DB class V 90
| DB class V 90 DB class 290/294/296 |
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 ocean blue-beige 290 in Wassenberg station
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| Numbering: | with MTU MB 12: V90 001–070 290 001–407, 290 999, later 408 294 071–408 (with gaps) 294 901–910 ( DT-capable , today 951–960) with MTU 4000 : 290 371 290 502– 690 (with gaps) 294 571–908 (with gaps) 294 951–960 ( DT capable ) 296 023–068 (with gaps) |
| Number: | 408 locomotives 296:45 |
| Manufacturer: | MaK , Jung-Jungenthal , Henschel , Krupp , Klöckner-Humboldt-Deutz (KHD), Rheinstahl |
| Year of construction (s): | 1964/1965 (pre-series), 1966–1969, 1971–1974 |
| Retirement: | since 2009 (mainly 290 and non-repowered 294) |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,000 mm (290 001–020), 14,320 mm (290 021–408) |
| Height: | 4250 mm |
| Width: | 3115 mm |
| Trunnion Distance: | 7000 mm |
| Bogie axle base: | 2500 mm |
| Total wheelbase: | 9500 mm |
| Smallest bef. Radius: | 80 m |
| Service mass: | 80.0 t |
| Wheel set mass : | 20.0 t * |
| Top speed: | High speed: 70 km / h (pre-series) / 80 km / h (series & remotorized locomotives)
Slow speed: 40 km / h |
| Installed capacity: | 290/294: 800 kW (1100 PS) |
| Traction power: | 639 kW (869 PS) at the transmission output |
| Continuous output : | 290/294 (throttled): 800 kW (1100 PS) 290/294/296 (re-powered): 1000 kW (1360 PS) |
| Starting tractive effort: | High speed: 188 kN / slow speed: 236 kN |
| Continuous tensile force: | 184 kN |
| Driving wheel diameter: | 1100 mm (new) |
| Motor type: | 290/294: MTU MB 12 V 652 TA 290/294/296 (remotorized): MTU V8 4000 R41 |
| Motor type: | 290/294: V12 290/294/296 (remotorized): V8 |
| Rated speed: | 290/294: 1400 rpm 290/294/296 (repowered): 1850 rpm |
| Power transmission: | hydrodynamic |
| Tank capacity: | 3200 liters |
| Number of traction motors: | 1 |
| Translation levels: | 2 (low speed and high speed) |
| Type of speed switch: | 290: Handwheel 294/296: travel / brake switch |
| Brake: | Block brake Braked weight: |
| Locomotive brake: | Additional brake |
| Train brake: | 290: K-GP-mZ 294/296: KE-GP-mZ |
| Train control : | PZB90 ER24 V 2.0 |
| Train heating: | no |
| Speedometer: | Deuta speedometer |
| Control: | 290 series: pneumatic 294/296 series: electro-pneumatic |
| Coupling type: | Screw coupling , with 294/296 also shunting couplings |
The V 90 series is a medium-heavy diesel - hydraulic shunting and shifting locomotive with the B'B ' wheel arrangement. The series 3290, 3294 and 3296 were assigned in the vehicle settings register.
history
The V 90 is similar to the mainline locomotives of the V 100 family (series 211 to 213) from which it was further developed. The original plan was to purchase a ballasted version of the V 100 with a reinforced frame for heavy shunting, but the vehicle design was not suitable for this (the axle load could not be increased to the required 20 t). The Maschinenbau Kiel therefore (MaK) built the heavier and longer V 90 and delivered 1964/1965 first 20 pilot series locomotives with the 800 kW engine in the 211 series and 70 km / h. Series delivery began in 1966 with 290 021, from which 388 units had emerged by the end of 1974. The series locomotives have the MTU 12V 652 TA engine of the 212 series (but throttled to 800 kW) and are 80 km / h fast. Compared to the pilot series, the frame has been extended to 14.32 meters.
The machines were delivered in purple-red (RAL 3004) and, from the mid-1970s, were repainted in the new ocean blue-ivory (RAL 5020, RAL 1014) color scheme - also known as ocean blue-beige or turquoise-beige in common parlance. The oriental red (RAL 3031) color scheme followed in the second half of the 1980s, and since the end of the 1990s the machines have been repainted in the current traffic red (RAL 3020) of Deutsche Bahn AG.
Since the engines of the 290 and 212 series are identical, engines were exchanged between the two locomotive series, especially in the 1970s and 1980s. This enabled engines with high mileages from the mainline service to be put to useful residual use in the 290, while, conversely, engines with less load in the shunting service were previously available for the 212. This exchange of rings meant that around the turn of the millennium, extensive engine stocks were finally worn out. Therefore, a repowering program was started. Since 2003, locomotives in the Cottbus repair shop have been equipped with a new 1000 kW type 8V 4000 R41 engine from MTU. A new dual-circuit cooling system and a new air compressor (screw air compressor with hydrostatic drive) are installed. Despite its higher output, the new engine saves an average of 5.4 liters of diesel per operating hour at full load. The serial number of the remotorized locomotives was increased by 500. In order to further reduce fuel consumption, DB Schenker Rail (now DB Cargo ) began equipping the locomotives with an automatic start-stop system in 2015.
Today, the locomotives carry the bulk of the single wagon traffic of DB Cargo and can be found all over Germany. They take over the collection and delivery of groups of wagons at track connections in the area and the shifting of these units to the marshalling yards.
The first-built 290 001 from 1964 was taken over by the DB Museum Koblenz in 2012 .
Remote controls
290 series with mountain radio
Some locomotives of the 290 series were equipped with a radio remote control called "Bergfunk", which enables the locomotives in large marshalling yards ( Mannheim , Seelze , Maschen , Munich , Kornwestheim , Nuremberg and Gremberg ) to be remotely controlled by a process computer . The mountain radio system was developed in the mid-1960s and initially tested on V 90 020 at the Mannheim marshalling yard. A Bergfunk locomotive is driven in the marshalling yard when a train is broken up by the process computer. The computer regulates the speed when pulling the trigger . At this time, the locomotive is from a Lokrangierführer (Lrf) occupied, the safety driving circuit operates and drives up the locomotive according to the impressions on the next train. From then on, the computer controls the locomotive again.
Conversion locomotives of the class 294
From 1995, a large number of class 290 locomotives were equipped with a different type of radio remote control from Krauss-Maffei (KM). With her, the engine driver, now known as the "locomotive shunter" (Lrf), can operate the locomotive using a remote control device (FBG) that is hung around the upper body and carried in front of the stomach. This made it possible to save shunting personnel and was previously used for the smaller shunting locomotives of the V 60 and Köf III series . The class 290 locomotives converted in this way will be referred to as class 294 after the conversion.
The locomotives have a radio computer in the driver's cab that receives all signals from the control unit. To do this, the driver has to switch on the radio manually, he does this using the key switch on the computer cabinet. The vehicles with KM remote control have a lamp (visual indicator) above the driver's cab window on each side, which lights up as soon as they are in radio mode. This remote control saved a lot of personnel because the driver can now be present at the head of the shunting department. The following functions can be carried out with the remote control: Driving, braking, starting up on a hill, V constant (driving speed maintained automatically, only at V <12.5 km / h, with the "Unlock" button), sanding, whistling, adjusting, opening the shunting coupling (Engine or rear stem) and rapid braking. The FBG is also equipped with an inclination sensor which, if the inclination exceeds 50 degrees, initiates emergency braking after about four seconds (assumed inability of the driver to work). This function can be bypassed by a button at standstill, e.g. B. during the coupling process and serves the passive safety of the Lrf (however, no power can be switched on during this). All FBG variants have a built-in pushbutton which, when pressed, triggers rapid braking (active safety).
The two locomotives 294 789 and 294 832 were converted into hybrid model locomotives in the Cottbus maintenance workshop in 2019. The hydrodynamic gears were removed and replaced by electric motors and mechanical gears that are fed by batteries or the diesel engine. They have the new series designation 1094.
Conversion locomotives of the class 296
In 2007 and 2008, 30 locomotives of the 290 series, which already had mountain radio, also received the KM remote control. The newly created class 296 should be able to be used even more flexibly in the marshalling yards Gremberg, Mannheim, Maschen, Munich North and Seelze when it is not needed on the drainage hill. These class 296 locomotives also received a new 1000 kW 8V 4000 R41 engine from MTU as a result of the conversion. However, the serial number was not increased by 500.
Series 294 with shuttle remote control
In 2000, ten locomotives of the 294 series received a special variant of the remote control at the Chemnitz plant for the steel billet traffic between the steelworks Neunkirchen and Völklingen and the rolling mill Burbach via Saarbrücken Rbf, which made it possible to control two locomotives equipped in this way together via radio and thereby the Increasing the load of the individual trains without having problems on gradients (the route from Saarbrücken Rbf to Neunkirchen Hbf has a steep gradient, so that even powerful electric locomotives have an initial load limit of under 1,600 tons). The serial number of the locomotives was increased to the numbers 900–910. In the course of the re-motorization of the 294 series, the serial number of the 294 capable of multiple traction was changed again in order to avoid double occupancy.
This could consist of two locomotives as a double traction or, with a correspondingly shorter train length, a train locomotive at the beginning of the traction and the pushing locomotive at the end, whereby the pushing locomotive was controlled simultaneously by a single engine driver on the train locomotive and an interconnected radio computer during the train journey. In practice, the follow-up variant was soon abandoned as it - like the double traction variant - turned out to be too prone to failure. In the following years, the double traction control was shut down, but the devices were not expanded. With the Voith Gravita , a shunting locomotive with radio remote control is now available that can be driven in multiple units if required.
Driver's cab of a 294
294 096-3 of Railsystems GmbH in Hamm (Westf)
294 151-6 still with the original engine and without side grille. Bruges (Westphalia), April 7, 2005
294 788 and 729 in Bad Friedrichshall -Jagstfeld (October 2004)
296 054-0 in Minden (Westphalia) on August 31, 2007
294 807 at Eschweiler in 2014
294 594 with an open engine compartment
294 594 side view
Top view (derailed)
A DB 294 behind three DB 296 on May 24, 2018 on the ZBA Halle-Nord, which has not yet been put into operation
294 717-4 on the Haidhof – Burglengenfeld railway line (May 2020)
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Hybrid locomotive series 1094
In 2018, the 294 789 was converted into a hybrid locomotive in the DB maintenance workshop in Cottbus and was given the new operating number 1094 001. It is registered in the German vehicle settings register with the number 90 80 1094 001-7 D-DB. The 1094 002 (ex 294 832) is to be completed as the second locomotive in 2020. The renovation project with the name HELMS (Hybrid Electtro Mechanical Shunter) is carried out in cooperation with the Japanese company Toshiba . In April 2020, the 1094 001 had not yet been accepted, but had already been tested in the shunting service in the Munich-North marshalling yard.
Special locomotives
Bundeswehr locomotive 290 999
The Bundeswehr procured a locomotive for use in the 8th Air Force Supply Regiment in Mechernich and then made it available on loan from the Deutsche Bundesbahn - designated as 290 999. It had the MTU MB 12 V 835 TA engine. After many years of negotiations, the locomotive became the property of Deutsche Bahn AG on January 1, 1996. It was given the number 290 408 and has been running as 294 408 since the conversion to radio remote control. After receiving the new 1000 kW type 8V 4000 R41 engine from MTU, this locomotive runs as 294 908.
Museum locomotive 290 371
The locomotive with the number 290 371 is a museum locomotive. It is the last locomotive of its series in the purple paint (original paint scheme) and is still in service today. At the end of 2006 the locomotive had a serious accident in the Cologne-Gremberg shunting yard. After the accident it was decided that the 290 371 locomotive should remain in the museum. The locomotive was repaired in the Cottbus repair shop and received the new 1000 kW type 8V 4000 R41 engine from MTU. The serial number remained unchanged despite the new engine. Initially, the locomotive was without a rotating grille, but as part of an overhaul in April 2015, it was given an expanded rotating grille that extended to the driver's cab on both sides.
Design features
The following explanations regarding the equipment of the V 90 refer to the delivery condition unless otherwise stated. After conversion to a radio locomotive and re-engine, the technical equipment differs considerably from this today.
The frame consists of rolled sections and cast steel parts, because of the desired 20 t axle load, no lightweight construction was necessary. In addition, six tons of ballast were installed.
The stems are narrower than on the V 100 to allow a better view when maneuvering. The longer front stem contains the cooling system, preheater and the diesel engine. The starter generator, compressed air system, batteries and the operating tank of the fuel system are located in the rear stem. The main fuel tanks and hydraulic transmission are located under the driver's cab. The driver's cab largely corresponds to that of the V 60 series.
The axle bearings in the bogies are guided by metal-rubber springs (Megi springs). The locomotive frame engages in the bogies via turrets with openings for the cardan shafts to the axle drives. The frame is supported by double coil springs on the bogies. The bogies are deflected in the curve without sliding pieces.
The MTU 652 TA 10 diesel engine is a water-cooled 12-cylinder V-shaped engine with pre-chamber injection , exhaust gas turbocharger and piston cooling.
The fuel pump delivers the fuel from the main tanks under the locomotive first to a high operating tank and from there to the injection pumps. An overflow valve limits the overpressure in the feed to the injection pumps to 0.6 bar. If the fuel pump fails , the operating tank can be refilled using the hand pump and the vehicle can be driven on with falling fuel . The locomotives consume around 12 liters of diesel fuel per hour when idling and around 230 liters per hour under full load.
Hydrostatic fan systems from Behr or Voith are available for recooling the engine cooling water. Since the locomotive, unlike the V 100, does not have a steam boiler that could be used to preheat the cooling water, a small, diesel-fired hot water boiler from Hagenuk, or later a preheater from Webasto or AST, is installed instead.
The Voith L206rs hydraulic transmission has two converter gears. A mechanical rear-mounted gearbox enables you to choose between high and low gear, as well as changing the direction of travel. In order to enable sensitive slow travel, the transmission has an infinitely variable converter part filling.
The driver's desk can be operated from both sides. The motor and gearbox are controlled pneumatically. By turning the travel switch, a certain control pressure is continuously fed into the system via a precision control valve. This influences the shifting processes in the hydraulic transmission and acts on the Maybach R 32 p speed controller with a speed-dependent fuel limit on the engine.
From the 290 071 locomotive, a fire alarm system was standard. Up to 290 190 a Knorr 8 rotary valve driver's brake valve was installed ex works, and from 290 191 a WF2 self-regulating valve. Until the conversion to a radio locomotive, only a single Knorr compressed air brake was available.
Automatic shunting couplings of type BSI were partly available ex works. The conversion package for the radio locomotive 294/295 always contained the automatic coupling RK 900.
All locomotives have a time-time Sifa and a point-shaped train control of the I 60 type. This was set to the lower train type U on the V 90. By retrofitting with an ER24 computer core, the train control now complies with the PZB 90 operating program.
A radio maneuvering system is available everywhere today and can be operated at all times using numerous hand and foot switches distributed throughout the driver's cab. A display device for EBuLa was retrofitted .
Series V 90 P / Series 291 and 295
| DB class V 90 P * DB class 291/295 |
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 291 079 in the Bremen Hbf train station
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| Numbering: | V 90 P 01–03 (pilot series) V 90 901–903 (pilot series) 291 001–100 291 901–903 (pilot series) 295 001–030 (except 010 and 011) 295 039–100 |
| Number: | 5 pre-series machines 100 series locomotives |
| Manufacturer: | MaK , Jung-Jungenthal |
| Year of construction (s): | 1965/66 (pre-series) 1974–1978 |
| Retirement: | since 2010 |
| Installed capacity: | 1030 kW (1400 hp) |
| Continuous output : | 800 kW (1100 PS) |
| Motor type: | MaK 8 M 282 AKB |
| Motor type: | 8-cylinder in-line engine |
| Rated speed: | 950 rpm |
| Type of speed switch: | 291: Handwheel 295: Drive / brake switch |
| Train brake: | 291: K-GP-mZ 295: KE-GP-mZ |
| Control: | 291: pneumatic 295: electro-pneumatic |
| Coupling type: | Screw coupling , with 295 also maneuvering couplings |
| * Only data that deviate from the 290 are given. | |
V 90 P (pre-production series 291)
In 1965, the MaK built a series of five locomotives based on the V 90, but instead of the V 90's 12-cylinder V-engine, an in-house 8-cylinder in-line engine with an exhaust gas turbocharger of the type 8 M 282 AKB received. Depending on the speed set, its output was between 1100 hp at 930 rpm and 1400 hp at 1100 rpm. The engines were designated V 90 P . The manufacturer was hoping for orders from private railways and industry. All five locomotives initially served as demonstration locomotives for the plant and completed test runs as far as Sweden. The V 90 P 02 locomotive was sold to the Dortmund Railway in 1966 , where it proved itself, which led to the purchase of the V 90 P 01 at the end of 1967. The locomotives known as DE D15 and DE D16 were sold to track construction companies in Italy at the turn of the year 1983/84 (D15 - V 90 P 02) and 1985 (D16 - V 90 P 01) . The series 3291 and 3295 were assigned in the vehicle settings register.
The DB took over the V 90 P 03 in August 1965 and in the last quarter of 1966 the two V 90 P 04 and V 90 P 05 as rental locomotives for test purposes. Their services on the drainage mountain met the requirements so closely that an order for a hundred machines was placed, making the V 90 P in fact a pilot series. The DB acquired the three V 90 P in July 1972, after it had already classified them as sub-series 291 9 when it switched to computer numbers . Over the years, their areas of application extended from Emden to Rostock . In 2012, 291 902 and 903 were parked and scrapped in November 2014. In November 2014, 291 901 were parked damaged because their deadlines would have expired in January 2015 anyway.
Since the V 90 P did not catch on with the private railways due to its on-board electrics typical of the federal railways (110 V instead of the 24 V usual for NE railways) and its consistent design for heavy shunting service, MaK developed the V 90 P further to the G 1600 BB , from which 16 copies were built in two versions.
Series 291
Due to the positive experience with the V 90 P and the lower price of the MaK engine compared to the MTU engine, fifty locomotives were ordered in autumn 1973 and mid-1974 based on these locomotives. The series locomotives were delivered to the Deutsche Bundesbahn from 1974 to 1978. The 291 001 to 040 and the 291 051 to 100 of these were built at MaK in Kiel. The machines 291 041 to 050, on the other hand, came from Jung , which were also the last locomotives built by this factory for the DB.
Class 291 with mountain radio
Similar to the 290, some locomotives of the 291 series were also equipped with the radio remote control "Bergfunk" ( see above ) and mainly used in the Maschen marshalling yard . These machines are the last remaining 291 of the DB.
Conversion locomotives of the class 295
As with the conversion of the 290, most of the series 291 locomotives were also equipped with radio remote control and automatic shunting couplings from 1995 onwards. The converted locomotives were redesignated as the 295 series. The locomotives that have not been converted are still equipped with handwheel controls and classic driver's brake valves.
Since 2010, the 291 and 295 series diesel locomotives have been replaced by new Voith Gravita series locomotives . Many of the remotely controllable locomotives of the class 295 as well as two of the six still existing 291 (status 02/2015) found a new home with private railways, including the company B / V Leipzig (16 units), the Osnabrück harbor railway (2), the Passauer Railway friends (1) and the Brohltalbahn (1).
Since 2015, DB Cargo has also been fitting some class 295 locomotives with a closed rotating grille, albeit in a different design than the 290/294.
Driver's cab of a 295
295 004-6 in Hamm
Locomotive 295 053
295 064 in Niederaula (August 6, 2007)
literature
- The guide to the 290 diesel locomotive. 6th edition. GdED publishing house, Frankfurt 1987.
- Dirk v. Harlem: DB uses radio-controlled locomotives . In: Horst J. Obermayer (Ed.): Lok-Magazin . No. 130 . Franckh'sche Verlagshandlung, W. Keller & Co. , Stuttgart 1985, p. 18-22 .
- Rolf Löttgers: The inconspicuous replacement . In: railway magazine . No. 7 , 2016, p. 10-15 .
Web links
- The V90 series - an article from LOK MAGAZINE
- Homepage with portraits of all locomotives of the V-90 types
- Homepage about all MaK locomotives with 290/291 delivery lists
Individual evidence
- ↑ a b c d e Andreas Schäffer: The locomotives of the Deutsche Bahn. The 290 series. In: db-loks.de. 2002, accessed February 28, 2015 .
- ^ Vehicle Lexicon DB, EK-Special 33, Freiburg 1994, p. 34.
- ↑ a b The V 90 family , in: Eisenbahn-Kurier 1/2002, p. 62.
- ↑ Eisenbahn-Magazin 5/2012, p. 16.
- ^ Stefan Högemann, Norman Kampmann, Manfred Traube: On own account. The V 90 P from MaK . In: Railway courier . No. 3 , 2015, p. 70-74 .
- ↑ Delivery list for locomotives from Kiel . Retrieved March 19, 2015.
- ↑ Serial numbers Jung 14205/1975 to 14214/1976 at rangierdiesel.de . Database query on March 19, 2015.
- ↑ Högemann et al. 2015. p. 73.