DR V 140 001
| DR V 140 001 | |
|---|---|
 German museum
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| Numbering: | DR V 140 001 |
| Number: | 1 |
| Manufacturer: |
Krauss-Maffei with the assistance of: Voith (hyd. Gear), MAN |
| Year of construction (s): | 1935 |
| Retirement: | October 13, 1953 |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,400 mm |
| Height: | 4,117 mm (total height) |
| Total wheelbase: | 10,000 mm |
| Service mass: | 83 t |
| Friction mass: | 51.7 t |
| Wheel set mass : | 17.2 t |
| Top speed: | 100 km / h |
| Installed capacity: | 1030 kW / 1400 PS |
| Starting tractive effort: | 140 kN |
| Driving wheel diameter: | 1,400 mm |
| Impeller diameter: | 850 mm |
| Motor type: | 1 × MAN W 8 V 30/38 |
| Motor type: | 1 × 8-cylinder four-stroke diesel engine with charging |
| Rated speed: | 700 min -1 |
| Power transmission: | hydrodynamic |
| Tank capacity: | 1,500 l |
| Control: | Simple control |
The V 140 001 (until 1936: V 16 101 ) is a diesel locomotive of the Deutsche Reichsbahn (DR). It was the first diesel locomotive with hydraulic power transmission, in which an output of over 1000 kW was transmitted. The locomotive has been preserved and is now in the Freilassing locomotive world .
history
After Juri Wladimirowitsch Lomonossow had set the task for the construction of the SŽD series Ээл2 , the Deutsche Reichsbahn wanted to build diesel locomotives with a higher output. The new locomotive was to carry freight trains on branch lines and mixed trains on main lines in order to be able to do without the treatment systems of steam locomotives . With the technology at the time, a diesel-electric locomotive would have become too heavy for the intended purpose . Many other types of construction at the time, such as diesel locomotives with direct ( Diesel-Klose-Sulzer thermal locomotive ) or pneumatic drive ( DR V 120 001 ) failed during the test. Locomotives with hydrostatic transmission were too low in performance. However, the hydrodynamic drive with a fluid transmission of the Föttinger design promised success . From 1932 the Voith company in Heidenheim had built such hydrodynamic transmissions for railcars and small locomotives , which had proven themselves very well. What was new was the transmission of a higher, unprecedented power of over 1000 kW. Against this background, in 1934 the DR awarded the contract to develop a new hydraulic diesel locomotive with the following requirements: The locomotive should
- Transporting goods trains of 500 tons on slopes 1: 100 at 30 km / h,
- Drive 100 km / h top speed,
- be remotely controlled in push- pull operation,
- have transition doors on the end walls for light freight trains for express general cargo and
- can supply the train lighting with electrical energy .
The central Reichsbahn office in Munich, with the participation of Krauss-Maffei , Voith and MAN, designed this locomotive based on these specifications . After only eight months of construction, the locomotive was completed in 1935 to the point that it could be presented as an exhibition piece to celebrate 100 years of the German Railways . After the final completion, their thorough testing began, which was positive. It was originally intended to be called V16 101 , but according to the numbering regulations that came into force in 1930, it was given the name V 140 001 . During cross-country journeys it was shown that it was equal to the BR 38.10-40 . The tensile forces in the clutch area matched those of the comparison machine, in the converter area it was slightly worse. Teething troubles were eliminated; it turned out that the cooling of certain lubricating oil circuits was not necessary. The shift for the reversing gear was also not ideally solved. Otherwise she fulfilled the demands placed on her; as the first locomotive with a hydrodynamic drive of greater power, it was shown at the Paris World Exhibition in 1937 , where it received the Grand Prix . The Reichsbahn used them in the Munich area for branch and push-pull trains . During the Second World War , the locomotive had to be shut down due to a lack of fuel. It was damaged several times by bombs . In the post-war period it was repaired and later even used by the Deutsche Bundesbahn for passenger trains. It was stationed in the Frankfurt-Griesheim depot . On October 13, 1953, after a total mileage of 130,500 km, it was retired because there were no more spare parts for this one-off item . The DB also already had the first examples of the more modern V 80 .
Nevertheless, the construction of the V 140 was trend-setting for all other diesel-hydraulic locomotives, which led to the decision to keep it. From 1953 to 1978 she came to the Technical University of Karlsruhe as a teaching and study object. Then it came to the railway vehicle collection of the Deutsches Museum in Munich, to which it still belongs today because of its importance as the world's first hydraulic diesel locomotive built for open-air service. Since 2006 it has been on view with other exhibits from the Deutsches Museum in the Lokwelt Freilassing . Bahn TV made a film report about the relocation of the museum pieces from Munich to Freilassing with the title A museum is moving . The V 140 001 is also shown.
technical description
The structure of the locomotive is a frame locomotive with a closed locomotive body, just like many other locomotives had at the time.
The inner frame is made of welded construction and consists of two frame cheeks with a thickness of 25 mm, which are stiffened by the buffer beams and various other cross members. It is cushioned from the drive via leaf springs. Between the driving axles, these are connected to one another by compensating levers. The primary cushioning is also done by leaf springs, they are placed above the axle bearings. All bearings of the driving and running axles are designed as plain bearings . The running axes are Bissel axes . The two end driver's cabs have side steps and transition doors with bridges in the front for the transition to the cars. The engine room in between can be reached via folding doors. To remove the main units, the roof could be removed from the locomotive body. The side walls placed there in the area of the cooler and the boiler could also be removed from the locomotive body.
The machine system consists of a main diesel engine from MAN of the type W 8 V 30/38 and the fluid transmission JJg 2 M from Voith . The diesel engine is an eight-cylinder four-stroke engine which, with the help of a turbocharger, delivered a rated output of 1,030 kW / 1,400 hp at 700 rpm . The fluid transmission consists of a torque converter and two fluid couplings . After a reduction gear and then a reversing gear , the torque was transmitted to the axles via a jackshaft . This sits behind the three driving axles and is connected to them by connecting rods. An auxiliary engine type WV 15/18, also from MAN, which was throttled to an output of 88 kW / 110 PS, operated a generator for the power supply of the train lighting with 220 V. A steam boiler from Krauss-Maffei was installed for the train heating was fired with oil. A single- release Knorr compressed air brake was used as the brake , whereby the fluid flow transmission could be used as an additional brake . The locomotive is equipped with a triple headlights , a compressed air whistle and a bell .
The locomotive was equipped with an electrical system of 24 V DC . For push-pull operation , the locomotive, connected by a control cable, could be controlled from the control car . It only had to be manned by a guard to monitor the boiler during the heating season. The diesel engine was controlled in ten speed levels by filling regulation. The ten-stage travel switch controlled solenoid valves , the control air of which was influenced by a pneumatic actuator. The control unit set the required fuel injection quantity. The reversing gear was also reversed electro- pneumatically. It could only be reversed when the drive switch was set to 0 . The other way around, the locomotive could not start if the reversing gear was not in the end position, which was secured by end contacts and spring force.
literature
- Matthias Maier, Frank Heilmann, Rüdiger Block: Diesel locomotives of German railways. Technical developments. The series . Alba, Düsseldorf 1997, ISBN 3-87094-155-3 .
- Dr. Stefan Vockrodt: Railway History No. 73 - A German Alternative . DGEG Medien GmbH, Hövelhof 2015, ISSN 1611-6283 .
- Wolfgang Glatte: German Locomotive Archive: Diesel Locomotives . 4th edition. transpress, Berlin 1993, ISBN 3-344-70767-1 .
- Wolfgang Glatte The very first of its kind , in: Lok-Magazin 4/2002, GeraNova-Zeitschriftenverlag, ISSN 0458-1822 ; 04581822, pp. 58-62
Web links
- Page to V 140
- Mention of the locomotive
- Representation of different types of locomotives as model versions
- V 140 001 1938 at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Photo of the locomotive in the Freilassing Lokwelt at www.bahnbilder.de
- ↑ a b c d Wolfgang Glatte The very first of its kind in LokMagazin 4/2002, GeraNova-Zeitschriftenverlag, ISSN 0458-1822 ; Pp. 58-62
- ↑ a b c Glatte / Reinhardt Diesel Locomotive Archive , transpress-Verlag Berlin, 1993, ISBN 3-344-70767-1 , description of the V 140
