Diesel Klose Sulzer thermal locomotive
| Diesel Klose Sulzer thermal locomotive | |
|---|---|
 Illustration: Schweizerische Bauzeitung from November 29, 1913
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| Number: | 1 |
| Manufacturer: |
Borsig (frame, body) Sulzer (engine) |
| Year of construction (s): | 1912 |
| Retirement: | after 1914 |
| Axis formula : | 2'B2 ' |
| Length over buffers: | 16 600 mm |
| Service mass: | 95.0 t |
| Wheel set mass : | 16.0 t |
| Top speed: | 100 km / h |
| Installed capacity: | 883 kW |
| Starting tractive effort: | 30 kN |
| Performance indicator: | 9.3 kW / t |
| Motor type: | Sulzer two-stroke crude oil engine 4LV38 |
| Motor type: | V4 |
| Rated speed: | 304 |
| Power transmission: | direct mechanical |
| Number of traction motors: | 1 |
| Drive: | directly |
| Locomotive brake: | Westinghouse - air brake |
The diesel Klose Sulzer thermal locomotive is the first large diesel locomotive in the world , built in 1912 . After a year of trial operation, the testing of the locomotive was stopped at the beginning of the First World War . Due to the defects that became apparent in operation, there was no longer any regular use.
history
After diesel engines had been successfully introduced on ships , locomotives were to represent a new field of application. For this purpose, the Society for Thermal Locomotives, Diesel-Klose-Sulzer GmbH (GFTL) was founded in 1906 by Rudolf Diesel , Adolf Klose and the Sulzer brothers . For the locomotive planned by the company, they received from the administration of the Prussian-Hessian Railway Association the acceptance of a diesel locomotive, if this proves itself for a year.
The Winterthur company Sulzer supplied the engines for the locomotive, which was built by Borsig in Berlin according to plans by Adolf Klose under construction number 7409/1910. The locomotive was completed on September 11, 1912. During the first test drives between Winterthur and Romanshorn it turned out that the vehicle's cooling system was too small. After making appropriate changes, further tests were carried out in the vicinity of Winterthur from March 1913. From March 31 to April 4, 1913, the transfer took place via Basel , Strasbourg , Worms and Nordhausen to Berlin. The diesel locomotive was placed on a freight train . At times the diesel locomotive carried the entire train.
Constructive features
The frame consisted of a box-shaped sheet metal construction with transverse reinforcements through the motor housing. On top of it sat a box made of sheet steel and profiles. The driver's cabs were at the ends of the vehicle . The coupled wheel sets were supported in the frame with leaf springs . The frame, for its part, was supported by sliding plates and leaf springs on the front and rear, two-axle and laterally movable running bogies.
The main engine was a four-cylinder V two-stroke diesel unit 4LV38 that was installed transversely to the vehicle's longitudinal axis. It had a displacement of 249,500 cm³ ( bore diameter 38 cm × stroke 55 cm) and a nominal output of 1200 PS (883 kW ) at 304 / min (other sources call 1000 PS continuous and 1600 PS peak output and a nominal speed of 314 / min). According to the offer, the locomotive was to carry a train weighing 200 tons at a speed of 90 km / h on the plain.
It started up with compressed air between 2.5 and 12 bar from cylinder batteries directly into the combustion chambers of the main engine up to a speed of 8 to 10 km / h, after which the engine was switched to combustion. The speed at the nominal speed of 304 / min was 100 km / h, although higher speeds were also achieved during the test drives. The power was transmitted directly to the coupled gear sets by means of a jackshaft . The direction of rotation of the main motor could be reversed, so that the locomotive could run in both directions with the same power.
A two-cylinder two-stroke crude oil engine with 52,600 cm³ (bore diameter 30.5 cm × stroke 36 cm) and 250 HP (184 kW) for the energy and compressed air supply with the main engine stopped was installed as an auxiliary unit. With compressors on both the main and the auxiliary engine, compressed air was generated and stored at up to 70 bar. Even while driving, if necessary, e.g. B. when accelerating quickly or on inclines, compressed air can be used for the drive power.
The final version of the cooling system consisted of a honeycomb cooler and evaporative cooler above the driver's cab. The locomotive had an oil-fired boiler to heat passenger coaches.
Trial operation in Berlin-Grunewald
The vehicle was subjected to the first test drives on the Winterthur – Romanshorn route in September 1912 and taken over for test operation in Berlin-Grunewald in March 1913 .
The test runs were only carried out with a maximum tensile load of 200 t because it was feared that the main line railway line would be blocked in the event of a failure due to higher loads. At the beginning of the test drives an axle shaft broke, whereupon the test was interrupted for six months. Another problem that turned out to be when it was used in passenger train operations was that the required compressed air could not be replenished quickly enough in the case of short-term successive start-ups. The locomotive then inevitably stood still until the compressed air supply of the cylinder battery was adequately replenished by the auxiliary diesel. It was also found to be disadvantageous that the compressed air fed in when starting up relaxed in the cylinders and thereby cooled. This, in turn, led to the engine's reduced ability to self-ignite, as well as stressful undercooling of the cylinder walls. Damage to connecting rods or cylinder covers occurred regularly. In addition, the locomotive was considered to be fuel-intensive and loud. After the crack of an engine cylinder in the summer of 1914 and the First World War, which broke out at the same time, testing was ended.
The direct drive of the driving axles with a diesel engine without clutch and gearbox thus proved to be inadequate for rail operations, even when an auxiliary motor with a compressed air compressor was connected upstream. In the years that followed, Sulzer developed and optimized diesel engine drives for rail vehicles , especially in the direction of diesel-electric drives . The thermal locomotive was therefore conceptually outdated after the end of the war and was scrapped in Tegel at the end of 1920.
The next, this time successful, approach for a large diesel locomotive resulted in 1924 with the construction of the SŽD series Ээл2 at the Esslingen machine factory for the Soviet railways .
literature
- Wolfgang Glatte: German Locomotive Archive: Diesel Locomotives . 4th edition. transpress, Berlin 1993, ISBN 3-344-70767-1 .
- P. Ostertag: The first thermal locomotive . In: Schweizerische Bauzeitung . tape 62 , no. 22 , 1913, doi : 10.5169 / seals-30819 ( e-periodica.ch [PDF; 4.2 MB ]).
- Andreas Wagner, Dieter Bäzold, Rainer Zschech, Ralph Lüderitz: Locomotive Archive Prussia 4 . 1st edition. transpress, Berlin 1991, ISBN 3-344-70705-1 .
- Klose Sulzer diesel thermal locomotive. In: Prussia Report. Volume 9, Hermann Merker, Fürstenfeldbruck 1996, ISBN 3-922404-84-7 , p. 40.
- "Thermolokomotiven" from the lecture by Professor Lomonossoff , script in: Die Eisenbahntechnische Tagung (September 22-27, 1924). In: Polytechnisches Journal . 339, 1924, pp. 189-196.
Web links
Individual evidence
- ↑ a b c d Walther Fischer: Klose, Adolph. In: New German Biography (NDB). Volume 12, Duncker & Humblot, Berlin 1980, ISBN 3-428-00193-1 , pp. 121-123 ( digitized version ).
- ↑ a b c d Klose-Sulzer-Diesel-Thermolokomotive in: Preußen Report, Volume 9, Hermann Merker, Fürstenfeldbruck 1996, ISBN 3-922404-84-7 , p. 40.
- ↑ Transport magazine 08/08 April 25, 2008 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
