DR series E 21.0
| DR series E 21.0 | |
|---|---|
 Factory photo
|
|
| Numbering: | E 21 01-02 |
| Number: | 2 |
| Manufacturer: | AEG |
| Year of construction (s): | 1927 |
| Retirement: | 1966 |
| Axis formula : | 2'Do1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,500 mm |
| Total wheelbase: | 12,950 mm |
| Service mass: | 121.8 t |
| Wheel set mass : | 19.6 t |
| Top speed: | 110 km / h |
| Hourly output : | 2,840 kW |
| Continuous output : | 2,040 kW |
| Starting tractive effort: | 235 kN |
| Performance indicator: | 23.4 kW / t |
| Driving wheel diameter: | 1,750 mm |
| Impeller diameter: | 1,000 mm |
| Power system : | 15 kV 16 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Kleinow spring pot drive |
| Brake: | Air brake |
Two electric locomotive prototypes of the Deutsche Reichsbahn are designated as the E 21.0 series , which were developed in connection with the testing of various drive and chassis concepts for electric locomotives. The Kleinow spring pot drive , the AEG Kleinow frame and the Peyinghaus axle bearing with which these machines were equipped, became the standard for all high-speed electric locomotives until 1945.
The locomotives were in operation until 1966 and are no longer available today.
History of origin
In the original type plan for electrical standard electric locomotives of the Deutsche Reichsbahn, more traditional locomotives with large engines and rod drives were provided until 1924 . At this point in time, however, other railways had already had good experience with single-axle drives in large locomotives. The DR wanted to keep up with this development and therefore ordered a total of five electric locomotives with single-axle drives, which were delivered in 1927/28. All the locomotives ordered had four individually driven axles with different chassis designs and a top speed of 110 km / h:
- the E 18 01 (later E 15 01) with wheel arrangement (1'Bo) (Bo1 '),
- the E 16 101 with wheel arrangement 1'Do1 ',
- the E 21 01, E 21 02 with wheel arrangement 2'Do1 'and
- the E 21 51 also with a 2'Do1 'wheel arrangement, but with a different drive.
Among these test locomotives, the E 21.0 proved to be the most successful design in numerous field tests and thus became the forerunner of the E 17 , E 04 and E 18, which were later built in series in larger numbers .
technology
The two vehicles of the E 21.0 series had an asymmetrical structure. The front end with the vertical front wall was supported on a two-axle bogie. The four driving axles were all stored in the main frame. The rear driver's cab had a short, half-height porch. The rear running axle was designed as a Bissel axle on the E 21 01 , and on the E 21 02 it was combined with the last driving axle to form a Krauss-Helmholtz frame of the AEG type. A spring cup drive was chosen, which was based on the Westinghouse type , but had been significantly improved by the construction supervisor Kleinow. It was so convincing that it was planned for the future class E 17 even before the official end of the trial operation, and was retained for all other series of electric express locomotives of the DR. The finished first locomotive even turned out to be more powerful than required by the specifications. This required an express train of 630 tons to be carried on the plain at 95 km / h. In tests, these specifications were far exceeded in places; the locomotive carried express trains of 1905 t mass horizontally at 95 km / h or 1050 t at 110 km / h. At 10 ‰ 795 t could be transported at 75 km / h, and at 20 ‰ 440 t could be transported at 65 km / h.
Minor flaws in the design were problems with the engine mount and the axle lubrication.
commitment
As early as autumn 1926, the Reichsbahn began trial operations at the Leipzig West depot with the E 21 01 supplied by AEG. It only entered regular service at the Hirschberg depot (Riesengebirge) in 1927 , where it remained until the beginning of 1945. While it was still being tested, a second, slightly revised locomotive was ordered and put into service in 1928 as the E 21 02. In contrast to the other prototypes E 15 and E 16, these locomotives were much more efficient.
Both E 21s reached the Leipzig Hbf West depot before the end of the war, but were no longer in use until the end of electrical operation in the Soviet occupation zone in March 1946 due to minor damage . After that they were handed over to the Soviet Union as reparations with most of the electric locomotives and equipment . They were intended for a planned alternating current network around Karaganda to be electrified , which was to be electrified with a German electricity system. Obviously the Soviet authorities did not know what to do with the technology of the locomotives, they returned in 1952/53. It was the spring cup drive in particular that prevented those in charge of the SŽD from attempting gauging, which were carried out with some examples of the E 44 series .
Both locomotives were refurbished after a long period of storage in June 1959 and April 1960 and were based in the Leipzig Hbf West depot, but were rarely used due to various problems. Winter operation in particular caused constant malfunctions in the dry-type transformer and the insulation of the traction motors.
When there were enough new E 11 and E 42 series locomotives available in the mid-1960s, the older machines with rod drives and most of the splinter types could be dispensed with, so that the E 21 series could be parked in 1965 and taken out of service on August 2, 1966. They were dismantled in 1967.
literature
- Horst J. Obermayer: Paperback German electric locomotives . Franckh'sche Verlagshandlung, Stuttgart 1970. ISBN 3-440-03754-1
- Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive 4, Electric Locomotives of German Railways . Alba, Düsseldorf / transpress, Berlin 1984. ISBN 3-87094-106-5
- Glanert / Borbe / Richter Reichsbahn electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 .
Web links
Individual evidence
- ^ Zackenbahn / BR 21.0
- ↑ Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive Part 4: Electric Locomotive Archive ., 6th edition, Transpress Verlag, Berlin 1987; ISBN 3-344-00173-6
- ↑ Glanert / boron / Judge Reichsbahn-electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 203
- ↑ Glanert / boron / Judge Reichsbahn-electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 203
- ↑ Glanert / boron / Judge Reichsbahn-electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 231