DB class E 41

from Wikipedia, the free encyclopedia
Series E 41
from 1968: Series 141
141 228-7 in Darmstadt-Kranichstein
141 228-7 in Darmstadt-Kranichstein
Numbering: E 41 001–435
from January 1, 1968:
141 001–451
Number: 451
Manufacturer: Henschel-Werke , Krauss-Maffei , Krupp (mechanical part)
AEG , BBC , SSW (electrical part)
Year of construction (s): 1956-1971
Retirement: 1998-2006
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 15 620 mm
Service mass: 141 001-226: 66.4 t
141 227-451: 72.5 t
Wheel set mass : 16.6 t
Top speed: 120 km / h
Hourly output : 2400 kW at 97.8 km / h
briefly up to 3700 kW
Continuous output : 2310 kW at 101.8 km / h
Starting tractive effort: 216 kN
Continuous tensile force: 108 kN
Power system : 15 kV 16.7 Hz ~
Number of traction motors: 4th
Drive: Rubber ring spring
Type of speed switch: NU 28r from BBC with double rotary selector, 4 load switches, 3 power dividers and air servomotor
Brake: single-release Knorr air brake;
Additional brake K-GP mZ
E-brake (only 141 447 - 451)
Train control : Sifa / PZB

The class E 41 was a standard electric locomotive for the German Federal Railroad for the first time delivered in 1956 for passenger traffic on branch lines and local traffic . It was operated as the class 141 from 1968 and was the lightest locomotive within the concept of the electrical standard locomotives.

Development history

E 41 001 in September 2007

In 1950 the responsible technical committee of the Deutsche Bundesbahn decided to procure two basic types of electric locomotives with largely standardized components. This should have a six-axle freight locomotive based on the series E 94 and the class E 44 ajar purpose locomotive to be. The driver's cabs of the vehicles should be built in such a way that the train drivers could do their work while sitting; in all previous series they had to drive standing up to increase awareness.

The general-purpose locomotive received first the work title E 46, but was in E 10 renamed after a formally by increasing the required speed express train - locomotive was. From 1952 onwards, all well-known locomotive factories in Germany delivered a total of five test locomotives of the E 10.0 series, in which the requirements of the Federal Railroad Central Office and their own ideas were realized. The test program showed that two types of electric locomotives would not be sufficient to meet all performance requirements. The type range was therefore revised and the new version contained the express train locomotive E 10 , the freight locomotive E 40 (both developed by SSW / Krauss-Maffei ), the local traffic locomotive E 41 (developed by BBC / Henschel ) and the heavy freight locomotive E 50 (developed from AEG / Krupp ).

According to the revised model range, the E 41 series (from 1968: 141) took on the role of local and light freight locomotive. Since it should also be able to be used on electrified branch lines , one of the development goals was not to exceed an axle load of 15 tons. Compared to the other types of the standard locomotive program, low costs played a greater role. This explains, among other things, the significant deviations in the electrical part.

Series production

The E 41 001 was the first standard electric locomotive to be delivered on June 27, 1956. There was an urgent need for this series - especially in push-pull service around Munich. The first E 41s were located in the Munich Hbf depot.

Between 1956 and 1971 a total of 451 locomotives of the E 41 series were procured; the last 16 pieces already had the new series designation 141 upon delivery. Henschel, Krauss-Maffei and Krupp (mechanical part) as well as AEG, BBC and SSW (electrical part) were involved in the production. The locomotives manufactured up to April 1959 (up to E 41 071) had a steel-blue paintwork in accordance with the regulations in force up to that point. All locomotives had push- pull train controls . Some of them were retrofitted with equipment for use in front of the S-Bahn in the greater Rhine-Ruhr area (trial operation with 141 248 and the Karlsruhe train in 1977) and in the Nuremberg S-Bahn network from 1987.

As an experiment, the last five 141s delivered were given an electric regenerative brake that can feed the braking energy back into the contact line . These machines can be distinguished from the models without regenerative braking by a box-shaped hood on the roof, under which parts of the additional equipment required are housed.

Like all standard electric locomotives, the E 41 series received two large lower lamps with integrated tail lights. Starting with ordinal number 121, double lights with separate light bodies were installed for the peak and night-time end signal. During revisions, the old lamps were often replaced by the modern version, which even led to machines with different types of lamps on both ends.

On the side walls, the first locomotives still had two engine room windows on the left and one on the right long side. Since the overall inlet cross-section for the cooling air turned out to be too small, these windows were replaced by additional ventilation grilles. The Schwaiger type with horizontal slats was installed up to E 41 078. From no. 079, double-nozzle fan grilles of the Krapf & Lex type with vertical subdivisions were used occasionally and from no. 121 onwards. On the occasion of main inspections, it was later exchanged in both directions.

Up to serial number 435, the machines were given circumferential gutters, which from 1970 were often replaced by rain strips over the front windows and doors. Shunting handles are increasingly replacing the handle bars on the front.

Design features

141 050 with single lamps and handle bar in ocean blue / beige, Würzburg Hbf 1983
141 228-7 (Bo 'Bo', Henschel, BBC 30431 with double lamps in green, museum locomotive in Darmstadt-Kranichstein)

Like all locomotives in the standard locomotive program, the E 41 had pivoted bogies that consisted of a welded box construction. The welded bridge frame is supported by coil springs and rubber elements on the bogies. The bridge frame and the welded box structure form a self-supporting unit. An indirectly acting compressed air brake type Knorr is used for braking and a direct acting auxiliary brake is used for maneuvering .

The traction motors of the E 41 were further developed from those of the ET 30 electric multiple unit , they are ten-pole and bear the designation ABM 6651. Like all locomotives in the standard locomotive program, the E 41 received the rubber ring spring drive from Siemens-Schuckertwerke (SSW), which was part of the first E 10 had proven effective.

Radial fans were used as the drive motor fan. Two fans are combined to form a fan unit that is driven by an AEG standard auxiliary operating motor EKS-200. The cooling air is sucked in from the machine room.

Are located on the roof of the scissor pantograph type DBS 54a, it is close the mandatory roof separator, the compressed air - main switch and high voltage transformers for monitoring the voltage in the catenary on. The transformers are three-legged transformers with oil cooling . Because of the lower power required and because of the lower weight, the EKS-200 auxiliary motor was not used as the oil cooler fan motor, as in the other series of the standard locomotive program, but a BBC single-phase induction motor with auxiliary capacitor phase. Originally, the cooling air for the oil cooler was drawn in from the engine room and, depending on the position of the air flaps, blown back into the engine room or outside under the locomotive. Because the transformer cooling was designed to be very tight and the 141 series therefore tended to have high oil temperatures, but also because a lot of metallic brake dust was sucked into the engine room, which was deposited there and carried, due to the routing of the entire cooling air through the engine room, especially when pushing in push-pull operation Avoiding flashovers on electrical components required a great deal of cleaning effort, the air routing for the transformer oil cooling was changed at the end of the 70s / beginning of the 80s. The machines were given a small roof hood with grilles over the oil cooler fan, so that the cooling air for the transformer oil cooler was sucked in directly from the outside without going through the machine room.

The safety devices in the driver's cab include mechanical or electronic safety driving controls , punctual train control (now in accordance with the new regulations with the PZB 90 software version) and train radio devices. From the end of the 1990s, the mandatory door lock for locomotives in passenger train traffic from 0 km / h ( TB0 ) was retrofitted. In addition, all S-Bahn-141, as well as for “driving without a train attendant”, also had a number of other machines, the frequency-multiple train control (FMZ). Although this project was never realized, the investment in the FMZ still paid off, because when covering double-decker trains, the doors could be released on a side-by-side basis. On the locomotives 141 400 and 403 between Hildesheim and Helmstedt, an early form of liner train control, called Konzug (continuous train monitoring), was tested.

All 141 have the conventional push -pull train control via the 36-pin control cable, whereby push-pull train operation could be introduced across the board for the first time. With 141 091, a forerunner of the later time-division multiplex push-pull train control was tested from 1960, in which the control commands were transmitted as audio frequency signals over the electric train heating line. The 141er of the Nuremberg S-Bahn finally had the time-multiplexed push-pull train control (audio frequency multiplex control, in which control impulses are transmitted via the UIC cable (loudspeaker cable)), which makes them very flexible after the end of the S-Bahn operations, e.g. B. with double-decker push-pull trains could be used, but this pushed the performance of the machine to its limits.

control

The E 41 was the only type of the standard locomotive program to have a switching mechanism on the low-voltage side of the transformer, while all other series of the standard locomotive program were based on a high-voltage-side control. The E-41 rear derailleur had a characteristic noise development, which, in addition to the large jumps in pulling force, led to the nicknames " Knallfrosch " or "Sektkorken" for these locomotives.

In addition to the low-voltage side of the switchgear, it has other significant deviations from the other standard locomotives. The step selector of the E 41 is designed as a rotary selector, with two semicircular double contact tracks, which stem from the fact that the transformer only has 14 step taps, but the 28 available continuous speed steps are achieved through three flow dividers. In each case two contact blocks in the selector are therefore connected to one transformer tap. The task of the current dividers is, first of all, to switch over without interrupting the motor current (controlled by a switching resistor on the E 10 / E 40 / E 50), and secondly to divide the current of a tap in order to generate two available voltages. The two pairs of contact rollers in the selector are then pushed alternately a little bit over the contacts by two arms using a Maltese cross, which must be done without power, since the selector is not a circuit breaker. Four external load switches ensure the current-free transition. Only one load switch switches at a time (in contrast to the N28h, the pre and main contact of the E 40 / E 10; there is no pre-contact here). This means that a contact roller lies on a block, the arm moves it to the next higher tap, a load switch opens and ensures the current-free transition, the next speed step is reached. Now the engine driver switches to the next level, the roller continues to move, but remains on the block. A load switch opens again and the current dividers now divide the voltage of the tap. The new speed level has been reached. This takes place over and over again in these alternating steps as long as the driver keeps switching.

The typical popping sound of the E 41 comes from the fact that the current dividers develop a kind of magnetic field when switching, which the developers had not taken into account at the time. Each load switch has to absorb a quarter of the motor current of the four traction motors, which means that approx. 2000 amps are applied to one switch. Due to the irregular sinusoidal voltage, the magnetic field is created in the current divider , which sometimes causes very violent voltage peaks. Since the load switches were never designed for this, a large arc occurs and it pops very loudly. Furthermore, the voltage drops rapidly again for a short time after switching, which causes the sometimes extreme jerking of the E 41. The BBC then thought about how to find a solution for this and, on a trial basis, also built a transition resistor in front of the current dividers, which attenuated the induction voltages; however, the Federal Railroad decided against it, which is why the locomotives continued to bang until they were retired.

commitment

In the first few years the 141 was not only used in push-pull train service with Silberling wagons. It was used on branch lines in front of freight trains and even in front of express trains. Therefore, some of the locomotives of the first series had the long-distance blue paint of the DB. The latter use ended when the DB increased the top speed of its express trains to 140 km / h in the late 1950s. The main area of ​​application, however, remained the covering of push-pull trains, which were first deployed in the Munich area , the Ruhr area and the Saarland .

The class 141 locomotives were used in the old Federal Republic of Germany for a long time. B. in the greater areas around Nuremberg , Munich, Saarbrücken , Trier , Hamburg , Frankfurt am Main , Dortmund , after reunification also on the Saale railway between Camburg and Probstzella to Naumburg and Göschwitz .

In 1987 the seven locomotives 141 436 to 141 442 were prepared for use on the newly established Nuremberg S-Bahn . They received the S-Bahn paintwork in orange / pebble gray and were used with push- pull train units formed from x-cars . These machines were replaced and repainted by the class 143 (former BR 243 of the Deutsche Reichsbahn ) until 1994 .

After German reunification, many of the 141 transport services were taken over, especially by the 143 series locomotives. Today, class 425 multiple units also occupy the earlier fields of application of the class 141.

Painting variants

The 141 series reflects the different color schemes of the German (Federal) Railway very nicely, it was painted in six different color schemes:

The first machines (E 41 001 to E 41 071) were classified as an express train locomotive with a top speed of 120 km / h and therefore painted in steel blue (RAL 5011) in accordance with the concept valid at the time. After the concept was changed (the maximum speed required for classification as an express train locomotive was increased to 140 km / h), the paintwork was changed to chrome oxide green (RAL 6020) intended for passenger and freight locomotives, and the blue machines were repainted with a new color for major overhauls. As an experiment, the E 41 373 was given a light gray bridge frame instead of the deep black, the 374 an ocher-colored bridge frame. From April 1975 the ocean blue-beige variant followed and from March 1987 orient red locomotives with "bibs" (first in Hamburg ). The last variant was the current traffic red from October 1997 . In 1987, some Nuremberg 141s were painted in the DB's S-Bahn product paint scheme (orange-pebble gray).

The Hagener 141 248 received an asymmetrical S-Bahn test paint in January 1977, which is similar to the general ocean blue-beige color scheme. The locomotive should always hang with the same side on a test train of BD Essen, which had been retrofitted with blue ribbon windows, made of converted silver wagons for S-Bahn traffic, so that the locomotive and wagon harmonized in color. This train, the so-called “Karlsruhe train”, was the prototype for the S-Bahn trains that are still in use today, made up of class 111 and 143 locomotives and three to five x-cars . Another eccentric was 141 378 with a blue paint on the roof over the ocean blue-beige standard paint.

  • E 41 001 at a vehicle parade of the DB Museum in Koblenz - Lützel , a branch of the Transport Museum in Nuremberg , 2010

  • Chromium oxide green 141 132 in the Bremen Hbf depot , 1984

  • 141 448 freshly painted with new fan grilles in Essen Hbf - the gray structure on the roof contains components of the electric regenerative brake

  • 141 248 (painted for the “Karlsruher Zug”) in Essen Hbf , 1983

  • "Verkehrsrote" 141 439 and 402 in Kassel Hbf , 2006

  • Nürnberger 141 in S-Bahn product colors, 1991

Retirement

As early as the late 1980s, the Federal Railroad was considering parting with the 141 series in the medium term. The first stock reductions were made in 1987, far earlier than with the other standard locomotive series. As a result, the 141 series should no longer be integrated into the oriental red color scheme, with the exception of machines tailored to special areas of application (Citybahn Hamburg - Stade, "Wiesbaden City" Frankfurt - Mainz - Wiesbaden). German reunification, the increasing synchronization of local traffic, which required enormous additional services, especially for locomotives capable of pushing push-pull trains in regional traffic, and, last but not least, the distribution of the series to certain business areas of the DB as a result of the rail reform, which primarily involved the use of DB Cargo in the 140 series the plans for the class 141 belonging to DB Regio, but ensured that an early retirement of the class turned out to be impractical. From the mid-1990s the machines were finally painted in oriental red, from 1997 they were also included in the new traffic red color concept of DB AG.

Thus, until the end of the 1990s, the services in the traditional areas of operation were largely retained; the number of active 141s as of December 31, 1999 was 334 of the former 451 machines, which were distributed among the locations in Braunschweig (after taking over the Seelzer and Hamburg stocks in 1999), Dortmund, Frankfurt / M., Nuremberg and Saarbrücken and were widely used by their deployment sites.

Only the delivery of the electric multiple units of the series 424-426, the equipping of a larger number of locomotives of the series 110 and 143 with the 36-pole push-pull train control and the award of regional transport services to private railway companies meant massive cuts in the fields of application of the series 141, which initially from Franconia and Bavaria , the Saarland , provisionally from Hesse , finally from Rhineland-Palatinate , North Rhine-Westphalia , Hamburg and Schleswig-Holstein , and finally from Bremen and Lower Saxony .

Most of the locomotives that were no longer needed were scrapped. A special fate befell 141 046, which was used as an electric heating locomotive in Hanover from 1995 until it was scrapped in 2007 , 141 068 which was preserved for training purposes in the Frankfurt (Main) depot, 141 160, 1989 to 2005 also as a heating locomotive in Northeim and 141 161, which served as a training object for DB Netz emergency technology in Kreiensen and has been parked in the Fulda depot since 2005 until today (December 31, 2011).

On December 31, 2005, the number of operating locomotives of the 141 series was still five units (excluding the operational 141 228 that were lent by DB Regio Frankfurt to the Darmstadt-Kranichstein Railway Museum) for the Frankfurt locations (141 400, 401, 402 and 439), where the machines had returned again due to a glaring lack of locomotives, and distributed Braunschweig (141 083).

After the last Braunschweiger “Knallfrosches” (141 083) was shut down in February 2006, Frankfurt am Main became the discontinued depot of the 141 series. From December 2005 to the beginning of June 2006, one of the last four machines ran as scheduled in the RegioTram replacement service between Kassel and Melsungen ; If necessary, the locomotives ran across Hesse in schedules of other series . After six much younger Frankfurt 143s were shut down in October 2006, the last four machines, together with the museum locomotive 141 228, were used again as scheduled on the Main-Weser Railway between Kassel, Gießen and Dillenburg or before special services . After the changeover of the locomotive-hauled Main-Weser regional trains to the Mittelhessen-Express driven by railcars at the timetable change on December 10, 2006, they lost their last operational area. After six months of storage in Frankfurt, three (400, 402 and 439) of the last four 141s that had not yet been decommissioned but had been postponed since December 29, 2006 , were transferred to Opladen for scrapping , 141 401 is on display at Bombardier in Kassel alongside a locomotive of the series 44 has been preserved. It was transferred from the museum locomotive 141 228 to Kassel in December 2007.

Museum locomotives

E 41 006 in the Dieringhausen Railway Museum (2006)
141 248-5 with the S-Bahn test paint in the South Westphalian Railway Museum in Siegen (May 2016).

The locomotives have been preserved in a museum:

Also available are:

The 141 160, which was the first locomotive of the 141 series to be retired in 1988 and served as a stationary heating system in the Northeim depot until December 2005, has been preserved for a long time and is therefore worth mentioning ; it has since been dismantled on the spot. 141 046 (paint: ocean blue-beige, former transformer locomotive in the Hanover-Leinhausen repair shop ) has meanwhile been scrapped on site.

literature

  • Deutsche Bundesbahn: Preliminary description of the passenger locomotive type Bo´ Bo´, class E 41 . BZA, Munich 1956
  • Andreas Ruhe: Series 141 / E-brake. In the driver's cab . In: LOK MAGAZINE . No. 254 / Volume 41/2002. GeraNova Zeitschriftenverlag GmbH, Munich, ISSN  0458-1822 , pp. 50–53.
  • Farewell to 141 - end of service after 50 years . Eisenbahn Kurier / Eisenbahn-Bildarchiv - Volume - 23 (Editor: Ulrich Rothe), ISBN 978-3-88255-362-8
  • Roland Hertwig, Werner Streil: The E 41 series - development, technology and operational history . EK-Verlag, Freiburg 2009, ISBN 978-3-88255-241-6

Web links

Commons : DB series E 41/141  - collection of images, videos and audio files

Individual evidence

  1. ↑ Calculated from starting tractive effort and continuous power; corresponding to max. permissible upper current of 280 A (4200 kW)
  2. ↑ - ( Memento of the original from November 5, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.lokrundschau.de
  3. ↑ a b c d e f K (l) a commonplace locomotive in: LokMagazin 12/2017, p. 56 ff.
  4. ↑ Bäzold / Fiebig: Electric locomotives German railways, S. 350 ff.
  5. ↑ Archive link ( Memento of the original from September 29, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.elektrolok.de
  6. ↑ [1]  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. Data for 141 046 on revisionsdaten.de@1@ 2Template: Toter Link / revisionsdaten.de  
  7. ↑ Archive link ( Memento of the original from January 11, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. DB heating / transformer and training locomotives at elektrolok.de @1@ 2Template: Webachiv / IABot / www.elektrolok.de
  8. ↑ http://www.bahnwelt.de/index.php/aktuelles/71 Retrieved on May 25, 2011 at 2:16 pm