DR E 15 01
| E 18 01 / E 15 01 | |
|---|---|
 Factory photo E 15
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| Numbering: | E 18 01 / E 15 01 |
| Number: | 1 |
| Manufacturer: | SSW, Borsig |
| Year of construction (s): | 1927 |
| Retirement: | February 28, 1961 |
| Axis formula : | (1'Bo) (Bo1 ') |
| Gauge : | 1435 mm |
| Length over buffers: | 16 836 mm |
| Height: | 4250 mm |
| Width: | 2970 mm |
| Trunnion Distance: | 5800 mm |
| Bogie axle base: | 5700 mm |
| Fixed wheelbase: | 3400 mm |
| Total wheelbase: | 13 800 mm |
| Service mass: | 103.5 t |
| Friction mass: | 73.5 t |
| Wheel set mass : | 18.8 t |
| Top speed: | 110 km / h |
| Hourly output : | 2760 kW |
| Continuous output : | 2280 kW |
| Starting tractive effort: | 205 kN |
| Performance indicator: | 26.7 kW / t |
| Driving wheel diameter: | 1400 mm |
| Impeller diameter: | 1000 mm |
| Power system : | 15 kV, 16 2/3 Hz ~ |
| Number of traction motors: | 4th |
| Drive: | Pawbearing drive |
| Type of speed switch: | 21 continuous speed levels |
| Train brake: | single air brake with additional brake Kbr m. Z. |
| Train control : | Sifa type BBC |
| Speedometer: | Deuta |
The E 15 01 (initially referred to as E 18 01 ) of the Deutsche Reichsbahn (DR) is one of five electric test locomotives ordered in 1924 and delivered in 1927/28 for - now a matter of course - single-axle drive. The locomotive, which was planned as a single piece from the start, was scrapped in 1962.
background
In contrast to these locomotives, the DR's type plan for electric locomotives used to be more traditional locomotives with rod drives. Since other railways, in particular the Swiss SBB , had already had good experience with modern locomotives with single-axle drives, the DR wanted to keep up with this development with these locomotives intended for express train service. The other locomotives were E 16 101 (wheel arrangement 1'Do1 '), E 21 01, E 21 02 (2'Do1') and E 21 51 (also 2'Do1 '), which all remained loners, whereas the E series were 17 and E 04 were produced in larger numbers.
All locomotives had four individually driven axles in different chassis designs and a top speed of 110 km / h.
technology
The E 18 01, later E 15 01, had the wheel arrangement (1'Bo) (Bo1 '), i.e. two three-axle bogies , of which the two axles at the ends of the vehicle were not driven. This axle arrangement remained unique in German locomotive history; In general, the idea of combining running and driving axles in one bogie was never taken up again in Germany.
According to the original tender from 1925, the two test express locomotives to be supplied by Siemens-Schuckertwerke , Berlin and Borsig Lokomotiv-Werken , Berlin-Tegel (this one and the E 16.5 ) were to be given a drive with high-lying motors and lobed and hollow shaft drives , similar to his in which E 21 51 was implemented. In order to save weight, however, an agreement was reached on a drive with pivot bearing motors .
The vehicle had two fixed drive axles per bogie , the running axle was designed as a Bissel axle with 80 mm lateral mobility. The bearings originally had cushion lubrication , but were rebuilt in 1932. After the drawbars of the wheel sets were cracked at the end of 1929 , they were replaced by structurally modified ones. A pivot was designed to be longitudinally displaceable, the two bogies were connected with a cross coupling . The stems were firmly seated on the bogies.
The drive axles were driven by four pin-bearing drives with straight-toothed countershafts and a spring-loaded large wheel. The disadvantage was that half of their mass was supported by the traction motors unsprung on the driving axles and were exposed to violent shocks at high speeds. To supply the traction motors with cooling air, double fans were installed that sucked in the air from the engine room. The engines these were ten-pin AC - series motors with commutating poles .
The locomotive body was built on a sturdy bridge frame, which was supported on the bogies via three sliding sockets. One of the sliding pans was adjustable to balance the masses. The locomotive body itself was made of sheet steel and a steel profile frame . It had two engine room passages and the roof hood was removable over the main transformer.
Two pantographs of type SBS 9 with double bell insulators were used to collect the current. The main oil switch had a breaking capacity of 1000 MVA. The main transformer was cooled by a fan. The air was sucked in from the engine room and released through the roof structure. The transformer itself was an oil-cooled jacket transformer with a horizontal sheet metal body and upright disc windings in an economy circuit. The high-voltage current transformer, two triple chokes and the equalizing transformer for the control were located in an oil boiler. A voltage of 0 to 697 V was available for the motor circuit, the auxiliary units were fed with 204 and the train heating with 833 or 1020 volts.
It was controlled by electromagnetic contactors with 21 continuous speed levels. The drive switch was designed as a horizontally rotatable handwheel, the switching angle for each speed step was 180 °. The direction of travel was changed using an electropneumatic reverser with a common drive for all drive motors.
commitment
The requirements profile of the Reichsbahn envisaged the transport of 600 t express trains at 95 km / h and 500 t passenger trains at 45 km / h on the Magdeburg – Halle route . During the first test drives in November 1927, the smoothness of the locomotive was convincing. By the end of the year, 4604 km had been covered.
After the main transformer was damaged during a test run on February 5, 1928, the locomotive could only be used in scheduled service from May 10 of the following year. The locomotive was used by the Leipzig Hbf West depot, which mainly used it between Leipzig and Magdeburg in front of passenger trains. In October 1928, measurement drives were carried out by the Reichsbahnzentralamt. The required services were provided.
After a few minor problems, at the end of 1929 - after driving 100,000 kilometers - the driving behavior deteriorated significantly, especially at higher speeds, because the bearings of the bogie couplings were worn out and the wheel sets showed too much lateral mobility. The ability to drive could be restored by repairing the reset devices for the Bissel frames.
In October 1930, the locomotive was transferred to the railway depot in Breslau Freiburger Bahnhof in exchange for an E 17 to be tested in the mountain service , where it was used for passenger trains to Görlitz . Here she achieved a monthly mileage of 12,454 km. Due to the curved route and the increased use, the problems already observed in Leipzig increased, which ultimately prevented a follow-up order. A built-in spring buffer between the bogies was used to improve the running characteristics on straight lines. Above all, the unsprung mounted traction motors were exposed to strong shocks at speeds over 80 km / h and the tracks were also subjected to correspondingly high loads.
Since the future generation of electric express train locomotives ordered in 1933 was to have the series designation E 18 , the E 18 01 1934 was renamed "E 15 01". The locomotive had meanwhile returned to Leipzig and was subsequently used initially from here and later from the Halle P depot . With the reparation payments , the damaged locomotive ended up in the USSR in 1946 . It returned on November 21, 1952 and was initially parked in Magdeburg-Buckau , later in Raw Dessau as a damaging locomotive until it was decommissioned on February 28, 1961 and dismantled by July 31, 1962.
literature
- Horst J. Obermayer: Paperback German electric locomotives . Franckh'sche Verlagshandlung, Stuttgart 1970; ISBN 3-440-03754-1 .
- Bäzold, Fiebig: Eisenbahn-Fahrzeug-Archiv 4, Electric Locomotives of German Railways . Alba-Verlag, Düsseldorf / Transpress Verlag, Berlin 1984; ISBN 3-87094-106-5 .