DR E 21 51
| DR series E 21.51 | |
|---|---|
 E 21 51
|
|
| Numbering: | E 21 51 |
| Manufacturer: | LHW , miner |
| Year of construction (s): | 1927 |
| Retirement: | 1966 |
| Axis formula : | 2'Do1 ' |
| Length over buffers: | 14,940 mm |
| Service mass: | 121.9 t |
| Wheel set mass : | 19.8 t |
| Top speed: | 110 km / h |
| Hourly output : | 3,500 kW |
| Continuous output : | 2,650 kW |
| Starting tractive effort: | 253 kN |
| Performance indicator: | 28.7 kW / t |
| Driving wheel diameter: | 1,400 mm |
| Impeller diameter: | 1,000 mm |
| Power system : | 15 kV 16 2/3 Hz ~ |
| Number of traction motors: | 8th |
| Drive: | Countershaft drive similar to SLM universal drive |
| Brake: | Air brake |
The E 21 51 is one of five electric locomotives with single-axle drive ordered by the then Deutsche Reichsbahn in 1924 , which was delivered in 1927/28 and came from LHW and BEW . In contrast to the other test locomotives supplied by the AEG ( E 21.0 ) and SSW ( E 15.0 and E 16.101 ), the E 21 51 had no traction motors between the wheel discs, but rather high-mounted traction motors similar to the SLM universal drive .
history
This locomotive was created as a conversion of the E 50.3 into a locomotive with single axle drive by the companies BEW and LHW . There are some ambiguities about the history of the locomotive, since an executing company, BEW , stopped its locomotive production during the global economic crisis . Of the test locomotives mentioned, it was the most powerful and cheapest test locomotive. During the test drives, it could not have a decisive influence on the test results for the best single-axle drive, as it suffered damage to the main transformer after approx. 10,000 km due to insufficient cooling capacity, and after a further 46,000 km, broken spokes on wheelsets and broken-off gears of the drive occurred . When the running characteristics were significantly better after this damage was repaired, the Deutsche Reichsbahn had already decided on the Kleinow spring pot drive of the DR series E 21.0 as a drive variant for future express train locomotives.
The locomotive was then used in the Silesian network in express train service until the first E 18 arrived at the Hirschberg depot in 1936 . Then she must have migrated to the passenger train service . It is known about the operational use of the locomotive that its performance was impressive. However, driving with the Bissel axle ahead showed unsatisfactory running characteristics, especially on poor track conditions, which led to a derailment in 1939. After an investigation in the locomotive testing office in Grunewald , there was increased damping of the Bissel axis . Further design proposals were aimed at a general change in the management of the locomotive, but these were no longer carried out due to the Second World War . The maximum speed of the locomotive was therefore reduced to 75 km / h.
It also came to the Soviet Union as reparations in 1946 . After their return in 1952 or 1953, it belonged to the inventory of the Deutsche Reichsbahn and was no longer repaired, but stayed until it was decommissioned in 1966 and dismantled in 1967.
technology
Of all the test locomotives with single-axle drive manufactured after 1925 , the E 21 51 had the greatest performance and the most pleasing design. With an hourly output of 3500 kW, the locomotive outperformed the E 18 , making it one of the most powerful German single-frame locomotives after the E 19 .
The frame was designed as an inner frame and consisted of two cheeks with 30 mm sheet metal thickness, which were stiffened by the buffer beams and various other cross stiffeners. The locomotive body was made as a profile steel construction and sheeted on the outside. There were three windows in the front. The end walls were made with a slightly trapezoidal floor plan and gave the locomotive its modern appearance. But she had the most interesting news in the drive; By raising the drive motors, the wheels could be moved together to achieve good arc travel. The outer drive axles were firmly mounted in the frame, the inner ones had a lateral displacement of +/- 25 mm. This gave the locomotive a fixed wheelbase of 5,100 mm and good arc travel. For this, the brake linkage had to be redesigned; it was released with a one-way jaw brake . The pivot of the bogie had a lateral deflection of +/- 100 mm, the Bissel wheel set at the other end of the locomotive +/- 90 mm. The entire engine room of the locomotive was occupied by the traction motors, so a high passage from driver's cab to driver's cab had to be created. This gave the locomotive with the high central hood another characteristic look. The drive consisted of a pair of double gears connected in a housing, similar to the SLM universal drive . Originally the large wheel was firmly shrunk onto the drive axle, the height compensation between the traction motors, which were firmly seated in the locomotive frame and the pinion wheel connected to the drive wheel, was taken over by articulated couplings. This variant was the cheaper one, but did not prove itself in operation. After the conversion, the large wheel sat on a hollow shaft that was placed around the drive axle. The height compensation was realized by means of articulated couplings between the hollow shaft and the drive axle.
The locomotive also had some noteworthy electrical details. The main transformer was designed as a dry-type transformer and was developed from that of the E 06 and E 50 locomotives . It had 16 taps for controlling the traction motors, two taps for the auxiliaries and one for supplying the electrical heating. Its output was 2,400 kVA and was somewhat underdimensioned for the powerful output of the traction motors. Due to the high arrangement of the traction motors, they could be made slightly longer and larger in diameter. This explains the significantly higher performance of the locomotive compared to the DR series E 21.0 . Two traction motors each, which were connected to the upper pinion with a clutch, were constantly connected in series . Each drive motor had its own fan unit, it sucked in the air from the engine room and used it to cool the elements of the collector . A special feature was the change in the direction of rotation, which pneumatically turned the drive motor brush rings. In the case of electric locomotives with single-axle drive , this form has remained unique.
literature
- Bäzold / Fiebig, Eisenbahn-Fahrzeug-Archiv 4, Electric Locomotives of German Railways , Alba-Verlag, Düsseldorf / Transpress Verlag, Berlin 1984; ISBN 3-87094-106-5
- Glanert / Borbe / Richter Reichsbahn electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 .
Web links
Individual evidence
- ↑ Glanert / boron / Judge Reichsbahn-electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 151
- ↑ a b c Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 179
- ↑ a b Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 181
- ↑ Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 176
- ↑ Glanert / boron / Judge Reichsbahn-electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 177
- ↑ a b Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 171