DR V 3602
| DR V 3602 | |
|---|---|
 Factory recording
|
|
| Numbering: | V 3602 |
| Number: | 1 |
| Manufacturer: | BMAG |
| Year of construction (s): | 1925 |
| Retirement: | circa 1929 |
| Axis formula : | 1'B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,200 mm |
| Total wheelbase: | 4,400 mm |
| Service mass: | 44 t |
| Friction mass: | 34 t |
| Wheel set mass : | 17 t |
| Top speed: | 40 km / h |
| Installed capacity: | 162 kW (220 PS) |
| Starting tractive effort: | 55 kN |
| Driving wheel diameter: | 1,250 mm |
| Impeller diameter: | 1,000 mm |
| Motor type: | WUMAG |
| Motor type: | 1 × 6-cylinder four-stroke diesel engine |
| Rated speed: | 450 min −1 |
| Power transmission: | hydrostatic |
| Tank capacity: | 600 l |
| Control: | Simple control |
The V 3602 of the Deutsche Reichsbahn (DR) was a test specimen produced in 1925 for a diesel locomotive with hydrostatic power transmission .
history
The locomotive was created for a performance group above the small locomotives and was intended for the transport of light passenger trains. Since the hydrodynamic drive was not yet ready for series production at the time , a solution with a hydrostatic drive was chosen as the power transmission, which at the time had already proven itself as a transmission element in various processing machines in the paper industry .
The characteristic curve of these transmissions suggested that they could also be used for continuously variable transmission for rail vehicles. While a B-coupled shunting locomotive with this drive was already presented at the Railway Technical Exhibition in Seddin , a diesel locomotive with the same power transmission but the 1'B wheel arrangement was built for the Deutsche Reichsbahn to test the hydrostatic drive . The main advantage over the diesel-mechanical power transmission was promised to be the complete separation of the drive motor from the driving axles, the absolutely jerk-free starting and the reversal of the direction of travel without stopping the locomotive.
The locomotive used a Schwartzkopff- Huwiler type gearbox , which was tested in numerous endurance tests at the Dresden University of Technology and which found an efficiency of 83%. After the locomotive had been extensively tested on the manufacturer's tracks, several test drives were carried out on the Scharmützelseebahn . The locomotive could be stopped in 10 to 15 s without using the pneumatic brake and the direction of travel could be changed immediately without stopping. No further test results are known from her. Probably the further operation of the locomotive could not be made profitable in terms of operating costs and maintenance expenses, because it was taken out of service after a short operating time.
technical description
The locomotive was a single frame locomotive. The riveted sheet metal frame had cutouts for the wheel sets and the jackshaft . It was designed as an inner frame; The buffer planks and various cross stiffeners gave it the necessary support. Leaf springs located below the axle box were used to cushion the frame. The superstructures were divided into three parts; the front, shorter structure hid the hydraulic pump and the rotary valve for the hydrostatic drive. This was followed by the driver's cab with a driver's desk in each direction of travel. The hydrostatic motor was housed underneath. The diesel engine, an auxiliary engine with the air compressor , a clutch and the cooling system were housed in the large rear porch . To ensure a good view of the route, the stems in front of the driver's cab windows were offset in height. As a brake, the vehicle had an indirectly acting compressed air brake , which was designed as a block brake and braked the drive wheels on one side.
The drive system consisted of a six-cylinder, four-stroke diesel engine with an output of 220 hp and hydrostatic power transmission based on the Schwartzkopff-Huwiler system . The diesel engine was a slow runner with only 450 min −1 and came from WUMAG in Görlitz . It was started with compressed air. The compressed air required for this was generated by an air compressor that was driven by an auxiliary motor. It drove the hydraulic pump via a switchable clutch, a shaft and a rigid clutch , from which the line led via a control slide to the radial piston motor , which drove the jackshaft via a gear transmission. In the Schwartzkopff-Huwiler system, load and speed regulation was carried out exclusively by actuating a regulating sleeve in the hydraulic pump. Stepless regulation was thus possible. The rotary valve in the pressure oil circuit controlled the direction of travel and could also be used as a motor brake for the locomotive if required.
Web links
- Website with developments by BMAG and mention of the development of the hydrostatic diesel locomotive
- Website about a two-axle Schwarzkopff-Huwiler locomotive
literature
- Wolfgang Glatte: German Locomotive Archive: Diesel Locomotives . 4th edition. transpress, Berlin 1993, ISBN 3-344-70767-1 .
- Hans-Dieter Häuber, Dierk Lawrenz: Schwartzkopff locomotives 1867-1945 , Steiger-Verlag Moers, ISBN 3-921564-75-1
Individual evidence
- ↑ a b c d e f Glatte / Reinhardt Diesel Locomotive Archive , transpress-Verlag Berlin, 1993, ISBN 3-344-70767-1 , description of the V 3602
- ↑ Description of the shunting locomotive with hydrostatic drive ( memento of the original dated November 23, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ A b Hans-Dieter Häuber, Dierk Lawrenz: Schwartzkopff-Lokomotiven 1867–1945 , Steiger-Verlag Moers, ISBN 3-921564-75-1 , page 60
- ↑ Hans-Dieter Häuber, Dierk Lawrenz: Schwartzkopff locomotives 1867-1945 , Steiger-Verlag Moers, ISBN 3-921564-75-1 , page 61
