down. Only the locomotive 180 014 remained in Germany, it is preserved as a museum by the Thuringian Railway Association .
construction
The vehicle part of the locomotives comes from a modular system of electric locomotives that Škoda has been building for 20 years. In addition to the typical box shape, this also explains the spoked wheels, which are otherwise unusual in Germany. They are only braked on one side with block brakes and guided in the bogie via cylinder roller bearings sprung in two stages with coil springs and hydraulic vibration dampers . The traction and braking forces are transmitted via deep pivot pins .
DC part
As is usual with classic two-system locomotives, the class 180 is technically designed as a direct current locomotive; When driving under direct current, it does not need a transformer or downstream rectifier ; instead, the drive motors are regulated in terms of power and speed with the help of starting resistors as well as series and parallel connection and field weakening . The two traction motors of a bogie are, as is generally the case with direct-engine locomotives for 3 kV, continuously connected in series. A combination of the control elements mentioned results in 44 driving and 10 field weakening levels.
AC part
If there is 15 kilovolts at 16.7 Hertz AC voltage in the catenary, the voltage is first stepped down to 2113 V in the main transformer below the floor and then rectified with the help of bridge rectifiers and smoothing reactors. The switchover between direct and alternating current system is automatic. The locomotives each have a DC and an AC main switch , both of which are built so that only the "correct" one is switched on. When the system is changed, the contact force of the pantographs is automatically readjusted as it has to be higher in direct current operation than in alternating current operation. The single-arm pantographs come from a Škoda standard design and originally each had four carbon contact strips. They were subsequently converted to two individually sprung contact strips each.
Other equipment
The locomotives have an electrical resistance brake that is independent of the contact line .
All 180s and 372s have the on-board equipment for punctual train control in both countries. In Germany this is the PZ80R, in the Czech Republic a system called VZ. There is also a safety driving circuit and train radio devices. The other equipment of the locomotives is the responsibility of the respective railway company. The on-board voltage of the Czech locomotives is 48 volts. The compressed air brake also corresponds to national customs, the Czech machines run with Dako brakes DK-GP-E mZ
See also
- List of the ČD locomotive and multiple unit series
- List of locomotive and multiple unit series of the ČSD
literature
- Bernd Kuhlmann: Farewell to the class 180 / First two-system locomotives of the DR on the siding. In: Verkehrsgeschichtliche Blätter , Volume 40, Issue 4 (July / August 2013), pp. 113–115.
Web links
Individual evidence
- ↑ The ČD trains will be equipped with the European ETCS train control system. In: ceskedrahy.cz. České dráhy , April 14, 2016, accessed on April 23, 2016 .
- ↑ ČD are planning major vehicle investments . In: Eisenbahn-Revue International . No. 6 , 2016, ISSN 1421-2811 , p. 285 .
- ↑ Eisenbahn-Kurier 12/2014 Deutsche Bahn, page 13