DR series E 80
| DR series E 80 | |
|---|---|
 Advertising poster
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| Numbering: | E 80 01–05 |
| Number: | 5 |
| Manufacturer: | Maffei , SSW |
| Year of construction (s): | 1930 |
| Retirement: | 1961 |
| Axis formula : | (A1A) '(A1A)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,400 mm |
| Service mass: | 90.6 t |
| Wheel set mass : | 17.0 t |
| Top speed: | 40 km / h |
| Hourly output : | 248 kW |
| Continuous output : | 210 kW |
| Starting tractive effort: | 127 kN |
| Performance indicator: | 2.7 kW / t |
| Power system : | 15 kV 16 2/3 Hz AC accumulator |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Pawbearing drive |
The class E 80 was an electric shunting locomotive of the Deutsche Reichsbahn and later the Deutsche Bundesbahn .
history
In the 1920s, the lines around Munich were electrified by the Reichsbahn. The powerful E 60 series was available for shunting services . However, by far not all of the tracks were spanned with overhead contact lines , numerous train stabling tracks , for example in the Holzkirchen train station , and track systems and loading tracks serving goods traffic, for example in the area of the south station , remained without overhead contact lines. In order to be able to do without steam operation and the necessary treatment systems in the Munich area, the Reichsbahn designed a new type of construction for shunting locomotives.
The new shunting locomotive was supposed to get its propulsion energy either from the overhead line or from built-in accumulator batteries . The drive should be done by DC motors in a pawl bearing arrangement. When operating under catenary, the motors should be supplied via transformers and rectifiers and the batteries should be charged at the same time. In order to be able to drive on less stable tracks, the axle load should be limited to 17 tons ; This, together with the high weight of the batteries, required a six-axis design.
In 1928 the Reichsbahn ordered five copies of the E 80 series. The mechanical part was manufactured by Maffei and the electrical part by SSW . The two outer axles of the two three-axle bogies were driven, the middle axles were designed as running axles. The bogies carried a continuous bridge girder on which the middle driver's cab with the equipment room and two lower fronts were arranged. This resulted in the typical crocodile silhouette similar to the E 93 and E 94 , even if the construction was different. The batteries were housed in the front end. The front structures in the middle had ventilation ducts over the entire length for the evacuation of the gases produced during the cargo. In order to facilitate the necessary maintenance work on the batteries, the front part of the covers of the stems could be pushed forward and folded down; the rear part of the cover could then be moved along the entire length of the stem. The driver's cab had two driver's cabs, between which the equipment room with the transformer and the two mercury vapor rectifiers was located. With 400 kVA at 248 kW hourly output, the transformer was dimensioned in such a way that sufficient output was available to charge the batteries; the same applied to the rectifiers.
The roof of the driver's cab carried a pantograph in a special design; this had two contact strips, which were attached at a distance of 1.20 meters. The two contact strips were used to bridge the separation points that existed with the construction of the overhead lines at that time (mercury vapor rectifiers extinguish in the event of a power interruption and must be re-ignited).
The industry delivered the new locomotives from April to October 1930 to the depot in Munich Hbf , where they were put into operation. The machines were used for shunting work in the Munich area and also in front of local goods trains and deliveries. Initially, they were used in shunting operations, primarily in the Munich main station, in the Munich South train station and in the milk loading yard at Hackerbrücke . The shunting locomotives were maintained in the mechanical part in the Munich-Freimann repair shop . The batteries and rectifiers were maintained in the Neuaubing repair shop , making the E 80 series the only locomotive series in Neuaubing's maintenance inventory. The mercury vapor rectifiers proved to be the weak point, failures kept coming back. A selenium plate rectifier was therefore installed in E 80 01 on a trial basis . E 80 04 was destroyed in a bomb attack in February 1944. After the war , only E 80 01 and 03 were operational, E 80 02 and 05 were only used again after the war damage had been repaired in 1953. In the same year, all E 80 standard pantographs received after the separation points of the overhead line network had been equipped to be uninterrupted.
In recent years, the locomotives have been used for shunting work in the Munich main station and in the Munich-Pasing depot . E 80 02 was parked after an accident in 1957 and retired in 1959. The availability of modern shunting locomotives of the class V 60 in 1959 also led to the shutdown of E 80 03 and 05. E 80 01 was equipped in 1957 for testing in practical rail operation with a silicon rectifier, which was new at the time, additional ventilation of the traction motors and a more powerful transformer. The experience gained was to flow into the construction of the first DB multi-system locomotives of the E 320 series . It served until June 1961.
None of these technically interesting locomotives survived.
literature
- Horst J. Obermayer: Paperback German electric locomotives. 7th edition, Franckh'sche Verlagshandlung, Stuttgart 1986, ISBN 3-440-03754-1 .
- Gerhard Scholtis: The triumphant advance of power electronics in train transportation . In: Wolfgang Messerschmidt (Ed.): Lok Magazin . No. 78 . Franckh'sche Verlagshandlung, W. Keller & Co., 1976, ISSN 0458-1822 , p. 178-186 .
Web links
- Outline drawing
- Picture of a model
- E 80 03 1935 at the Joachim Schmidt Railway Foundation
- Retired E 80 02 1959 in the Munich-Freimann repair shop at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Federal Railroad Repair Works Munich-Neuaubing (Ed.): 75 Years of the Federal Railroad Repair Works Munich-Neuaubing 1906–1981 . Eisenbahn-Kurier Verlag, Freiburg 1981, ISBN 3-88255-800-8 , p. 25 .
- ↑ Timetable for the Munich-Neuaubing repair shop on bahnstatistik.de, accessed on December 15, 2016.
- ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 114 .