DB class E 50
| DB class E 50 DB class 150 |
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|---|---|
 150 155 in Bietigheim-Bissingen
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| Numbering: | E 50 001-194 |
| Number: | 194 |
| Manufacturer: | mechanical part: Henschel , Krauss-Maffei , Krupp electrical part: AEG , BBC , SSW / Siemens |
| Year of construction (s): | 1957-1973 |
| Retirement: | 2003 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,490 mm |
| Height: | 3,954 mm |
| Width: | 3,130 mm |
| Trunnion Distance: | 9,700 mm |
| Bogie axle base: | 4,360 mm |
| Service mass: | 126.0 t / 128.0 t * |
| Wheel set mass : | 21.0 t |
| Top speed: | 100 km / h |
| Hourly output : | 4,500 kW |
| Starting tractive effort: | 438 kN |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 15 kV 16 2/3 Hz |
| Number of traction motors: | 6th |
| Drive: | Pawbearing : E 50 001–025 Rubber ring spring: E 50 026–194 * |
| Type of speed switch: | Mechanical load switches: N28i from BBC with flat track selector, transition resistor and 3 load switches (nominal current: 400 A) or thyristor load switches: W29T from SSW with flat track selector and 2 load switches (nominal current: 250 A) |
| Brake: | Single-release Knorr single-chamber air brake GP
K-GP-E mZ |
| Train control : | Sifa / PZB |
| *: With rubber ring spring drive | |
The class E 50 is a standard electric locomotive for heavy goods traffic that was first built for the Deutsche Bundesbahn in 1957 . It was run as the 150 series from 1968 . The last copies were taken out of service by Deutsche Bahn in 2003 , the discontinued Bw of the vehicles was Kornwestheim .
Development history
In 1950, the responsible specialist committee of the Federal Railroad decided to procure two basic types of standard 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 should be built in such a way that the train drivers could do their work while sitting. In all of the previous series, you had to drive upright in order to increase awareness.
The multi-purpose locomotive was initially given the working title E 46, but was renamed the E 10 series after it was formally an express locomotive by increasing the required maximum speed . The heavy freight locomotive was named the E 50 series . The development, which led to largely standardized assemblies, began in 1952 with the delivery of five test locomotives of the E 10.0 series, in which the requirements of the Federal Railway Central Office and the ideas of the manufacturers were realized.
Series production and use
The E 50 built from 1957 (from 1968 on as the 150 series) was the first heavy electric freight locomotive in the standard locomotive program . Up to 1973, a total of 194 locomotives were delivered in several series , which initially took on the same tasks as the heavy locomotives of the E 94 series before the Second World War and later replaced them.
The 150 series found its successor in the 151 series because its performance was no longer sufficient for the new operational management program for heavy freight train service decided in 1969. In addition, the operations service on the 150 series had always criticized the fact that its tractive power dropped sharply above 80 km / h. Operations at speeds over 80 km / h with higher tractive forces often led to drive motor damage. With the appearance of modern three-phase locomotives of the series 152 , the series was retired reinforced 150th The last railway depot for use was Kornwestheim , from where they were used not only for heavy freight train service but also for pushing service on the Geislinger Steige and the Spessart ramp. At the end of 2003, the class 150 locomotives were completely withdrawn from service with the DB.
Design features
Like all locomotives in the standard locomotive program, the E 50 series or the later 150 had bogies as welded box constructions with pivot pins and welded box superstructures with fan grilles. The frame was supported on the bogies by coil springs and rubber elements. The two bogies were connected to one another with a cross coupling to prevent the front bogie from lifting when heavy trains started up. As a brake , an indirectly acting compressed air brake type Knorr and maneuvering uses a direct-acting auxiliary brake.
The DBS 54a type pantographs were located on the roof , from which the lines to the roof separator, compressed air main switch and high-voltage converter for monitoring the voltage of the contact wire originated. The transformers were three-legged transformers with oil cooling to which the switching mechanism (up to E50 127 a BBC N28I, from E50 128 an SSW W29T) with 28 speed steps is connected. The control was designed as a follow-up control, in which the engine driver preselects the speed step and the switchgear automatically starts the selected position. In emergency mode, manual control via a crank or, from 150 128, with an up / down flipper control is possible.
The traction motors of the 150 series are designated EKB 760 and are smaller, lighter and weaker than the SSW WBM372-22 motors of the 110/140 series. Compared to their nominal output of 925 kW, they only have a power of 735 kW. They are twelve-pole and technically derive from the AEG motors used in the E 94. Six radial fans for each drive motor provide cooling. If the engine driver forgets to switch on the drive motor fan manually, they come automatically from speed step 9. The first series of the E 50 (001-025) still received the tried and tested Tatzlager drive , because the rubber ring spring drive from Siemens-Schuckertwerke (SSW) was not expected to deliver high performance without excessive wear on the rails. After these concerns had proven to be unfounded, the following E 50s also received the rubber ring spring drive.
In the driver's cab, the mechanical or electronic safety driving circuit , the punctual train control (most recently in accordance with the new regulations with the software version of PZB 90) and train radio devices were available on the safety devices.
Design changes
From 150 042 double lamps and vertical nozzle grilles were installed ex works.
From 150 128 the W29T switching mechanism with thyristor load switches, newly developed by SSW at the time, was installed ex works. As a result, it was possible to dispense with the transition resistor and resistance load switch , since the thyristors switch off the load current much faster and without arcing, and always switch when the current crosses zero and the mechanical inertia is no longer given. The 150s from this number were also given a modified roof hood for the transformer mount. Many 150s under the number 128 also got a W29T installed in the event of transformer or switchgear damage. This very reliable and low-wear rear derailleur is also used in the 140 , 110 (later series), 111 and 151 series .
Also from 150 128 the rain gutters were omitted.
From 150 156 the locomotives were delivered with wear buffer beams and integrated heating disks in the driver's cab.
From 150 165 the cross coupling was dispensed with because it was assumed that the rails would wear out more , which, however, resulted in a significantly reduced starting tractive effort. From this series onwards, the trunnion bearings were also changed to the shape that was later used on the BR 151, and Flexicoil- like springs were used and only later added roll dampers to stabilize the locomotive body on the side of the bogies to prevent the machines from rocking mitigate. These machines were also fitted with a rail clearer.
Museum locomotives
The DB scrapped almost all of its class 150 locomotives in 2003/04. Only two machines have survived as museum locomotives . These are:
- 150 091 as E 50 091 almost in the delivery condition, can be viewed in the DB Museum Koblenz .
- 150 186 in the last operating condition in traffic red paint, on display in the DB Museum Koblenz
This means that a 150 from the first series and a 150 from the last series have been preserved. The 150 186 is also unique , as it is one of the 150s equipped with the Swiss package; it has a Swiss pantograph contact strip and the Swiss train radio .
