DB class Köf III
| DB class Köf III / 331, 332, 333, 335 | |
|---|---|
 DB-Köf of the 332 series
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| Numbering: | Köf 10 001–003 331 001–003 332 601, 602 Köf 11 001–317 332 002, 005–062 332 064–210, 212–317 332 701, 702, 801, 901, 902 Köf 12 001 333 001–251 333 525..716 335 004..251 |
| Number: | 331: 3 332: 317 333/335: 251 |
| Manufacturer: | Gmeinder , Jung , Orenstein & Koppel , Windhoff |
| Year of construction (s): | 1959-1978 |
| Axis formula : | B. |
| Length over buffers: | 7,830 mm |
| Height: | 3,305 mm |
| Width: | 2,990 mm |
| Total wheelbase: | 2,800 mm |
| Service mass: | 22 * t |
| Wheel set mass : | 11.0 * t |
| Top speed: | 45 km / h |
| Continuous output : | 177 kW / 240 PS |
| Starting tractive effort: | 83.4 kN |
| Wheel diameter: | 950 mm |
| Motor type: | RHS 518A engine works Mannheim |
| Power transmission: | Chains (331, 332), cardan shafts (333, 335) |
| Locomotive brake: | Compressed air brake of the Knorr type |
The DB series Köf III (since 1968 series 331 to 335 ) includes light two-axle shunting locomotives ( small locomotives ) of the Deutsche Bundesbahn and Deutsche Bahn AG .
history
The Deutsche Reichsbahn had already procured small locomotives in performance groups I (up to 39 hp / 28.7 kW) and performance group II (up to 149 hp / 110 kW) for use in small and medium-sized stations where shunting tasks were more or less regular . These vehicles belonged to the inventory of the respective station and took over the operation of the connections in the wagonload traffic, which led to a significant shortening of the travel times of through freight trains , as their locomotives no longer had to do the shunting service at the intermediate stations themselves.
After the Second World War, however , the parts of the train that had to be moved were sometimes so heavy that the small locomotives of performance group II were unable to cope with them, but the use of a "real" shunting locomotive was still ruled out for cost reasons . Small locomotives had advantages above all in terms of personnel costs, as they did not require a fully trained driver , but could also be moved by a less qualified small locomotive operator . In order to close the gap between the small locomotives and the V 60 , the Deutsche Bundesbahn defined performance group III (max. 250 HP / 184 kW) at the end of the 1950s and developed corresponding locomotives together with the locomotive manufacturer Gmeinder .
The eight prototypes delivered from 1959 were given the provisional designations Köf 10 (maximum speed 30 km / h) and Köf 11 (maximum speed 45 km / h). Köf stands for small locomotives with oil (diesel) engines and fluid gears - before the war there were also exotic designs in performance groups I and II, such as carburetor engines with electrical power transmission or battery- powered small locomotives that had other abbreviations. The prototypes of performance group III differed in their engines and transmissions for comparison purposes and were extensively tested by the Federal Railroad.
For the series locomotives with the designation Köf 11, the decision was made to use the RHS 518A engine from Motorenwerke Mannheim with a rated output of 177 kW (240 hp) and the hydraulic reverse gear L213U from Voith . Behind the reversing gear, power was transmitted to the wheels with the help of roller chains. 317 locomotives of this design (including five of the prototypes) were given the series designation 332 when they were converted to a computer-compatible numbering system in 1968 , the three slower prototypes of the Köf 10 series were given the series designation 331 . The top speed was also increased to 45 km / h in the 80s through modifications; From 1992 onwards, 331 001 and 002 received the numbers 332 601 and 602.
As an experiment, the Köf 11 001, 003, 004, 063 and 211 were given different engine and transmission variants and were classified as 332 701, 801, 702, 901 and 902 from 1968.
As early as 1965, Gmeinder had presented a further development of the Köf 11 in which the power was not transmitted with chains, but via cardan shafts and additional axle drives. From 1968 onwards, the DB received a further 250 vehicles from this version, initially known as Köf 12 , and gave them the series number 333 . From 333 102 the appearance changed by installing an improved cooler . This also changed the design of the front end. If it ended slightly at an angle up to now, it now just ended, the air inlet was now round. The length over the buffers also changed to 8060 mm.
In order to further reduce the personnel costs in the shunting service, the DB experimented from 1984 with radio remote controls for shunting locomotives. The background to this is that the crew of a shunting unit always had to consist of two men beforehand: the small locomotive operator and at least one shunter , who drove along with the shunting units pushed at the Zugspitze and instructed the engine driver via shunting radio. The idea now was to save the small locomotive operator entirely and to leave the control of the train with the help of a radio remote control in the hands of the newly created locomotive shunter . The locomotives 333, 108, 114 and 138 were the first to be fitted with the appropriate equipment, and from 1988 the serial conversion of class 333 locomotives into radio remote control locomotives, which from then on were run as class 335, began. Class 332 locomotives received no remote controls and the associated modifications; they were increasingly withdrawn from the mid-1990s, so that only 333 and 335 series are now in the DB stock.
In the mid-2010s, several class 335 locomotives at the Cottbus plant of DB Vehicle Maintenance received a modern engine with a soot particle filter . The fine dust emissions could thus be reduced by more than 90 percent.
Since the 1990s there has been less and less need for shunting locomotives at DB, so that since then numerous Köf IIIs have been parked. In 2019 there were still 40 class 335 locomotives in service with the DB; some more were used by subsidiaries or for shunting in railway depots. Many of the parked Köf III were scrapped; some however sold to other railway companies. At times, the Mittelweserbahn owned over a dozen Köf III that had been taken over by DB, while other companies mainly took over individual machines. So far only a few Köf IIIs have been sold abroad, including around 20 machines to Italy and three vehicles to Bong Town in Liberia.
construction
The front end and the removable driver's cab rest on the outer frame . This makes it possible to load the locomotive onto a low side car and, for example , bring it to the repair shop , which would not only be time-consuming but also a traffic obstacle due to the low speed. The buffer beams are designed to be shock-absorbing due to the loads that are typical for the shunting service and are relatively easy to replace.
All locomotives have a hydraulic reversing gear mounted under the driver's cab control panel , which on the 332 series consists of a converter / converter clutch and the 333 series consists of two flow converters. Behind the gearbox, further power is transmitted either via roller chains (series 332) or via cardan shafts (series 333) to the additional axle drives (comparable to a car drive, but without a differential). As a brake , the locomotives have a continuous, indirectly acting compressed air brake of the Knorr type as well as an additional direct additional brake for the locomotive and a handbrake that acts on the front wheelset. Since the speed of the air compressor that supplies the brakes depends on the engine speed, you can often watch the locomotives running at full throttle at train stations, in order to be able to “pump up” the train faster with compressed air.
The radio-controlled 335s differ from the 333s in that they have additional lamps behind the cab doors that show the locomotive shunter the current operating status of the vehicle, and an additional device box for remote control on the outside of the cab rear wall. The 335s are the only Köf III models to have an automatic shunting coupling , in which a claw is placed around the towing hook of the coupled car . This clutch can also be remote controlled. If necessary, the coupling can be folded up and then releases a normal screw coupling .
Due to falling demand, the radio remote control was expanded in 2001 for 24 locomotives. The locomotives became class 333 again with a simultaneous increase in the serial number by 500. For example, 335 025 was given the new designation 333 525.
Since these are small locomotives, the locomotives do not have the complete safety package of other DB locomotives. From 333 102 an additional driving / standstill monitoring was installed. The last 333 series received a simple point train control system (PZB) and a train radio device.
Köf III bought from private railways was partially retrofitted with PZB in order to be better used.
Color variations
333 068-5 in purple in Heilbronn
333 184 in ocean blue paint scheme in 1984 in Uelzen
Series 335 in orient red
335 series
T52 of the Nordjyske Jernbaner
Web links
Individual evidence
- ↑ Prolonged life with clean breath . In: DB World Region Southeast . No. 12 , 2016, p. 19 .
- ↑ Current inventory of the 335 series . In: deutsche-kleinloks.de. 2019, accessed July 9, 2020 .
- ↑ Devices for shunting in railway depots. In: deutsche-kleinloks.de. 2019, accessed July 9, 2020 .