DR series E 11
|DR series E 11, DR series 211
DB series 109
Prototype 211 001 in September 2007 in Fürth
|Year of construction (s):||1961-1963, 1970-1976|
|Axis formula :||Bo'Bo '|
|Gauge :||1435 mm ( standard gauge )|
|Length over buffers:||16,260 mm|
|Trunnion Distance:||7800 mm|
|Total wheelbase:||11,300 mm|
|Service mass:||82.5 t|
|Wheel set mass :||20 t|
|Top speed:||120 km / h|
|Hourly output :||2920 kW at 98 km / h|
|Continuous output :||2740 kW at 104 km / h (from E 11 008)|
|Starting tractive effort:||216 kN|
|Performance indicator:||35.4 kW / t|
|Driving wheel diameter:||1350 mm|
|Power system :||15 kV, 16 Hz ~|
|Power transmission:||Overhead line|
|Number of traction motors:||4th|
|Type of speed switch:||Cam switch mechanism with additional transformer and fine switch mechanism|
The Deutsche Reichsbahn (DR) procured the locomotives developed by the Lokomotivbau Elektrotechnische Werke “Hans Beimler” Hennigsdorf after testing two prototypes (E 11 001 and 002) delivered in 1961 in large numbers from 1962 onwards, after a license construction of the DB series was initially envisaged E 10 and E 40 did not materialize. It is noteworthy that the original series designation E 11 was chosen by the DR in such a way that there was no overlap with the DB series E 10.
The two prototypes E 11 001 and E 11 002 were delivered to the Reichsbahn in January 1961. The first series was commissioned in May 1962. The E 11 003 to 042 were delivered in the course of 1963. A total of 95 copies of these Bo'Bo ' machines were built for passenger and freight traffic , the E 11 096 was completed in January 1977. The vehicles were used in express train service on the newly electrified DR routes . Their first home depots were Leipzig , Halle , Weißenfels and Erfurt and, for a short time, Bitterfeld and Zwickau . During the construction period there were numerous design changes, some of which greatly changed the appearance. The types E 11 001 and 002 stood out with four double horizontal fan grilles on each side, from the E 11 003 the fan grilles were arranged vertically. From the 211 043 onwards, the exterior changed fundamentally due to the long delivery break in which only machines from the E 42/242 series were built. The beads in the main frame and the aprons under the buffer planks were omitted, instead of the four double fan grilles on each side, there were six simple ones. From 211 057 the locomotives were prepared for the installation of automatic central buffer couplings with pre-shoeed buffer beams and standard train boxes, which increased the length over the buffers somewhat. In the beginning, the locomotives were painted in the classic DR electric locomotive paint with a dark green car body , black main frame and red bogies, after a few paint attempts at the beginning of the 1970s, the wine-red paint was introduced without a separate frame, but with a decorative line on ivory and gray bogies. All changes also affected the class 242 locomotives at about the same time.
- 565-ton express trains over 5 per thousand at 120 km / h,
- 590-ton express trains over 10 per thousand with 100 km / h and
- 1700-ton freight trains move on the plain at 80 km / h.
The sister model of the E 11 intended for passenger trains and goods traffic was the E 42 series with a different drive motor ratio for only 100 km / h with higher tractive power and a brake system adapted to this .
In 1985/86 the locomotives 242 180, 188, 194 and 196 were converted into the 211 series, but later dismantled again.
The six-axle E 251 series machines built for the Rübelandbahn look similar to the E 11 and E 42, but differ with a longer car body, three-axle bogies with leaf-sprung wheel sets, the Co'Co 'axle formula and the adaptation to the power supply with 25 kV 50 Hz (instead of 15 kV at 16 2 ⁄ 3 Hz) technically clear.
The frame of the bogies is a welded construction made of box-shaped sheet steel hollow beams. At the pivot support the traction motors are suspended. The conversion to fully sprung LEW conical ring spring drive was planned, but was only tested on one machine. The locomotives were given a pawl bearing drive with a spring-loaded large wheel. The bogies are connected to one another by a special coupling. The main frame is a welded construction and is designed as a bridge frame. The floor panels for the driver's cabs and the engine room are included in the construction as load-bearing parts. The locomotive body is a self-supporting lightweight steel structure welded to the main frame. The bogies were built under license from Škoda , the construction itself is based on a license from SLM Winterthur. This can also be seen from the outside in the typical construction with primary coil suspension and the longitudinal cradle leaf springs. The axle bearings are roller bearings, whereas the traction motors' paw bearings are plain bearings. The braking device consists of a single -release compressed air brake with an additional brake (K-GPR mZ, old name Kssbr mZ) and a spindle hand brake .
The RBS 58 scissor pantographs were new designs and have double contact pieces. This type of pantograph was also used in the E 04 , E 44 and E 94 series of old electric locomotives operated by the Deutsche Reichsbahn . The main switch is a compressed gas switch with a breaking capacity of 200 MVA . The main transformer is an externally ventilated jacket transformer with a disc winding in an economy circuit . It has 15 taps for the motor circuit, two for the train heating and one for the auxiliaries. The cam switch has 14 speed steps and has a step switch for finely stepped voltage changes between the speed steps. The traction motors are available as separately ventilated twelve pole AC - series motors with commutating and compensating winding run.
The machines were originally equipped with a 34-pole multiple and push-pull train control. The coupling sockets for the multiple control were in the middle in the end walls between the headlights, the diagonally arranged cables with plugs and coupling sockets for the push-pull train control were under the buffers. From the 211 043 delivered in 1970 the push-pull train control was omitted, from the 211 057 also the multiple control. Due to increased train loads and in order to free machines of the 243 series for passenger train service, eight locomotives were again equipped with multiple controls in the 1980s, renamed the sub-series 211.8 and also used in pairs.
For the equipping with vehicle magnets for punctiform train control , the air tanks between the bogies had to be moved laterally.
The locomotive E 11 004 was badly damaged in a rear-end collision at Großkorbetha station on August 29, 1969. The manufacturer LEW Hennigsdorf rebuilt it with a car body removed from the current series using usable parts. When it was put back into service, it was given the new road number 211 056 because it no longer corresponded to the original construction and delivery condition.
Between 1985 and 1991, 22 locomotives were converted to the class 242 to meet the demand for freight transport , from which it differed only in terms of the drive motor ratio. These locomotives received 300 serial numbers while retaining the last two digits.
On January 1, 1991, the DR still had 69 copies. At this point in time they had been largely displaced by the more modern locomotives of the DR class 243 in less demanding services.
A few locomotives were added to the Deutsche Bahn AG (DB AG), which were now designated as the class 109; In 1998 the last four locomotives were taken out of service by the DB AG at the Halle P depot. The E 11 001 (211 001) is located in the DB Museum Halle (Saale) .
In 2010 some locomotives of this series drove for German private railways , for example the 109 084 (as 109-1), 109 013 (as 109-2) and 109 073 (as 109-3) for the Georg Verkehrsorganisation (GVG) with night trains Berlin and Sassnitz ( royal line ) and 109 028 and 109 030 in freight traffic for the Potsdam Railway Company (EGP).
- Dieter Bäzold, Günther Fiebig: Electric locomotive archive . 6th edition. Transpress Verlag, Berlin 1987, ISBN 3-344-00173-6 .
- Siegfried Müller, Horstmar Seifarth u. a .: E11 E211 E42 E251 . EK aspects 10th Eisenbahn-Kurier , Freiburg 1998.