DR V 16 004
| DR V 16 004 | |
|---|---|
| Numbering: | V 16 004 (until 1960) A 20 090 (from 1960) |
| Number: | 1 |
| Manufacturer: | Siemens-Schuckert works |
| Year of construction (s): | 1933 |
| Retirement: | 1977 |
| Axis formula : | Co |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 9100 mm |
| Height: | 3895 mm |
| Total wheelbase: | 4200 mm |
| Service mass: | 47.3 t |
| Wheel set mass : | 16 t |
| Top speed: | 40 km / h |
| Installed capacity: | 55 kW |
| Hourly traction: | 107.9 kN |
| Continuous tensile force: | 42.7 kN |
| Capacity: | 455 Ah |
| Driving wheel diameter: | 1000 mm |
| Motor type: | Deutz A 4 M MWJ 4 KVD 18 SRW |
| Motor type: | 4-cylinder four-stroke engine, water-cooled |
| Rated speed: | 900 rpm |
| Power transmission: | electric |
| Tank capacity: | 150 l diesel |
| Drive battery: | 160 cells |
| Number of traction motors: | 3 |
| Type of speed switch: | Cam switches |
| Control: | Simple control |
The V 16 004 of the Deutsche Reichsbahn (DR) was a two-power locomotive manufactured in 1933 . The locomotive had a diesel engine and an accumulator and was in operation until 1972. In 1960 it was given the company number A 20 090 .
history
As part of the testing and procurement of small locomotives , the DR commissioned Siemens-Schuckert-Werke with the delivery of a vehicle which, in addition to the storage drive, had an additional diesel-electric charging unit. The vehicle was intended to be used to provide trains (up to 600 t) as well as mail and baggage cars at larger passenger stations. The requirement profile provided for an average load of 15% of the maximum performance. For this reason, a high storage capacity was combined with a low-power diesel engine in the vehicle.
The testing began at the Anhalter Bahnhof in Berlin. The locomotive could be used in battery operation, diesel operation or mixed operation. The demands of the DR as well as the expectations in terms of usability and economy were fulfilled. The Second World War prevented the procurement of further vehicles. From 1945 the locomotive was inoperable at the Brandenburg depot. During a general overhaul in 1957, it received a new diesel engine and new memory and was then used again as a shunting locomotive at Berlin train stations.
Since it was unprofitable to use it as a single vehicle, the locomotive was rented to the Berlin concrete works and sold to the Berlin Housing Combine in 1966 . When it was repaired in 1967, the locomotive was painted orange and given the factory designation BWB 25. In 1977 the locomotive was scrapped.
Constructive features
The locomotive had a fully welded sheet metal frame. Appropriate openings were provided to accommodate and guide the wheelset bearing housings and the brake linkage. The usual pulling and pushing devices were located on the front sides of the frame .
The driver's cab was arranged in the middle and had two cabs. The front half-height front of the machine contained the transverse diesel engine with the charging generator as well as 64 battery cells, the fuel tank and the air compressor. The lid could be rolled off. The rear engine room contained 96 battery cells and two compressed air tanks. The lid could be rolled up and down. The starting resistors were arranged under the cab roof.
The wheel sets had plain bearings and overhead leaf springs. There were additional coil springs on the tensioning screws. The springs of the first and second axles were connected to a balance lever . The air brakes acted on all axes on both sides. A throw lever brake served as a parking brake.
When it was delivered, the locomotive had a four-cylinder four-stroke diesel engine from Humboldt-Deutzmotoren AG with 55 kW. During the general overhaul in 1957, the engine was replaced by a four-cylinder four-stroke diesel engine from VEB Motorenwerk Johannisthal (MWJ). The engine sat together with the generator on a subframe in front of the battery room and was supplied with intake air via gill openings in the front end. The polarity of the generator was reversed to the electric motor to start the diesel engine. The SSW DC shunt generator had a continuous output of 48 kW at 900 rpm. The 160 455 Ah battery cells could withstand loads of up to 1000 amps for a short time .
The Tatzlager drive motors were direct current series motors with an hourly output of 50 kW at 600 rpm. The power transmission to the gear sets was carried out by means of a simple spur gear transmission. A protective relay protected the generator against reverse and overcurrent. Cam switches served as controls. The storage batteries were charged, the traction motors were supplied and the additional demand was covered according to the load and state of charge of the storage unit as well as the traction motor and generator current. In speed levels 1 to 6, the traction motors were connected in series and in levels 7 to 14 in parallel. The reversing shift took place with a shift lever on a changeover drum.
The lighting ( triple headlights ) and the cab heating were electrical. The sand spreader sanded the front wheel set .
literature
- Wolfgang Glatte: German Locomotive Archive: Diesel Locomotives . 4th edition. transpress, Berlin 1993, ISBN 3-344-70767-1 .