EH 101 ... 165

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EH 101 ... 165
EH 159 in the museum station in Oberhausen
EH 159 in the museum station in Oberhausen
Numbering: EH 101-103, 107-165
Number: 62
Manufacturer: Young
Year of construction (s): 1955-1971
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 12,026 mm
Height: 3,650 mm
Width: 2,950 mm
Trunnion Distance: 5,130 mm
Bogie axle base: 3,050 mm
Total wheelbase: 8,180 mm
Smallest bef. Radius: 100 m
Service mass: 80,000 kg
Friction mass: 80,000 kg
Wheel set mass : 20,000 kg
Top speed: 45 km / h
Traction power: originally 162 kW (220 PS),
after conversion 375 kW (510 PS)
Hourly output : 4 × 148 kW
Starting tractive effort: 264 kN
Driving wheel diameter: 1,000 mm
Motor type: Originally KHD A12L 614,
after conversion CAT 3408
Motor type: Originally twelve-cylinder two-stroke diesel engine,
after conversion twelve-cylinder four-stroke diesel engine
Rated speed: originally 2,000 / min,
after conversion 2,100 / min
Power transmission: electric
Power system : 600 V =
Power transmission: Overhead line
Number of traction motors: 4th
Brake: Indirect brake type Knorr,
resistance
brake , hand brake
Hybrid locomotive for combined engine / overhead line operation

The EH 101 ... 165 series is the name given to four-axle industrial locomotives from the Jung locomotive factory , 62 of which were manufactured as the Jung ED series between 1955 and 1971 and used in heavy shunting and factory traffic on railways and ports .

The series was a hybrid locomotive for combined drive as an electric locomotive and with a diesel-electric drive . They were in use until the early 2000s. Seven locomotives have been preserved as museum or monument locomotives.

history

In order to be able to move heavy freight trains on their 600 V DC electrified network and to perform shunting trips on non-electrified route sections, the railways and ports needed robust and heavy industrial locomotives with hybrid drives . When choosing the type of hybrid drive, a combination of overhead contact line and diesel-electric drive was used. That is why the railways and ports decided to order a locomotive for overhead line and diesel engine propulsion.

In 1955, the Jung and Krauss-Maffei locomotive factories each delivered three test locomotives. The requirements for the supplier were as follows:

  • very strong frame for the unproblematic absorption of loads from side or frontal collisions,
  • Central driver's cab with two diagonally arranged driver's cabs with excellent visibility,
  • good noise attenuation of the diesel engine as well
  • 80 t operating weight and as low as possible axle relief.

The locomotive from Jung impressed during the test drives. The manufacturer received the order to produce a total of 64 copies, which were delivered to 1971 with the designation EH 101-103 and 107-165 .

technology

The locomotives have two low stems for the electrical equipment or the diesel-electric drive and a driver's cab in the middle. The two pantographs were placed on the porches in order to maintain a sometimes very low headroom. The locomotives are very robust, the sheet metal for the main frame and the bogies are each 39 mm thick, the cab side walls and all other sheet metal are 20 mm thick. Since the required 80 t weight had not yet been achieved in this construction method, ballast weights also had to be installed. A rubber suspension was used for the running quality. The bogies are designed in a combined weld-screw construction to facilitate maintenance work during operation.

The machine equipment consisted of a direct current-direct current transmission with resistance control as well as a twelve-cylinder two-stroke diesel engine and a direct current generator . The diesel engine and generator are arranged on a common subframe; the diesel-electric drive was originally controlled electro-pneumatically. The traction motors are designed in a pawl bearing design and came from AEG . The locomotives were modernized several times in later years, which particularly affected the diesel-electric drive, the pantograph and the electrical control.

commitment

After more than 40 years in use, the railway and ports decided to switch to pure diesel operation. From this time on, hybrid locomotives were only used in shunting operations or as an operating reserve. The last locomotive was retired on March 14, 2013. Seven locomotives have been preserved as museum locomotives or as memorials.

First modernization

In the mid-1980s, the locomotives were overhauled at Henschel. The entire electrical system was replaced, the diesel-electric drive replaced and a new compressed air system installed. Furthermore, all locomotives were retrofitted with a radio remote control .

Second modernization

Since the KHD engines had reached the end of their useful life in 1991, they had to be replaced. Due to higher loads and longer journeys without overhead lines, more powerful engines were also required. This was solved with several engines from Caterpillar , the most powerful of which was a twelve-cylinder four-stroke diesel engine with an output of 510 hp. Externally, the conversion locomotives were recognizable by a significantly enlarged front end on the engine side. Since then, the locomotives have only had one single-arm pantograph on the E-section, it was equipped with a rocker with four contact strips.

literature

  • Stefan Lauscher / Gerhard Moll: Jung-Lokomotiven , EK-Verlag, Freiburg 2014, ISBN 978-3-88255-798-5 , pages 319–323

Web links

Individual evidence

  1. ↑ a b c d e f g Stefan Lauscher / Gerhard Moll: Jung-Lokomotiven , EK-Verlag, Freiburg 2014, ISBN 978-3-88255-798-5 , pages 319–323
  2. ↑ Data sheet about the Jung ED at www.rangierdiesel.de
  3. ↑ Photo of a converted locomotive on www.Bahnbilder