DR series E 05
| Series E 05 and E 05 1 | |
|---|---|
| Numbering: | DR E 05 001 - 002 and E 05 103 |
| Number: | 3 |
| Manufacturer: | SSW , Henschel & Son |
| Year of construction (s): | 1933 |
| Retirement: | E 05 001: unknown E 05 002: 1962 E 05 103: 1964 |
| Axis formula : | 1'C 0 1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,400 mm |
| Total wheelbase: | 11,400 mm |
| Service mass: | E 05: 89.0 t E 05 1 : 90.0 t |
| Friction mass: | E 05: 59.2 t E 05 1 : 59.4 t |
| Wheel set mass : | 18.4 t |
| Top speed: | E 05: 110 km / h E 05 1 : 130 km / h |
| Hourly output : | 2,160 kW |
| Continuous output : | 1,785 kW |
| Starting tractive effort: | E 05: 155 kN E 05 1 : 131 kN |
| Performance indicator: | E 05: 24.3 kW / t E 05 1 : 24.0 kW / t |
| Driving wheel diameter: | 1,400 mm |
| Impeller diameter: | 1,000 mm |
| Power system : | 15 kV, 16 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 3 |
| Drive: | Paw drive |
| Type of speed switch: | Cam switch with fine adjuster |
| Locomotive brake: | Compressed air brake KpbrmZ |
The series E 05 and E 05 1 were electric test locomotives of the Deutsche Reichsbahn-Gesellschaft for express train service . The Deutsche Reichsbahn gave the locomotives the numbers E 05 001, E 05 002 and E 05 103 (series E 05 1 ).
history
In the course of the tender for the E 04 series , the Deutsche Reichsbahn was offered a locomotive with a pawl-bearing drive from the Siemens-Schuckert works . In order to be able to compare this drive with the spring cup drive of the E 04, the DRG ordered three test locomotives from SSW. While the electrical equipment was being supplied by the Siemens-Schuckert works, the mechanical vehicle parts were produced by Henschel & Sohn in Kassel .
The operating program corresponded to that of the E 04. It was planned to transport 400 t express trains and 300 t passenger trains on the Leipzig – Dessau – Magdeburg route and 600 t express trains on the Magdeburg – Halle – Leipzig line .
It was put into service in 1933, and the locomotive numbers were assigned according to the different maximum speeds: E 05 001 and E 05 002 for the 110 km / h fast vehicles, and E 05 103 for the third machine running at 130 km / h. The different speeds resulted from the comparison with the E 04, since both 110 km / h and 130 km / h locomotives were built for this series.
Due to the unsatisfactory driving characteristics at speeds over 100 km / h compared to the E 04, the procurement of the three test locomotives remained. The machines were at the Leipzig Hbf West depot until 1946 . There they were used as a replacement for failed E 04 or electric multiple units of the ET 25 , ET 31 or ET 41 series. On September 29, 1946, all three E 05s had to be given to the Soviet Union as reparations . E 05 001 remained in the Soviet Union, while E 05 002 and E 05 103 returned in 1952. E 05 002 then remained in the Deutsche Reichsbahn's depot park until it was retired on March 9, 1962 .
After its return from the USSR, the E 05 103 was initially part of the Deutsche Reichsbahn's inventory of damaging locomotives. On September 23, 1959, after being reconditioned, the machine was put back into service at the Leipzig Hbf West depot. The locomotive had been stationed in Magdeburg since 1960 . E 05 103 was taken out of service on February 13, 1964 as a single item due to its susceptibility to damage and the costly maintenance. From 1964 to 1967 it was still used as a stationary electrical point heating system at the Halle (Saale) passenger station. Due to a transformer damage, the machine was finally taken out of service in 1967 and scrapped in 1968.
technical features
Mechanical part
The locomotives were one-piece and had the 1'Co1 ' wheel arrangement. E 05 001 and E 05 002 had Henschel steering racks, that is, Bissel axles and adjacent drive axles were combined into one steering frame. E 05 103, however, had modified Krauss-Helmholtz steering racks . The lateral mobility of the running axles was 58 mm on both sides of the first two machines, while it was 1 ± 75 mm for the E 05 . In addition, the central drive axle of the E 05 103 could shift sideways by ± 15 mm. Furthermore, had the middle driving axles of all machines by 15 mm weakened flanges . The sliding axle bearings had centrifugal lubrication.
The outer frame of the locomotive was supported in four points on the steering frames. The frame was stiffened by the buffer beams and the cross members for the main transformer and traction motors .
The locomotive body consisted of a frame made of sectional steel and sheet steel cladding. The stems housed the air compressor, main air reservoir and the battery. The electrical and pneumatic equipment was suspended from two frames in the engine room. The roof of the engine room was removable over the main transformer.
The braking device consisted of a KpbrmZ compressed air brake, air compressor and main air reservoir as well as two spindle hand brakes . The compressed air brake worked on all running and driving wheels.
A fan was installed for each traction motor and the main transformer. The cooling air was drawn in from the open air through air chambers. The sand spreading devices acted either on the wheels of the leading axles or on all driving axles.
Electrical part
The three ten-pole alternating current series motors , designed as Tatz drives , were externally ventilated and compensated . They also had reversible poles .
An expansion circuit breaker with a breaking capacity of 200 MVA served as the main switch .
The main transformer was an externally ventilated oil transformer. The winding on the low voltage side had 15 taps for the motor circuit, two for the electric train heating and one each for the control and the auxiliary systems. In the oil boiler there were high-voltage current transformers and the additional transformer of the control.
The control took place via a manually operated cam switch mechanism and a fine controller with additional transformer. 15 continuous speed levels could be selected.
The electricity for lighting the locomotive was generated by a dry rectifier and a 51 ampere-hour battery with a voltage of 24 volts.
Web links
- Image of the E 05 002 on the Joachim Schmidt Railway Foundation
- Image of the E 05 103 on the Joachim Schmidt Railway Foundation
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive Part 4: Electric locomotive archive . 6th edition, Transpress VEB Verlag für Verkehrwesen, Berlin 1987, ISBN 3-344-00173-6
- Fritz Borchert, Hans-Joachim Kirsche: Locomotives of the Deutsche Reichsbahn . Transpress VEB publishing house for transport, Berlin 1986
Individual evidence
- ↑ Brian Rampp: The Altschad collection, in railway courier topics "The DR in 1967", p 82
- ↑ The locomotive database (enter E 05 103 in the search field)