DR E 44 2001
| E 44 2001 to 1938 E 44 201 DR series E 44 2 |
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 E 44 2001
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| Numbering: | DR E 44 2001, until 1938: DR E 44 201 |
| Number: | 1 |
| Manufacturer: | BEW , BMAG |
| Year of construction (s): | 1930 |
| Retirement: | 1949 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,500 mm |
| Total wheelbase: | 9,200 mm |
| Service mass: | 82.5 t |
| Friction mass: | 82.5 t |
| Wheel set mass : | 20.6 t |
| Top speed: | 80 km / h |
| Hourly output : | 2,200 kW |
| Continuous output : | 1,760 kW |
| Starting tractive effort: | 255 kN |
| Performance indicator: | 26.7 kW / t |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 15 kV, 16 2/3 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Pawbearing drive |
| Type of speed switch: | Cam switch with fine adjuster |
| Locomotive brake: | Compressed air brake Kzbr |
The Series E 44 2 of the German National Railroad was an electrical test locomotive for freight and passenger service . It was given the number E 44 201. From 1938 it was numbered E 44 2001, while maintaining the series designation E 44 2 .
history
The Bo'Bo 'locomotive designed by Bergmann Elektrizitätswerke (BEW) and Berliner Maschinenbau AG (BMAG) in 1929 was a further development of the E 75 series . The locomotive was completed in June 1930. The machine was designed for a top speed of 80 km / h so that it could be used in both passenger and express freight train services. Compared to the E 75, the hourly output was 320 kW higher, while the electrical equipment was 30% lighter. The locomotive was put into service by the DR on December 22, 1930 at the Magdeburg-Rothensee depot without prior testing . Until the spring of 1931 she was used there in regular train service and achieved a high mileage. After a repair in RAW Lauban , the locomotive has now been moved to the Wroclaw Reich Railway Directorate . In May 1931, it carried a 1,850-t train between Breslau and Königszelt at an 8.9 ‰ gradient. There were no problems with that. The machine did not have any problems with frequent starts either. The heating of the main transformer and traction motors remained within the permissible tolerances. Further tests on a 20 ‰ gradient with 576 t and on a 10 ‰ gradient with 900 t in the curved track and 1076 t in the straight were successful. Since 1932 it has been part of the Hirschberg depot . Here it was also given the number E 44 201 and the series designation E 44 2 .
In regular operation, however, weak points were found on some components and constructional inconsistencies, such as the poor distribution of the axle travel mass. The reason for this was the insufficient development time. Therefore, the DR rated the locomotive negatively. However, improvements such as the cooling system, fine adjustment control and mass balancing could no longer influence the decision in favor of the locomotive. Although the procurement costs were very low at 275,000 RM , there was no procurement of further locomotives of this series, also because BEW stopped building locomotives. The experience flowed into the construction of the series version of the E 44 series .
When used on the mountain routes, the transformer temperatures were too high and the wear on the combined contactors for changing the direction of travel and engine shutdown increased. In January 1934 the E 44 201 was relocated to the Freilassing depot. It was stationed there until 1943, only interrupted by its home at the Munich Central Station from May 1939 to May 1941. In 1938 the locomotive was renamed E 44 2001 to free up the number E 44 201 for the planned acquisition of further E 44s . By 1943, the E 44 in 2001 only had a total mileage of 303,000 km, as it had only been in shunting service since mid-1942. With the delivery of another E 44 to the Freilassing depot, E 44 was delivered to Munich East in 2001. Here, too, it was only used as a shunting locomotive. Repaired again in 1944, it had to be parked damaged in February 1945. After that it didn't get going again and was finally retired in 1949.
technical features
Mechanical part
The locomotive was one-piece and had the Bo'Bo ' wheel arrangement, which means it had two bogies with two axles each, each of which was driven separately. The axles were each driven by a double-sided straight-toothed gearbox with a spring-loaded large wheel. The bogies were external frame constructions. The frame cheeks were 23 mm thick. The buffer girders and pivot bearings were cast steel cross members. The pivot pins could move up to 15 mm to each side, and they had return leaf springs. The main frame was built as a bridge frame with two 20 mm thick recessed sheet steel main girders. The support was carried out with the help of eight support pins on the suspension springs of the axle bearings . Each support pin consisted of a spring and a shock absorber. They worked as an axle travel mass compensation when starting. The locomotive body was designed as a steel sheet-clad profile steel frame. It was welded and had two stems. The front porch contained the air compressor, the rear the main air reservoir and a converter . The engine room was equipped with two passages. The three-part removable roof of the locomotive contained ventilation openings for the cooling air. There were five windows on each side of the locomotive body , two of which were sliding windows.
The braking device consisted of a compressed air brake Kzbr, air compressor and main air reservoir. The compressor was able to deliver 90 m³ / h of compressed air at a pressure of 8 bar. The compressed air brake acted on all wheels on one side. There was also a spindle handbrake .
The locomotive had a total of three double fans for the two traction motors of each bogie and the main transformer as auxiliary equipment. The fresh air was sucked in via closed channels through the side suction openings in the roof. The sand spreading device acted either on the wheels of the leading axle or on all axles at the same time. The locomotive had a hand air pump for lifting the pantograph for the first time.
Electrical part
The main transformer was an externally ventilated dry-type transformer. The secondary side had 13 taps for the motor circuit with voltages from 78 to 419 volts. Furthermore, two for the control and the auxiliary systems, as well as three additional for the train heating device. In 1938 it was converted to 16 taps.
On each roof there was a pantograph of type SBS 10, which was connected to the main switch with 100 MVA breaking capacity via the roof line . An overvoltage protection choke was installed in between.
The control took place via a cam switch, which was operated by an electromagnetically controlled compressed air servo motor. It had a commutator fine adjuster and an additional transformer. Twelve continuous speed levels could be selected. The rear derailleur was designed for multiple traction. There were two electropneumatic contactors per drive motor for changing the direction of travel. These also served to switch off the traction motors.
The E 44 2001 was equipped with four externally ventilated, compensated AC series motors with reversing poles in a welded housing. The motors were designed as pin bearing drives . In order to save switchgear, the field winding was split so that only one part of the winding was live depending on the direction of travel. The three double fans were switched on manually or forcibly from speed level four. The locomotive lighting was implemented using a 24 V DC voltage converter with a parallel 52 ampere-hour battery. A safety driving circuit was also available.
Web links
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive Part 4: Electric locomotive archive . 6th edition, Transpress Verlag, Berlin 1987; ISBN 3-344-00173-6