DB class 101
| DB class 101 | |
|---|---|
 101 092 with an Intercity near Linz am Rhein
|
|
| Numbering: | 101 001-145 |
| Number: | 145 |
| Manufacturer: | Adtrance |
| Year of construction (s): | 1996-1999 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 19,100 mm |
| Service mass: | 84 t |
| Wheel set mass : | 21 t |
| Top speed: | 220 km / h since Dec. 1, 2014: 200 km / h (101 124, 126, 130 and 131 220 km / h) |
| Continuous output : | 6400 kW |
| Starting tractive effort: | 300 kN |
| Performance indicator: | 73.6 kW / t |
| Driving wheel diameter: | 1250 mm (new) 1170 mm (worn) |
| Power system : | 15 kV, 16.7 Hz |
| Number of traction motors: | four three-phase asynchronous motors |
| Drive: | Hollow shaft drive , IGA |
| Locomotive brake: | electrodynamic regenerative brake, disc brake on hollow shaft |
| Train control : |
LZB 80 with PZB 90 ETCS (101 140–144) |
| Coupling type: | Screw coupling |
The electric locomotives of the series 101 of the Deutsche Bahn AG are high-performance universal locomotives with three-phase drive . They were procured in the mid-1990s to replace the class 103 locomotives that were around 25 years old at the time . Adtranz received the order for 145 locomotives.
In the meantime, the locomotives of the 101 series have replaced those of the 103 series as standard covering in the long-distance traffic of the Deutsche Bahn AG and have proven themselves in everyday use; the role of the (publicly perceived) flagship of high-speed rail traffic in Germany, however, has been transferred from the 103 series to the ICE .
The ALP-46 electric locomotives built for the US New Jersey Transit are derived from the 101 series. The design of the locomotive body of the NJT ALP-46, however, corresponds to a Bombardier Traxx .
history
At the beginning of the 1990s it became increasingly clear that the class 103 electric locomotives in heavy and fast intercity service were worn out. Above all, the years of covering long, two-class Intercity trains with an annual mileage of up to 350,000 kilometers put the locomotives under pressure to the limit. When the DB tried to reduce operating costs by “driving for wear and tear” as part of the DB 90 program , this led to increasing damage to the switchgear, the traction motors and the bogie frame. A replacement for the original 145 locomotives required a new acquisition at short notice, as there was a shortage of high- speed electric locomotives anyway due to the reunification of Germany and the expansion of high-speed lines in the new federal states, despite the procurement of ICE trains.
The DB requested offers for new high-performance locomotives from the German rail industry. Siemens and Krauss-Maffei already had a prototype on the rails with the EuroSprinter 127 001 , and AEG Rail Vehicles was soon able to present a drivable demonstration sample of their 12X concept , the later 128 001 . ABB Henschel did not have a modern prototype, only a concept called Eco2000 and a technology demonstration with two test vehicles based on the 120 series .
The development of components for the Eco2000 relied on the two pre-series three-phase AC locomotives 120 004 and 005, which had been converted by ABB in 1992 in order to be able to test new technology in practice. The 120 005 had new converters based on GTO thyristors and new on-board electronics, the 120 004 also had bogies adapted from the 401 series power cars, which were later given to the 101 series locomotives and a biodegradable polyol ester as a coolant for the Main transformer. In this configuration, both locomotives covered long distances in the scheduled intercity service without any problems.
| Further technical data | |
|---|---|
| Mass of the traction motors | 2136 kg each |
| Individual regulations | Wheel set control |
| Longitudinal force transmission | Pull and push rods |
| Bogie axle base | 2650 mm |
In 1994 the DB awarded the contract for the new 101 series to ABB Henschel. The unit price was DM 5.6 million. The other manufacturers received development orders for the 145 (AEG) and 152 (Siemens / Krauss-Maffei) series based on their prototypes . Since it was assumed at that time that long-distance traffic would be completely converted to ICE multiple units in a few years, the 101 had to be designed for use in fast freight train service (e.g. InterCargo trains with up to 160 km / h) .
The first locomotive, 101 003, entered service in the summer of 1996. Like the first three locomotives of this series, it was still designed in the oriental red color scheme. All other locomotives have already been delivered in traffic red. In the meantime, ABB Henschel had merged with AEG rail vehicles to form Adtranz , so that the locomotive bodies were now partly built in Hennigsdorf and partly in Kassel . The locomotive bodies welded in Hennigsdorf were transported with low loaders over the autobahn to Kassel, where they were placed on the bogies made in Wroclaw and equipped for operation. A total of 145 units were procured, which belong to the Hamburg-Eidelstedt depot (where the “medium-sized” maintenance work takes place).
In the railway accident in Brühl on February 6, 2000, the 101 092 came to a halt in a house. The machine was then dismantled. At the end of May 2001, the DB decided to rebuild the machine.
Important components of the 101 have already been tested in other locomotives, such as the power converter and control technology with the 120 005 and the integrated overall drive of the 101 with the 120 004.
Due to a high level of damage, a number of locomotive services had to be taken over by series 103 and 120.1 vehicles at the beginning of 2003. Insufficient dimensioning of the drive technology was considered to be the main reason for the failure of many class 101 locomotives.
To date, the following weak points have been found in locomotives of this series:
- Cracks appeared as serial damage on the welded parts of the bogies and on the weld seams of the journals for the transmission of tensile force, which had to be repaired.
- The converter supply units were not sufficiently shielded so that they interfered with the shunting radio.
- The speed sensor for the traction motors was found to be too weak (these problems have been fixed over time).
- A certain assembly in the transformer tended to be damaged, but this was not operationally relevant and was remedied during the deadline work.
- Aging components increased the energy consumption of the auxiliary systems over time, which led to increased failures of the auxiliary converter.
Locomotive body
The class 101 locomotives, like all other new Deutsche Bahn locomotives since then, initially stand out because of their wide, sloping front section. On the one hand, the locomotive body should be as streamlined as possible and, on the other hand, it should also be as inexpensive as possible. For this reason, a multi-curved front as in the 103 series was dispensed with. A further tapering of the front also makes little sense aerodynamically, since in this case the distance between the locomotive and the car body increases. Due to the turbulence occurring in this gap, the advantages of a pointed front would be negated.
The driver's cab side windows were designed as flush pivoting and sliding windows in order to avoid the installation of window shafts, which have often proven to be susceptible to corrosion (the windows of series 145 and 152 , on the other hand, are still arranged to be retractable). The manufacturer has glued a piece of blackened blind glass to the top of the side window to match the front section.
The driver's desk largely corresponds to that of the series 120 and 401 (ICE) and, like these, was installed on the right in the direction of travel. This arrangement of the driver's desk made it possible to dispense with a more expensive continuous front window .
The bogie panels are a special feature of the 101 series. They were attached along the longitudinal side of the frame and extend down to the height of the axle bearings .
In order to achieve a load-bearing structure for the underframe, massive C-profiles were welded together in Hennigsdorf and the Adtranz plant in Breslau. The manufacturer welded a box-shaped construction for the head pieces. The bumpers on the front are designed for compressive forces of up to 1000 kN , the front under the front windows absorbs 700 kN of compressive force. The sheets under the windshields are 8 mm thick, the other front sheets are only half that (4 mm) thick, and the bottom sheets are 3 mm thick. The frame of the side walls was made from vertically arranged profiles. The frame was clad with 3 mm thick sheet metal cladding. The roof was made of aluminum . A top flange welded from 6 or 5 mm thick sheet metal forms the end of the three roof sections. The sloping roof and fan grille belong to the roof and can be removed with it.
Bogies
ADtranz and Henschel wanted to develop a bogie for the 101 series that would allow the greatest possible flexibility. The bogie is designed for a maximum of 250 km / h and is derived directly from the ICE, although the 101 series is approved for a top speed of only 220 km / h. The bogie frames allow the installation of wheelsets of other gauges . It is also possible to install radially adjustable axles like the Re 460 of the SBB, which the DB decided not to do.
The bogie does not have a cross member for a pivot, as the power transmission between the locomotive and the bogie is via pull / push rods . The bogie was welded together from box sections. The four coil springs per bogie have guiding tasks perpendicular to the spring travel. There is a pair of helical springs on each side of the bogie. The frame of the bogie is slightly cranked down where the coil springs sit on the bogie . The head supports accommodate compressed air equipment and brake callipers and are more cranked downwards than in the area of the coil springs. The inner head support carries the massive, deep-seated peg to accommodate the pull rod. The deep linkage of the pull / push rods creates a point of attack that is mathematically only 150 millimeters above the SO ( upper edge of the rail) . Instead of the crossbeam, the bogie frame also has screwed-on auxiliary beams that serve as assembly aids to hang the drive unit on the locomotive body so that it can rotate. The motors are connected to the endcarriages of the bogie via pendulums . The entire drive unit is cushioned by suspending the motor on a pendulum. In the horizontal direction, the bogie is completely unloaded by the drive unit, and in the vertical direction 40 percent of the drive mass is attached to the bogie. The remaining 60% is carried by the fully sprung locomotive body. The development goal of the lowest possible unsprung mass was thus achieved.
The bogie axle base is 2650 millimeters compared to the 3000 millimeters for the ICE power cars. This shortening makes it possible to drive through narrower arc radii than are intended for the ICE. At the customer's request, the wheel diameter is again 1250 millimeters when new, wearable up to 1170 mm. In the case of the 401 and 402 series ICE power cars, the wheel diameter when new is 1040 millimeters. Thanks to the compact bogies, the relative movements between the locomotive body and the bogie are reduced to such an extent that the electrical leads to the motor can be routed outside the ventilation ducts, which simplifies assembly and extends the service life.
drive
Drive unit
In the specifications of the DB AG, two million kilometers of trouble-free mileage were required for the engine and transmission. This made it necessary to redesign the engine and gearbox for the 101 series, as the 120.1 series did not meet expectations. ABB developed the Total Integrated Drive (IGA). In the case of the IGA, the motor bearing on the pinion side is located inside the gearbox housing to which the motor is directly flanged. This construction also enables the intermediate gear to be stored in the gearbox housing. The loss of oil has been reduced by avoiding parting joints at bearing points.
The drive torque is transmitted from the idler gear to a large gear via the first rubber cardan joint , the hollow shaft and then six solid bolts on the opposite drive gear . The gearbox is designed for a ratio of 3.95: 1. The rotors of the drive motors reach a maximum speed of 3940 min −1 . With worn wheels the maximum speed is 220 km / h. By installing an intermediate wheel, there is enough space between the motor and the hollow shaft in the drive unit so that the brake discs can be attached to the hollow shaft; There was also installation space for the brake discs due to the lack of cross members and pivot pins.
The brake discs are split and internally ventilated. They can be changed from below without having to remove the hollow shaft. When braking the locomotive, the electrodynamic brake is primarily used. This is designed as a regenerative brake . A brake computer regulates the interaction between the dynamic and the compressed air brakes. Each brake disc has its own brake cylinder , with one brake cylinder per wheel set being used for the spring-loaded brake .
The drive motors have no housing. The laminated stator cores are held together by tension strips and press plates . This creates an outer shape that eliminates the need for a housing. The cooling air is directed through channels and punched holes in the metal sheets. Dynamo sheets , which are held together by pressing plates, are used for the rotor . The copper rotor bars are driven into the grooves of the laminated core and fixed by caulking .
transformer
At 13 tons, the transformer is the heaviest that has ever been installed in a German locomotive. It provides 4 × 1.6 MVA for the converters of the traction motors and 800 kVA for the train busbar and the auxiliary services and consumers of the locomotive. As coolant is polyol used. The transformer was suspended below the floor between the bogies on the locomotive body, which enabled a very tidy machine room, but required protective measures for the transformer in the event of derailments etc. Most of the components can be removed from the aisle.
The DB AG demanded an overall efficiency of 85 percent for the locomotive . Previous three-phase AC locomotives only achieved 80–83 percent. This made it necessary to optimize the transformer and, in particular, the power converter, as these offered the greatest potential for optimization due to the strong development spurt in the semiconductor industry . The DB AG calculated that with a three-phase locomotive one percent more efficiency saves half a million marks in energy costs over the life of the vehicle (as of February 2001). The use of IGBT in the auxiliary converters also benefited the increase in overall efficiency .
The transformer has four secondary traction windings with a nominal voltage of 1514 V, a line filter winding, a 230 V winding and a 351 V winding for supplying the auxiliaries, as well as a 1000V winding for supplying the train busbar. The 351 V winding is required for the two auxiliary power converters. These supply the 30 three-phase asynchronous machines for the ancillary operations; These include the air compressor, the fans for the two converter and transformer coolers, the four drive motor fans, the pumps for the transformer and converter cooling circuits, and the cooling fans in the converters. The 230 V winding supplies the cab heating, the air conditioning and the battery charger .
Traction current
The locomotive can regulate the pulling force of each traction motor individually. This enables optimal use of the coefficient of friction of all wheel sets in every situation. The wheelset control also offers the advantage that if one drive group fails, the locomotive can still drive with 75 percent of the normal traction power. With a bogie control it would only be 50 percent.
At each of the four traction windings of the transformer is a traction inverter connected, which consists of the following assemblies: four-quadrant controller , DC - DC and pulse-controlled inverter . The four-quadrant controller and the pulse inverter are made up of universal converter modules. Each module has power semiconductors and wiring and protection instruments. The GTO thyristors of the converters are controlled by pulses that come from the drive control unit via fiber optic cables . The semiconductors and the transformer are cooled with polyol ester. In the intermediate circuit is a series resonant circuit disposed of to twice the mains frequency of 33 1 / 3 is tuned Hz and is used for smoothing the pulsating power from the single-phase railway grid.
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When driving, the electrical energy is taken from the overhead contact line via a pantograph of the type DSA 350 SEK and fed via the main switch and current transformer into the primary winding of the main transformer, from where the four secondary windings (one for each traction motor) exit. The alternating voltage applied here from each winding reaches the four-quadrant controller, which then acts as a rectifier and feeds the direct voltage intermediate circuit. The pulse inverter converts the DC voltage from the intermediate circuit into three-phase AC voltage of variable frequency and voltage and thus feeds the asynchronous traction motor .
In braking mode, the traction motors work as generators and feed three-phase current into the pulse-controlled inverter. The pulse inverters now work as rectifiers. The four-quadrant controller then converts the direct current into alternating current that is synchronized with the mains. This is fed back into the catenary network via the transformer.
The converters are arranged in pairs in the middle of the machine room to the right and left of the central aisle.
software
Wheelset regulations and AFB
The locomotive received the AFB (Automatic Driving and Brake Control) , which helps the driver to keep a set speed constant.
The locomotives have a super slip control. In contrast to conventional slip control, which prevents any slip, super slip control allows a certain macroscopic difference between the vehicle and wheel circumferential speed, the so-called super slip. This allows the maximum frictional connection between wheel and rail to be used. Based on the assumption that the super slip control requires very precise speed data, a speed measurement by radar was installed. In the meantime it has been found that the super slip control also works without radar.
Control technology and diagnosis
The locomotives, like the ICE power cars, are equipped with the 16-bit computer system MICAS S developed by ABB as a traction control system.
MICAS S is a multi-computer system and is responsible for the following functions: the vehicle functions, the higher-level train control level and those of the peripheral controllers (microcomputers) for the drive control level.
A bus system is available for controlling, monitoring and diagnosing the vehicle . This significantly reduces the wiring effort compared to the 120 series . Most of the lines for the bus system are housed in the side walls. The central control unit is the heart of this on-board computer, which was installed twice for redundancy reasons . All information that systems such as MICAS S or the DAVID collect and other information is sent to the ZSG (Central Control Unit). All commands that are important for the function of the locomotive come from the ZSG.
In the ZSG, four computer groups process the vehicle and train bus control. These four computer groups also monitor the time-time Sifa and the locomotive control. The vehicle is diagnosed in the computers. In the train control level z. B. the ZMS (time division multiple train control) and the ZWS / ZDS .
As a train control system, the machines have LZB 80 with PZB 90 . The European train control system ETCS was also tested on the locomotives 101 140–144 . The locomotives were equipped with ETCS on-board units in Kassel by mid-2001.
The DAVID diagnostic system of the Intercity Express has also been further developed for the class 101 locomotives . With this diagnostic system it is possible for the maintenance workshops to query fault reports from every locomotive, regardless of certain points in the railway network. In this way, things can be prepared that are necessary for the next inspection or deadline work and the dwell times of the locomotives can be shortened. Accessing the data in the ICE is only possible at certain points in the network. The maintenance company can obtain more precise data on upcoming or existing faults in the locomotive and support the driver in fault analysis and in eliminating the fault. The display informs the driver of errors either on its own initiative or only at the request of the driver.
commitment
| Traction mass | speed | Type of train |
|---|---|---|
| 500 t | 220 km / h | Intercity |
| 600 t | 200 km / h | Intercity |
| 800 t | 160 km / h | Parcel InterCity |
| 1200 t | 120 km / h | InterCargo |
| 2200 t | 100 km / h | mixed freight train |
The locomotives were stationed in the Hamburg-Eidelstedt depot . In the 1997 summer schedule, the first 101 went into service in a ten-day cycle. First, the heavy IR trains on the line between Hamburg and Constance were hauled by the new machines instead of the 111 series. At the 1997 winter schedule, 21 class 101 locomotives were already on the road instead of the 103 class. At the end of the same year, 60 locomotives were in service. The delivery lasted until the summer of 1999, when the last locomotive of this series left the Henschel works in Kassel.
From 1999 to 2004 the silver painted 101 130 and 131 and as a reserve the traffic red painted 101 124 and 126 hauled the business train Metropolitan Express Train (MET). These four locomotives are also equipped as multiple units with a MET train bus ( WTB ) and an on-board computer for each driver's cab, which can be used to query and control data and statuses of the wagon train from both the locomotive and the control car .
At night and on the weekends, many 101 were in use in front of freight trains, such as the Parcel-Intercitys with 160 km / h on behalf of DB Cargo . The then DB Schenker Rail and DB Fernverkehr had agreed to hand over all 101 to DB Schenker Rail (today DB Cargo) if long-distance transport was to be completely converted to multiple units. This plan has since been rejected. With the Munich-Nuremberg Express , locomotives of the 101 series are also used in regional traffic, but they are to be replaced by the 102 series .
In the meantime, the 101 has proven to be the most important locomotive in the high-quality long-distance traffic of the DB AG. Although it produces lower tractive forces than a class 103 locomotive over a large part of the speed range, it is more effective than the 103, especially in difficult friction conditions thanks to the wheelset slip control and the selective torque control for each wheelset.
Trials and trials
The locomotive 101 047 was equipped with LED signal lights and a signal light heater in December 2009 . This test vehicle is to be used to test whether the conversion is economical for all locomotives of this series. The UIC headlights in LED technology are already known from other series and the 101 series is equipped with the latest warm white LEDs, which represent the current state of LED technology . The high beam is implemented in LED technology, as in a previously converted model from the 218 series. This locomotive was equipped with a temperature-controlled signal light heater so that the signal lights remain visible even when it is snowing and ice forms.
Advertising locomotives
Due to the smooth outer skin and the nationwide use in passenger train service, the locomotives are used as traveling advertising media. Shortly after delivery of the first locomotive, the 101 001 advertised the musical " Starlight Express " from May 1998 , followed by advertising campaigns by Bayer AG for aspirin , the CMA and the state of Baden-Württemberg , various airlines and Adler Mannheim . Bahn AG itself also used the locomotives to advertise new pricing systems.
The advertising is not painted, but printed on foils that are stuck to the locomotive body. By mid-2006 there had been around 200 advertising campaigns, with many locomotives being covered with identical foils.
101 016 with advertising for UNICEF in Ingolstadt Hbf
101 067 with advertising for the 2006 World Cup
101 101, "EUROPA" near Groß Gleidingen
101 141, “Trainees 2000 Against Violence” in Lollar
101 144, “Hertha BSC” in Berlin
101 070, "Adler Mannheim" in Darmstadt
101 060, "60 Years of the Federal Police" in Frankfurt a. Main
101 047 with advertising for the German Fire Brigade Association
101,034 in the station Mainz main station advertising the Federal Ministries of Nutrition and Health
101 013–1 with dOCUMENTA advertising (13) in Mannheim Hbf
101 071 near Treuchtlingen pasted with advertisements for the 2018 Winter Olympics
101 030 with advertising for the railway company health insurance fund
101 068 Back On Track advertises the Green Tech Festival
101 066 Take a PRIDE RIDE on the RAILBOW. (Shortly after Treuchtlingen).
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literature
- Karl Gerhard Baur: Class 101 - The new locomotive stars of Deutsche Bahn . GeraMond, Munich 1999, ISBN 3-932785-43-6
- Karl Gerhard Baur: In the driver's cab. 101 series . In: Lok-Magazin . Volume 41, No. 244 . GeraNova, 2002, ISSN 0458-1822 , p. 60-62 .
- Wolfgang Klee: The high-performance universal locomotives of the class 101 . In: The series 101, 145, 152 and 182 - EisenbahnJournal, special edition . No. 1 , 2001, ISSN 0720-051X , p. 22-39 .
Web links
- Homepage about the 101 series, technology, photos of the advertising locomotives
- Photos of the 101 advertising locomotives. In: bahn-medien.de
- European Railway Picture Gallery
Individual evidence
- ↑ KG Baur: The series 120. Volume 2. EK-Verlag, Freiburg 2015, ISBN 978-3-8446-6016-6 , p. 124.
- ↑ News update shortly . In: Eisenbahn-Revue International . Issue 7, Lucerne 2001, ISSN 1421-2811 , p. 292 f.
- ^ Tense situation with BR 101 , in: Eisenbahn-Revue International . Issue 5, Luzern 2003, ISSN 1421-2811 , p. 195.
- ↑ KG Baur: Die series 120. Volume 2. EK-Verlag, Freiburg 2015, ISBN 978-3-8446-6016-6 , p. 135.
- ↑ 101 with ETCS equipment . In: Eisenbahn-Revue International . Issue 7, Luzern 2001, p. 293. ISSN 1421-2811
- ↑ Advertising locomotive design (PDF file; 15 kB)
- ^ Andreas Steimel: Electric traction vehicles and their energy supply. Industrieverlag, Oldenbourg 2006, ISBN 3-8356-3090-3 , p. 33 ( limited preview in the Google book search).
- ↑ DB Bahn - Tf Aktuell. December 26, 2009, p. 2.
