DB class 151
| DB class 151 | |
|---|---|
 151 144-3 from Railion
|
|
| Numbering: | 151 001–170 from epoch VI: 91 80 6151 001–170 |
| Number: | 170 |
| Manufacturer: | AEG , BBC , Henschel , Krauss-Maffei , Krupp , Siemens |
| Year of construction (s): | 1972-1988 |
| Axis formula : | Co'Co ' |
| Length over buffers: | 19,490 mm |
| Height: | 4478 mm |
| Width: | 3110 mm |
| Trunnion Distance: | 10,160 mm |
| Bogie axle base: | 4450 mm |
| Service mass: | 118.0 t |
| Wheel set mass : | 19.7 t |
| Top speed: | 120 km / h |
| Hourly output : | 6,288 kW |
| Continuous output : | 5,982 kW |
| Starting tractive effort: | 395 kN |
| Continuous tensile force: | 230 kN |
| Braking force: | 240 kN |
| Wheel diameter: | 1250 mm |
| Motor type: | WBM372-22 |
| Power system : | 15 kV 16 2 / 3 Hz ~ |
| Number of traction motors: | 6th |
| Drive: | Rubber ring spring drive |
| Type of speed switch: | W29T from SSW with flat track selector and 2 load switches (thyristor load switches) |
| Brake: | Knorr-Bremse with unitary effect, electric brake, braking force: 160 kN parking brake |
| Train control : | Sifa / PZB |
The 151 series is a series of electric locomotives for heavy freight train service delivered to the Deutsche Bundesbahn between 1972 and 1978 . It was developed on the basis of experience with the standard locomotive construction program. In the vehicle register the vehicles was assigned the 6151 series.
history
Planning and construction
The class 151 is the successor of the standard locomotives of the class 150 built until 1973 . First considerations for the development of the new series were made in 1969, when the German Federal Railroad was urgently dependent on improving its competitive position compared to road freight transport. Due to the economic boom, constantly increasing transport requirements had to be met.
In order to achieve these goals, a new operational service program for the freight train service was decided, which includes the transport of express freight trains of 1000 t at 120 km / h, express freight trains of 1200 t at 100 km / h and through freight trains of 2000 t at 80 km / h Intended gradients of up to 5 ‰. Neither the maximum tractive effort nor the maximum speed of the 150 series was sufficient for this. In addition, since it was put into operation, the operations service had criticized the fact that the tractive power of the locomotives fell sharply above 80 km / h and that the traction motor damage often occurred at high loads in this speed range. The construction of a new locomotive for heavy goods traffic was therefore required. The BZA Munich commissioned AEG with the development of the electrical part , and the Krupp machine factory with the vehicle part .
Because the new locomotives were to be available as quickly as possible, they could not be completely redeveloped in order to achieve all the technological advances in terms of running technology and electrical equipment. The first step was therefore to investigate the possibility of bringing the 150 series to 120 km / h by changing the gear ratio and significantly increasing its EKB 760 drive motor in its thermal load capacity by means of class F instead of B winding insulation. However, these considerations were dropped after it became clear that a 150 series upgraded in this way could only have transported express freight trains of 1200 t at 100 km / h.
The engineers at AEG and the BZA in Munich caught sight of the WBM 372-22 drive motor of the 110, 139 and 140 series, originally developed by Siemens-Schuckert-Werke. This drive motor was significantly more powerful, with over 4,800 units in the series mentioned in use and had proven itself extremely well. It turned out that a six-axle locomotive equipped with this traction motor would be able to fully meet the new operating program if the traction motor were not insulated with class B materials, as was previously the case.
However, since the 150 series bogies could no longer be used with this traction motor and a new structure was necessary due to the more powerful and heavier new transformer , the engineers were free to design these parts and borrowed from the 103 series, for example with their use a bridge frame and the structure of the engine room with removable hoods. In addition, tried and tested components from the 110/140 series that are already available in large numbers were used as far as possible.
On November 21, 1972 AEG and Krupp delivered the 151 001 as the first locomotive, followed by eleven other pre-series locomotives that were extensively tested before series delivery began. As with the standard electric locomotives, besides the developer companies AEG and Krupp, the companies BBC and Siemens were involved in the construction of the electrical part and the companies Henschel and Krauss-Maffei in the construction of the vehicle part of the series locomotives. A total of 170 locomotives were procured, which were initially based in Hagen and Nuremberg .
The original paintwork of the 151 up to the 151 075 was the usual chrome oxide green with a black frame for electric locomotives with a top speed of 120 km / h . The 151 073 and the machines from 151 076 were delivered in the new ocean blue / ivory color scheme introduced at that time . With the exception of the 151 044, in contrast to many other series, the older examples were never repainted in ocean blue / ivory.Instead, chrome oxide green locomotives often remained in stock until the early 1990s and were then repainted in the colors oriental red or even directly in traffic red . The last example in green was 151 049, a designated museum locomotive of the DB, which was retrofitted with single-arm pantographs and was also painted in traffic red at the beginning of 2008.
commitment
.jpg)
_Erpel_2015-10-12-02.JPG)
.jpg)
.jpg)
In principle, the 151 series locomotives are also suitable for passenger train service. In the past, they were scheduled to be used on the ramps of the Hochstadt-Marktzeuln – Probstzella railway line or, if there were insufficient passenger locomotives, for example. B. used around Stuttgart or on the Ruhr-Sieg route. Today this is no longer possible due to the missing (now mandatory) door blocking TB0 .
Twenty locomotives were in 1976 with the automatic central buffer coupling type Unicupler ( AK69e Equipped) for the transport of heavy ore trains in double traction of the North Sea ports to the steel plants Peine-Salzgitter and the Saarland. This conversion became necessary because the total train mass of the ore trains of 4000 tons and later 6000 tons was too large for the screw couplings normally used .
In 1994, the 151 series machines became part of Deutsche Bahn AG's inventory and were assigned to the business areas. Later, the machines were in the DB Cargo Germany settled to assist them in Germany-wide use accounts Nuremberg zuordnete. The machines are also approved on the network of the Austrian Federal Railways and are used in cross-border freight train traffic.
The mileage was up to 1750 kilometers a day, on average it was 800 kilometers to 900 kilometers. This performance is reduced by displacement by more modern locomotives.
Since 2003 the 151 have been used as push locomotives on steep German routes.
Whereabouts
In the event of an overhaul or major damage, the 151 series machines are now shut down and scrapped. The 151 121 was dismantled from AK couplings to screw couplings and is inoperable in the DB Museum Koblenz.
151 124 and 151 170 were sold to SRI Rail Invest in 2013 .
In 2017, Deutsche Bahn sold a total of 100 locomotives of the series to a consortium made up of Railpool and Toshiba .
Private railways
Numerous copies have been sold to private operators since the end of the sales ban:
| Vehicle number (91 80 6xxx xxx-x) |
operator | comment |
|---|---|---|
| 151 001-5 | BYB | Delivery condition (chrome oxide green, pantograph (DBS54), round buffers, front bars), operational |
| 151 004-9 | RBH | designated as RBH 268, parked at SSM Chemnitz, not operational |
| 151 007-2 | EGP | Painting of the Eisenbahngesellschaft Potsdam mbH (EGP) |
| 151 013-0 | HCTOR | designated as 162.001 "Mabuse", operational |
| 151 003-1 | HCTOR | designated as 162.008 "Damiel", operational |
| 151 014-8 | RBH | designated as RBH 269, parked SSM Chemnitz, not operational |
| 151 016-3 | BYB | Paint like Deutsche Bundesbahn in chrome oxide green, operational |
| 151 017-1 | HSL | operational |
| 151 018-9 | Locomotion | operational |
| 151 024-7 | RBH | designated as RBH 265, parked at SSM Chemnitz, not operational |
| 151 025-4 | EGP | Sold by RBH to EGP in September 2016, EGP painting, operational |
| 151 033-8 | SRI | The owner is SRI, leased to EGP from November 2013 to February 2019 |
| 151 027-0 | HCTOR | designated as 162.003 "Metropolis", operational |
| 151 038-7 | BYB | Paint like Deutsche Bundesbahn in chrome oxide green, operational |
| 151 039-5 | SRI | The owner is SRI, leased to EGP since November 2013, in EGP livery |
| 151 056-9 | Locomotion | operational |
| 151 057-7 | HCTOR | designated as 162.004 "Fitzcarraldo", operational |
| 151 060-1 | Locomotion | operational |
| 151 063-5 | HCTOR | designated as 162.010 "Biberkopf", operational |
| 151 066-8 | HCTOR | designated as 162.006 "Hauser", operational |
| 151 070-0 | HCTOR | designated as 162.002 "Long", operational |
| 151 074-2 | Locomotion | operational |
| 151 078-3 | EGP | Painting of the Eisenbahngesellschaft Potsdam mbH (EGP) |
| 151 079-1 | RBH | designated as RBH 271, parked at SSM Chemnitz, not operational |
| 151 081-7 | RBH | designated as RBH 272, parked at SSM Chemnitz, not operational |
| 151 084-1 | RBH | designated as RBH 266, parked at SSM Chemnitz, not operational |
| 151 118-7 | EGP | EGP painting |
| 151 119-5 | BYB | Paint like Deutsche Bundesbahn in chrome oxide green, operational |
| 151 123-7 | RBH | designated as RBH 263, parked at SSM Chemnitz, not operational |
| 151 124-5 | SRI | The owner is SRI and has been leased to the railways and transport company Elbe-Weser GmbH since November 2013 . in use at Lokomotion since late autumn 2014 |
| 151 127-8 | RBH | designated as RBH 274, parked at SSM Chemnitz, not operational |
| 151 128-6 | HCTOR | designated as 162.009 "Fassbinder", operational |
| 151 131-0 | EGP | Painting of the Eisenbahngesellschaft Potsdam mbH (EGP) |
| 151 133-6 | HCTOR | designated as 162.005 "Duke", operational |
| 151 134-4 | HCTOR | designated as 162.007 "Beckert", LED lamps, operational |
| 151 138-5 | HSL | operational |
| 151 139-3 | EGP | Painting of the Eisenbahngesellschaft Potsdam mbH (EGP) |
| 151 143-5 | RBH | designated as RBH 264, parked at SSM Chemnitz, not operational |
| 151 144-3 | RBH | designated as RBH 267, parked at SSM Chemnitz, not operational |
| 151 145-0 | HSL | operational |
| 151 151-8 | RBH | designated as RBH 276, parked at SSM Chemnitz, not operational |
| 151 152-6 | RBH | designated as RBH 262, parked at SSM Chemnitz, not operational |
| 151 161-7 | Saar Rail | Used in front of pig iron trains between Dillingen (Saar) and Völklingen |
| 151 165-8 | Saar Rail | Used in front of pig iron trains between Dillingen (Saar) and Völklingen |
| 151 170-8 | SRI | The owner is SRI, leased to EGP |
A contract was signed with DB Schenker Rail (now DB Cargo ) in January 2016 for the sale of 15 class 151 locomotives to the company. Ten locomotives, the former 151 013, 070, 027, 057, 133, 066, 134, 003, 128 and 063 , are used by Hector Rail as 162.001–010 in scheduled service . The other five are intended for the supply of spare parts.
construction
Mechanical part
The three-axle bogies in lightweight steel transfer the tractive and braking forces through pivot-like consoles on the bridge frame. The use of lemniscate links to transmit traction and braking force from the bogie to the consoles means that the bogies are largely freely movable in the transverse direction. The bridge frame is supported on the bogie frame via eight Flexicoil springs per bogie, which also take over the transverse guidance and suspension. Hydraulic dampers between the bridge frame and the bogie frame provide the necessary vibration damping vertically and transversely.
Based on the model of the 103 series bogies , the wheel sets are guided by lemniscate links and the bogie frames are supported on the wheel set bearings via coil springs with compensation levers below and hydraulic vibration dampers only on the outer wheel sets. The middle wheel set in the bogie has a weakened flange. In addition, it was subsequently converted to a lateral displacement of ± 10 millimeters after measurements had shown that the locomotives were exerting excessive lateral forces on the track. Previously, the possibility of the drive parts, in particular the gearbox protection boxes, hitting the wheelset had been ruled out by test drives.
The structure is based in principle on the 103 series: the load-bearing element is the bridge frame on which the two driver's cabs, which can be exchanged as a whole, and three removable central hoods are placed. In total, the electrical equipment of the 151 series was five tons heavier than that of the 150 series; this "overhang" had to be compensated for by means of a corresponding lightweight construction in the vehicle part. The weighing of the first pre-series specimen then resulted in a mass of 118 t, with which the class target of 124 t could be achieved even without the use of lightweight aluminum components. Wear buffer planks, which initially had round buffers, were mounted on the frame ends. In 1996/1997 they were exchanged for square UIC buffers.
The cooling air for the traction motors is drawn in from the engine room via six axial fans, with the air flowing into the engine room from the outside through double nozzle grids of the Klatte type, which are attached to the side walls of the front and rear engine room hood. The cooling air for the transformer oil cooler is drawn in by the oil cooler fan, which is also designed as an axial fan, through a grille in the small roof attachment on the middle engine room hood and, after passing the oil cooler, is blown down between the bogies. The two brake resistor fans suck in their cooling air in the area of the bogies and blow it upwards through grilles in the roof surfaces of the two outer hoods.
Since the cooling air routing of the model series 103 led to heavy contamination of the engine room with dust, the original ventilation concept, which provided for twelve double nozzle grids on each side of the engine room, was changed during the first prototype production so that the cooling air was only passed through three fan grills per side is sucked in. Tests carried out previously had shown that if the grille area was reduced and the air speed in the grids increased, no significant amounts of water or snow were carried away into the engine room. The middle hood has four windows on each side, and the engine room is accessible via two side corridors.
Electrical part
power supply
A three-leg main transformer with a nominal output of 6325 kilowatts was newly developed for the planned higher output. The attached high-voltage switchgear W29T has 28 stages, which are started by an electronic follow-up control. The actual switching of the load current is done by thyristor load switches.
From locomotive 151 076, the step winding of the transformer was changed. The voltage differences between the first ten stages are significantly lower in order to make it easier for the train driver to start off under difficult conditions. During operation, it turned out that the original transformer step in the area that is important for start-up was too coarse. The jumps in pulling force that occurred led to skidding when shifting to the next level and sometimes to complete failure of the start-ups when the trains were loaded up to the starting limit load and the friction conditions (moisture, film formation), so that auxiliary locomotives became necessary.
Power is supplied from the overhead line via two DBS 54 scissor pantographs , but some locomotives have recently been equipped with single-arm pantographs SBS 65 as part of repairs . In addition, some locomotives have been equipped with the DSA-200 pantograph, which has contact strip monitoring. The power is routed to the main transformer via the roof breaker (which have since been taken out of service) and the main compressed air switch.
Traction motors and electric brakes
The fourteen-pole traction motors of the type WB372-22f are basically identical to those of the standard electric locomotives of the series E 10 and E 40 , but could be designed with 20% higher output by using insulation materials of class F instead of B. The power is transmitted to the wheels via an SSW rubber ring spring drive .
The 151 series has a newly developed externally excited electrical resistance brake, which is based on the version tested in the 110 288 and 110 289 locomotives. Except for the seven-stage setpoint specification via the braking unit, both bogies work independently of each other. In braking mode, the traction motors are excited via a thyristor rectifier per bogie from the excitation winding of the main transformer (33 volts 132 kilovolt amperes). Each drive motor works on its own braking resistor. This has the advantage that a sliding axle catches itself again when the braking current of its traction motor drops. The construction of the two resistance devices is the same as for the 103 series. Three meandering resistance bands with gills are combined in a braking resistor tower with a fan. The braking power is a maximum of 6600 kilowatts for a short time and is permanently reduced to 3260 kilowatts after 20 seconds at the latest by the temperature monitoring of the braking resistors. The braking resistor fans are fed by the voltage drop across braking resistor 2 or 5.
The compressed air brake type KE-GPP 2 EmZ (multi-release Knorr single-chamber brake with braking positions G, P and P2) only becomes effective in normal operation shortly before the vehicle comes to a standstill (below 5 km / h), as the electrical resistance brake is pre-controlled when the contact wire is voltage. If the engine driver releases well before the train comes to a standstill, the compressed air brake does not even take effect.
A start-up monitoring device uses specified characteristics to monitor motor and overcurrent, motor and overvoltage as well as speed differences of the individual motors, intervenes in the switchgear control or activates the anti-skid brake if necessary. This avoids runaway in the case of slippery rails or heavy loads. However, the driver himself has to monitor compliance with the limit values for short-term and continuous tensile forces. If the follow-up control fails, an auxiliary travel switch, also known as a "flipper", can be used to move to the positions down-drive-up.
Driver's cab and train monitoring
Compared to the DB series E 50 , the driver's cabs have been better soundproofed and the arrangement of the controls has been ergonomically optimized. The new DB standard driver's cab was only introduced two years later for the 111 series, so it was not yet used here, but the ergonomics have already been improved compared to the 150 series.
The train control equipment includes a time-distance safety driving circuit as well as a point train control system , currently type PZB 90. Train radio , a control unit for double traction and push -pull operation are available. Most of the Nuremberg 151s received the LZB / I80 linear train control system for use on the new lines. The computers for the electronic book timetable EBuLa are quite new .
See also
literature
- The freight locomotives, class 151, of the DB . In: Lok-Magazin . No. 83 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1977, ISSN 0458-1822 , p. 117-121 .
Web links
Individual evidence
- ↑ Revisionsdaten.de. Retrieved July 31, 2014 .
- ^ Eisenbahn-magazin 1/2015, p. 10.
- ^ Eisenbahn-magazin 1/2013, p. 80.
- ↑ DB Cargo sells 200 locomotives to Railpool / Toshiba , at www.dvz.de , accessed on November 4, 2018
- ↑ Turntable Online Forums :: 03/02 - Image Sightings :: BYB 151 001 in the most beautiful green and in the sunlight. Retrieved July 25, 2020 .
- ^ Website SRI Rail Invest. Retrieved July 31, 2014 .
- ↑ a b SRI Rail Invest website. Retrieved July 31, 2014 .
- ↑ Picture with HSL painting
- ↑ Data sheet HCTOR 162. (PDF) hectorrail.com, accessed on February 11, 2017 (English).