DR series E 95
DR series E 95 | |
---|---|
Numbering: | DR 95 01-06 |
Number: | 6th |
Manufacturer: | AEG , SSW |
Year of construction (s): | 1927 |
Retirement: | 1969 |
Axis formula : | 1'Co + Co1 ' |
Gauge : | 1435 mm ( standard gauge ) |
Length over buffers: | 20,900 mm |
Length: | 19,600 mm |
Height: | 3,850 mm (to the top of the roof) |
Width: | 3,160 mm |
Total wheelbase: | 17,600 mm |
Service mass: | 138.5 t |
Friction mass: | 115.5 t |
Wheel set mass : | 19.8 t |
Top speed: | 70 km / h |
Hourly output : | 2,778 kW |
Continuous output : | 2,418 kW |
Starting tractive effort: | 353 kN |
Performance indicator: | 20.0 kW / t |
Driving wheel diameter: | 1,400 mm |
Impeller diameter: | 850 mm |
Power system : | 15 kV 16 Hz ~ |
Power transmission: | Overhead line |
Number of traction motors: | 6th |
Drive: | Pawbearing drive |
Translation levels: | 25th |
Brake: | Air brake |
Train control : | - |
Control: | Contactor control |
The class E 95 is a heavy goods train - electric locomotive of the Deutsche Reichsbahn-Gesellschaft (DRG), which was designed for the traction of heavy coal trains in the Silesian network . A locomotive is in the DB Museum Halle (Saale) .
history
Planning and construction
In the 1920s there were plans to equip the Breslau-Brockau - Liegnitz - Arnsdorf - Görlitz line north of the existing electrified Silesian Mountain Railway with a catenary , as it represented the main transport route for Upper Silesian hard coal in the Berlin and Dresden area. In 1924, the Deutsche Reichsbahn-Gesellschaft commissioned AEG to submit proposals for an electric locomotive that would be able to transport 2,200-ton coal trains and 530-ton passenger trains at 45 km / h on this route. The required maximum speed was 65 km / h.
Furthermore, the locomotives should be divisible, so in small railway depots maintenance was possible. This required the design with two transformers and controls. A first draft was for a locomotive with a 1'C + C1 ' wheel arrangement with a rod drive and a low jackshaft without cant. The coupling wheel diameter required for this was 1,750 millimeters and was quite large for a freight locomotive. Other designs provided for a locomotive with a Winterthur diagonal rod drive .
At the beginning of the development phase , as a locomotive with single-axle drive , the still insufficient power of the electric traction motors in the DR series E 92.7 contradicted . In the course of the project planning period, it was possible to construct significantly more powerful drive motors without excessive weight increase. The AEG claimed responsibility, with the choice of suspension bulk gears to Tatzlager drive to run for large capacity ranges and velocity ranges h to 65 km /. Thus, in March 1926, the DRG decided on the delivery as a 1'Co + Co1 'locomotive with a tatzlager drive and commissioned the AEG with the delivery of the mechanical part for six locomotives and the electrical part for three locomotives. Siemens-Schuckertwerke was to take over the electrical equipment for the remaining three locomotives . From December 1927 to June 1928 the delivery of six locomotives, which were given the company numbers E 95 01-06.
commitment
Pre-war period
In December 1927, 20 months after the construction work had started, the E 95 01 was ready for testing at the Hirschberg depot . All other locomotives had been delivered by mid-1928. Since the planned route via Liegnitz was not electrified, the vehicles were stationed here from 1928 to 1945. The first test run took place in March 1928 with the E 95 03 , when it carried a coal train with a mass of 1,409 tons and 111 axles on the Breslau-Schlauroth route in the area from Hirschberg to Schlauroth . Compared to the E 91 previously used here, the locomotive showed a travel time saving of 30% on the outward journey and 23% on the return journey.
The journey between the Königszelt and Wroclaw is regarded as the top performance of their trials . The train consisted of 39 new large capacity self-unloading wagons of the type OOt including the measuring wagon and weighed 2,568 t. During this trip, during which the locomotive accelerated the train to a speed of 60 km / h, the effective power of the machine when starting could be determined. When approaching Wroclaw, the locomotive drew a current of 230 amps from the contact line. The voltage of the contact line collapsed from 14 kilovolts to 12 kilovolts, giving the locomotive an output of 2,760 kilowatts.
The locomotives were mainly used in front of the heavy coal trains between Waldenburg- Dittersbach and Görlitz (Silesian Mountain Railway). The machines proved their worth and provided evidence that great performance was possible with the pawl bearing drive . The maximum speed was set at 70 km / h. The locomotives showed the highest mileage of all Silesian electric freight locomotives. In 1928 the E 95 01 achieved a mileage of 78,538 kilometers, in 1929 the E 95 05 achieved the top value with 82,344 kilometers. When the number of coal trains between Waldenburg-Dittersbach and Görlitz decreased around the 1930s, the locomotives were used in passenger train service , which was made possible by equipping them with a safety driving circuit. The E 95 02 stood at a trade fair in Berlin in 1930, where it was exhibited as the DRG's most powerful electric locomotive on the occasion of the World Power Conference .
Further locomotives of the series were not procured. In 1931 the electrification of the Stuttgart-Karlsruhe railway line was planned, for which a requirement of 20 locomotives was determined. Electrification did not take place at the time. When electrifying the Stuttgart – Ulm route , the E 95 was considered. However, it was found that with the E 93, an electric locomotive of roughly the same strength and much simpler to manufacture, could be built more easily and in a shorter time. So it remained with six machines and their use on the Silesian Mountain Railway. All of them survived the Second World War and then found themselves on the territory of the later GDR.
post war period
In 1946 the locomotives came to the Soviet Union as reparations . They returned to Germany by November 1952. In the Reichsbahn repair shop in Dessau , it was determined that all six locomotives were worth repairing. When the increasing re-electrification of the central German network resulted in an increasing demand for locomotives for heavy freight train service, the three locomotives E 95 01 to E 95 03 were refurbished in 1959, with the remaining machines serving as spare parts donors. First, the E 04 , E 44 and E 94 , which were available in larger numbers , were given preference. Only when it became clear that the number of reconditions could not be increased with the E 94 did the E 95 move into the focus of reconditioning.
Initially, the locomotives were stationed in the Leipzig -Wahren depot. They came to the Halle P depot in 1960. They were mostly used in a separate schedule before coal trains from the Geiseltal in the direction of Halle, Leipzig and Erfurt. The complicated control of the locomotives proved problematic with increasing age. So it often happened that contactors got stuck during switching operations . Then the assistant, who was constantly on the train, had to use a hammer and a wooden wedge to loosen the shooters while the train was moving. Damage to the traction motors occurred more often and led to the locomotive failing for months. Since there were enough new locomotives at the end of the 1960s and a significant expansion of electrical operations was not planned at the time, the Reichsbahn was able to do without old locomotives and most of the splinter classes, so that the E 95 was decommissioned. In addition, the Deutsche Reichsbahn wanted to occupy electric locomotives only with one man, which would have resulted in a problem in train operation due to the aforementioned difficulties with the machines and the visibility from the driver's cab. After the E 95 02 and E 95 03 were parked in mid-1969, the last to follow them was the E 95 01 , which quit duty on October 5, 1970. The new designation 255 001 planned for the locomotive from July 1, 1970 according to the EDP numbering plan was no longer used.
Whereabouts
Except for the E 95 02 all locomotives were dismantled. The E 95 02 was installed as a replacement for the future E 77 10 museum locomotive as a stationary transformer for the point heating in Halle (Saale) Hbf. It took some time before those responsible at the Deutsche Reichsbahn could be convinced that the E 95 was worth preserving as a museum locomotive. In 1979 the first external reconditioning of the locomotive began with the aim of being able to present it at a vehicle show in the RAW Dessau . Since then it has belonged to the Dresden Transport Museum as a non-operational museum locomotive. In 1986 the internal completion of the locomotive took place. The locomotive is looked after in the DB Museum Halle (Saale) . Since 1995 employees of the traditional association Bw Halle P have been working on the operational reconditioning of the locomotive. In April 2015, the locomotive was presented for the first time at an exhibition in the Arnstadt museum depot with a new interior and exterior paintwork, the transformers were checked and five traction motors were operational.
technical features
Mechanical part
The locomotive consists of two almost identical halves, which are connected by a main and an emergency coupling. The two halves are supported against each other with spring buffers in order to dampen rolling movements . Their height was determined with numerous calculations in order to avoid axle relief during difficult train approaches. If necessary, the two halves can easily be separated. There is a transition between the two engine rooms.
For each half of the locomotive, three driving axles are firmly mounted in an outer sheet metal frame, of which the middle one has flanges that have been weakened by 15 millimeters. The barrel axis is designed as a Bissel axis . They have a lateral deflection of ± 100 millimeters and have return springs. Each of the six drive wheel sets is driven by an electric motor with a straight-toothed pair of gears on both sides. The large gears of the gear pairs are spring-loaded; this serves not only to dampen the shocks between the motor and the large gear, but also to distribute the tooth pressure evenly in the gear pair.
The frame consists of sheet metal cheeks with a thickness of 30 millimeters. For weight reasons and for better accessibility for maintenance, there are many cutouts in them. Cross connections at the ends and numerous stiffeners lead to the required rigidity. The locomotive body is made from a sectional steel frame with sheet metal cladding. The boxes of the locomotive are almost the same size and carry the engine rooms, the driver's cabs and the porches. The main transformer and the control system are housed in the front end, and the auxiliary systems for the traction motors under the floor are housed in the engine room. In contrast to earlier locomotive designs in Silesia, the E 95 does not have a packing area. The train driver had his workplace in the driver's cab of the locomotive. He could watch the train through windows at the rear of the driver's cab, as the engine rooms are slightly narrower than the driver's cab.
Electrical equipment
The locomotive has an oil-cooled jacket transformer for each segment. It has 14 taps for the traction motor control, one for the auxiliaries and the control and two for the electrical heating. The electric traction motors are eight-pole, externally ventilated, single-phase series motors . They are equipped with excitation , compensation and reversing pole windings .
The locomotive is controlled by a sophisticated contactor control system. 14 electromagnetic contactors each allow the setting of two forward and 23 speed steps. The switching cycle between the speed steps always alternates between the two locomotive segments. In addition, all traction motors are connected in parallel . As a result, the locomotive gets by with only two power lines between the segments. A large number of connecting cables are laid between the segments to control the contactors. It was this complicated control that made the machines lag behind compared to a simpler locomotive with increasing age.
The locomotive has an on-board network of 24 volts DC voltage , it is fed by a generator that simultaneously charges the battery. The E 95 02 received is the only machine in the series that was equipped with an electric brake . It was dimensioned so that it could brake the mass of the locomotive in a gradient of 20 ‰. It could be controlled in five stages; when it was operated, the locomotive's indirect brake was automatically switched off, and the additional brake could still be operated. The entire brake equipment had a mass of 2900 kilograms. In the reprocessing after 1954 it was not used again.
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. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X . (5th edition. Transpress Verlag, Berlin 1984)
- Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 .
Web links
- Frank Thomas: The E 95 02 of the traditional association Bw Halle P eV on April 6, 2015 in the Arnstadt Railway Museum. In: bahnbilder.de. April 6, 2015, accessed on May 23, 2016 (photo).
- Description of the E 95 with many operational pictures on www.zackenbahn.de
- Operating pictures of the E 95 02 on Drehscheibe-online.de
- Operating pictures of the E 95 01–03 on turntable-online.de
- Article in the Mitteldeutsche Zeitung from February 25, 2018
- Article on Facebook
Individual evidence
- ↑ a b c d Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 75.
- ↑ a b c d Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 87.
- ^ A b c Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 90.
- ^ A b Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 232.
- ↑ a b c d Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 233.
- ↑ Freight locomotive E 95 02. (No longer available online.) Traditionsgemeinschaft Bw Halle P eV, archived from the original on April 8, 2015 ; accessed on May 23, 2016 .
- ↑ Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn-electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 78.
- ↑ a b c d Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive 4, Electric Locomotives of German Railways. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X / 5th edition. Transpress Verlag, Berlin 1984, description of the E 95
- ↑ Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn-electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 72.
- ^ A b c Peter Glanert, Thomas Borbe, Wolfgang-Dieter Richter: Reichsbahn electric locomotives in Silesia. VGB-Verlag, 2015, ISBN 978-3-8375-1509-1 , p. 85.