DR 19 1001

from Wikipedia, the free encyclopedia
DR series 19.10
Factory picture by Henschel
Factory picture by Henschel
Numbering: 19 1001
Number: 1
Manufacturer: Henschel
Year of construction (s): 1941
Axis formula : 1'Do1 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 23,775 mm
Service mass: 109.2 t
Friction mass: 74.6 t
Wheel set mass : 18.9 t
Top speed: 186 km / h
Indexed performance : 1250 kW
Driving wheel diameter: 1250 mm
Impeller diameter front: 1000 mm
Rear wheel diameter: 1250 mm
Number of cylinders: 8th
Cylinder diameter: 300 mm
Piston stroke: 300 mm
Boiler overpressure: 20 bar
Grate area: 4.55 m²
Superheater area : 100.00 m²
Evaporation heating surface: 239.67 m²
Tender: 2'3 T38 St.
Water supply: 37.25 m³
Fuel supply: 12.5 tons of coal
Train brake: Compressed air brake Kssbr mZ, double-sided braking of all wheels, driving wheel sets with scissor brake

The steam engine locomotive 19 1001 was a test express steam locomotive of the Deutsche Reichsbahn (DR).

In 1941, Henschel delivered a fully encased test locomotive with the factory number 25,000, made possible by the compact technology of the steam engine , with single-axle drives on four uncoupled drive wheel sets .

Emergence

When some railway administrations tried to increase the average speed of the express trains in the 1930s , it was quickly discovered that the steam locomotives built up to now had technical limits. Experience has shown that for conventional steam locomotive engines , in which the power is transmitted by reciprocating pistons and connecting rods with considerable mass, speeds of up to 400 min −1 are considered practical. Above this speed limit, massive problems arise with the load on the drive and coupling pins, the lubrication of the steam-laden parts and the mass balance of the reciprocating parts. There are also technical and constructional limits to increasing the drive wheel diameter to increase the driving speed while maintaining the engine speed. The largest driving wheel diameter of modern steam locomotives (in Germany this concerned the 05 and 61 series ) was 2300 millimeters. With even larger wheel sets, apart from stability and mass problems, a correspondingly powerful boiler would no longer be able to be accommodated within the usable vehicle boundary. An alternative to the conventional steam locomotive drive was seen based on the model of electric locomotives designed at the same time with single-axle drive with high- speed steam engines . Research in Germany a. a. with Borsig on steam engine group or single axle drives.

In 1938 Henschel & Sohn in Kassel designed the technical study office TB4 under the direction of Richard Roosen (1901–1980) and Ulrich Barske, a streamlined steam engine locomotive with a single-axle drive and a 1'Do1 ' axle arrangement. The Deutsche Reichsbahn convinced the submitted designs and Henschel was commissioned to build a test copy. The 40th birthday of company owner Oscar Robert Henschel (1899–1982) on September 1, 1939 was planned as the completion date. The locomotive was classified as 19 1001 according to its wheel alignment and the 1925 numbering plan.

By using parts from the current production of the standard locomotives , the 19 1001 project was very advanced in September 1939. However, the lack of experience in using steam engines as drive machines for locomotives delayed the final completion. It was not until August 7, 1940 that the locomotive covered the first few meters on the premises of the Henschel company in Kassel on its own. Two days later, the locomotive, initially equipped with just one steam engine, left the factory premises. This was followed by a test drive on the route to Hann. Münden . The locomotive was driven at speeds of up to 80 km / h with satisfactory running characteristics. The findings from this test drive were used in the further completion of the steam engine drive. From November 1940, test drives and indexing trips were made with all four steam engines. For the first time, a new measuring method for setting the power of steam engines was used, electronic indexing with a cathode ray oscillograph .

The machine was presented at a solemn ceremony on June 13, 1941 at Henschel and handed over to the Deutsche Reichsbahn. On July 8, 1941, the 19 1001 arrived at the Lokomotiv-Versuchsamt (LVA) Berlin-Grunewald after completing the remaining work at Henschel .

Trials at the Locomotive Research Office and use until 1942

After the first test drives, some damage occurred to the engines, but Henschel was able to repair this immediately. From May to October 1942, a total of 50 test drives were carried out to create a performance diagram. For example, the optimum speed was determined with regard to performance and coal consumption, which was 80 km / h (cf. series 05 with 60 km / h).

Almost all test runs of the locomotive were in a speed range between 60 and 100 km / h. Only in a few test drives in the context of braking tests did the locomotive drive over 180 km / h, with a top speed of 186 km / h briefly reached once. Correct high-speed driving attempts have never been made with the machine.

During the test drives, the steam consumption was too high. In addition, the start-up caused considerable difficulties. It was found that the piston rings were seated too tightly in the grooves, so that their sealing effect was not given. After they had been fitted with 0.2 mm clearance, the machine started up normally. The steam consumption decreased by 12%.

At a driving speed of 175 km / h, the engine and axle shaft speeds were around 800 revolutions per minute. It should be noted here that the driving wheel diameter of 1250 millimeters was significantly below that of slow freight or branch line locomotives, for which 1400 millimeters were typical at the time. Due to the non-existent to-and-fro masses in the engine, the locomotive ran extremely smoothly, so that a larger drive wheel diameter was not required.

The extraordinarily smooth running was confirmation that the “single-axle drive” drive concept using a steam engine was ideally suited for high-speed traffic. The concept had a disadvantage, however. When starting off, the uncoupled drive wheel sets showed a certain tendency to skid when the pulling force to be applied was around ten tons.

From 1942 onwards, the locomotive increasingly had to cope with heavy trains for which it had not been designed. On July 9, 1942, during an operational test run in front of a 661-ton express train from Frankfurt to Erfurt , the machine was lying on the slope in front of the Thistle Lawn Tunnel .

Further missions until 1945

In the spring of 1943 further test drives were carried out, after which the machine was handed over to the Hamburg-Altona depot .

In scheduled service, the locomotive carried train loads of up to 650 tons. It was used in front of trains to Berlin and Osnabrück . In early November 1943, the locomotive suffered major damage to a joint coupling. The repair could only be completed in September 1944 due to a lack of spare parts. Two days later the machine was shut down because of a leaking piston in Hamburg, where it was damaged by a bomb attack in October .

Whereabouts

At the end of the war, the locomotive remained near Göttingen and was transferred to the manufacturer on the orders of the American occupation forces for the purpose of repairing the existing damage. After the work was completed, there was a short test drive between Kassel and Wabern . The US Army was aware of the peculiarity of the locomotive with its innovative technology, shipped the 19 1001 to the USA and exhibited the locomotive next to the condensation locomotive 52 2006 of the 52 series from March 1946 in Fort Monroe in Virginia .

In the USA, the machine was shown at several exhibitions, but never got into train service. In 1951 she stood in Fort Eustis , Virginia with the streamlining removed . In 1952 the Deutsche Bundesbahn was offered to buy back the locomotive. However, as there was no need for express locomotives at the Deutsche Bundesbahn, the offer was rejected. The locomotive would also have been a one-off prototype that would have been very expensive to maintain. The machine was therefore scrapped on site, the Henschel factory plate with the serial number 25000 remained in the family ownership of the Roosen family.

Driving report

In a trip report during the operation of the locomotive in June 1943 in Hamburg (before D7 to Berlin) the special firing technology, maintenance and pronunciation of the locomotive is reported from the perspective of the staff.

Constructive features

Frame and drive

The locomotive was equipped with a bar frame based on the principles of standard locomotives with a side panel thickness of 70 millimeters and 40 millimeters in the area of ​​the rear bogie. Compared to locomotives with classic engines, it could be made lighter because of the lack of piston forces.

The front running gear and the first driving wheel set formed a Krauss-Helmholtz steering frame . The wheelset could be shifted to both sides by 95 millimeters each, the first coupled wheel set by ± 8 millimeters. The other three drive wheel sets were firmly mounted in the frame, the third received a 15 millimeter flange weakening. The trailing axle, designed as a Bissel axle, had a side play of ± 65 millimeters. The suspension springs of the front running axles and the first two driving axles as well as the two rear driving axles and the trailing axle were connected with compensation levers. The locomotive supported itself in four points on the carriage. All axle bearings were spherical roller bearings.

The machine, which was designed as a high-speed locomotive, was given streamlined cladding, which, comparable to the locomotives of the 01.10 and 03.10 series, was cut back in the area of ​​the drive wheel sets for better maintenance access to over the center of the axles.

boiler

The boiler was largely taken over from the 44 series and its dimensions were identical to this. It consisted mainly of St 47K molybdenum steel. In the case of locomotives of other series with boilers made of St 47K and an operating pressure of 20 atmospheres like the 41 series , damage to the boilers was discovered after a short time, which is why the permissible boiler pressure was reduced to 16 atmospheres. In 19 1001 the boiler pressure remained at 20 atmospheres, as the boiler could be checked more often during examinations due to the tests.

Engine

As already mentioned, the driving axles were not coupled to one another. Each drive wheel set had a steam engine arranged on one side outside the wheel plane with two double-acting cylinders in V-shape in a 90 ° arrangement. To ensure even mass distribution, the motors were arranged on the drive wheel sets 1 and 3 on the left and on the drive wheel sets 2 and 4 on the right. The motors were part of the sprung part of the vehicle and, to compensate for the movements between the drive wheel set and the sprung locomotive parts, drove the drive wheel sets via Siemens Pawelka articulated couplings.

The cross-head-guided connecting rods of the pistons drove the drive wheel set shafts via the aforementioned articulated couplings via a crankshaft mounted in the engine housing. The steam was supplied to the cylinders via conventional piston valves controlled by an adjusting eccentric with internal flow.

The steam engines were encapsulated in an oil-tight manner, the steam engines in them were lubricated via a gear pressure pump, the piston and slide surfaces under steam via a Bosch pump and otherwise (drive unit and control) via centrifugal lubrication. With the exception of the drive rod bearings on the crosshead bolts, all bearings in the motors were roller bearings. The crosshead bolts of machine B were experimentally fitted with needle bearings.

tender

The locomotive was equipped with a Tender coupled the type 2'3 T38 St. In contrast to the series 01.10 tenders of the same design, consideration was given to increasing the coal supply to twelve tons. This should make it possible, for example, to use it before trains between Cologne and Berlin without having to replenish the fuel supply in the meantime. The machine was then delivered with a tender that could hold 12.5 tons of coal and 37.25 cubic meters of water. The curb weight was 34 tons.

See also

literature

Web links

Individual evidence

  1. ↑ a b Horst Troche: 19 1001. The streamlined express train locomotive of the Deutsche Reichsbahn with single-axle drive . Eisenbahn-Kurier- Verlag, Freiburg 1995, ISBN 3-88255-190-9 .
  2. ^ A b Alfred B. Gottwald: Streamline - German steam locomotives of the 30s . transpress, 1998, ISBN 3-613-70781-0 .
  3. ↑ a b Karl-Ernst Maedel: Beloved steam locomotive . 2nd Edition. Franckh'sche Verlagshandlung, W. Keller & Co. , Stuttgart 1961, p. 123 .
  4. ↑ Series 19.10. ESU, accessed October 6, 2018 (description by Brawa ).
  5. ↑ Hendrik Bloem: Nineteen Ten. On the halfway decent side . In: Railway epoch . tape 12 . Publishing Group Rail (VGB), 2014, ISSN  2194-4091 , p. 34-41 .
  6. ^ Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam Locomotive Archive 2 - Series 41 to 59 . transpress, Berlin 1988, ISBN 3-344-00212-0 .