Standard electric locomotive

As a unit locomotives were by the German Federal Railways as part of the unit locomotive program s after the Second World War procured electric locomotives called. They included the former series E 10 , E 40 , E 41 and E 50 , which were managed as the series 110, 140, 141 and 150 as well as the variants thereof derived from the 1968th The aim of the construction program was to return to electric train transport with modern locomotives after the war . For cost reasons, as many components as possible should be interchangeable among the locomotives, which is why they are referred to as standard locomotives (also based on the standard steam locomotives of the Deutsche Reichsbahn). Since the last vehicles delivered have now reached an age of more than 40 years, most of the standard locomotives have been retired, and the 141 and 150 series have already been completed.

Standard locomotives in the Bebra depot (1993)

development

E40 128 and E50 091 at a vehicle parade of the DB Museum in Koblenz - Lützel , a branch of the Transport Museum in Nuremberg

E 10 121 in Nuremberg

The catenary network of the Federal Railroad was badly damaged after the war, but unlike the network of the Deutsche Reichsbahn in the GDR, it was not dismantled as a reparation payment . As early as 1946 it was possible to drive electrically again in southern Germany (there were no overhead lines in the north). The pre-war series that had survived the war were initially sufficient for this. In addition, some electric locomotives were built from semi-finished components that were in the works at the end of the war. In 1950, the responsible technical committee of the Federal Railroad decided that two basic types should be procured as part of the expansion of the electrical network: a six-axle locomotive for freight trains based on the E 94 series and a multi-purpose locomotive that should be loosely based on the E 44 series . The driver's cabs should be built in such a way that the train drivers could do their work while sitting. With all previous series, they had to drive standing up to increase awareness, which made the job of a train driver a strenuous job. The most common occupational disease was worn knee joints . In the meantime, however, it was possible to secure the driver's attention by technical means via the Sifa .

The multi-purpose locomotive was initially given the working title E 46, but was renamed the E 10 class after it was formally an express train locomotive by increasing the required maximum speed . From 1952 onwards, all well-known locomotive factories in Germany initially supplied a total of five test locomotives of the E 10.0 series, in which the requirements of the Federal Railway Central Office and their own ideas were realized. The test program showed that two types of electric locomotives would not be sufficient to meet all performance requirements. The revised type program now contained the express train locomotive E 10, which could be converted to the class E 40 freight locomotive by changing the gearbox , the local locomotive class E 41 and the heavy six-axle class E 50 locomotive for freight transport . In addition, an E 01 express locomotive was also considered, but this was discarded because the route network did not allow high speeds at that time and the E 10 was considered sufficient as an express locomotive. The design decision was made to use the rubber ring spring drive from Siemens-Schuckert-Werke / SSW in all locomotives in the standard locomotive program , as it had proven itself above average in the E 10.0 equipped with it. Only the first series of the E 50 still received the traditional claw bearing drive , as the SSW drive was not yet trusted to bring such high performance to the rails without excessive wear - after these worries proved to be unfounded, the following E 50s also received the Rubber ring spring drive.

construction

All locomotives in the standard locomotive program follow uniform principles of construction . The bogies are welded box constructions with pivot pins. In the case of the E 50, these are three-axis with asymmetrical arrangement of the axes , otherwise two-axis. The locomotive bodies, which are also welded, differ essentially only in their length and the arrangement of side windows and ventilation grilles. The class 110.3 uses the locomotive body of the E 10.12 with a more protruding face , also known as the " crease " box. The frame is supported by coil springs and rubber elements on the bogies. Flexicoil suspension has also been tested in some locomotives .

All locomotives have an indirectly -acting Knorr- type compressed air brake with high braking (at high speeds the brakes are automatically stronger) and a direct-acting additional brake for maneuvering. The brake pads of the E 40 are smaller than those of the E 10. The 110 derivatives and the 150 series also have an externally excited electrical resistance brake coupled with the compressed air brake. The heat generated during electrical braking is dissipated via roof ventilators.

The electrical part of the locomotives begins on the roof with the scissor pantographs type DBS 54a, followed by the obligatory roof separators, the compressed air main switch and high voltage converter for monitoring the contact wire voltage. The transformers have a similar structure for all types, but their performance is different. Generally speaking, these are three- legged transformers with oil cooling . The switchgear with 28 speed steps is connected to the transformer. The control is carried out as a follow-up control (the engine driver selects the speed step and the switching mechanism starts this independently) with load switches, manual control (via crank and shaft) is possible in emergency mode. Many locomotives of the BR 110, BR 140 and BR 150 had / have thyristor load switches. The 141 series used as a single series, a low voltage - derailleur with round voter and pneumatic actuator. The follow-up control has been reduced to an up-down control over time.

The types of traction motors also differ between the series, due to the different performance requirements. The 110 and 140 use 14-pole motors of the type WB 372 with 925 kW hourly output, as they were later also used in the 111 and 151 series . The motors of the 141 series were developed from those of the ET 30 series electric multiple unit, they are ten-pole and have the designation ABM 6651. The 150 series motors are much weaker with an hourly output of only 750 kW and are called EKB 760. They are technical from the AEG engines used in the E 94.

The safety devices in the driver's cab of all locomotives have mechanical or electronic safety driving controls , punctual train control (now in accordance with the new regulations with the software version of PZB 90) and train radio devices. The computers of the electronic book timetable EBuLa and the door blocking from 0 km / h ( TB0 ), which is now also mandatory for locomotives in passenger traffic, are still quite new . A few locomotives of all series were equipped with computers from the control system CIR-ELKE ( LZB ) on a trial basis .

Standard locomotives at European level

Standardization and new possibilities of technology have meant that electric locomotives now available in the same design ground-administrative - and across countries can be used. This was done for the first time with the Bombardier TRAXX type families from Adtranz / Bombardier and the EuroSprintern from Siemens / Krauss-Maffei .

See also

For further information on the individual series see

• DB class E 10/110
  • with DB class 112 (high-speed locomotives on high-speed and standard bogies)
  • with DB class 113 (former express locomotives on high-speed bogies)
  • with DB class 114 (former express locomotives on standard bogies)
  • with DB class 115 (redrawn DB class 110 for motorail traffic)
• DB class E 40/140
  • with DB series 139 (with electric brake, partly converted DB series 110)
• DB class E 41/141
• DB class E 50/150

and list of the series .

literature

• Anton Joachimsthaler : The electrical standard locomotives of the Deutsche Bundesbahn . GDL , Frankfurt / Main, 3rd edition 1969.
• F. Moritz: Class 110. In the driver's cab . In: LOK MAGAZINE . No. 252, Volume 41, GeraNova Zeitschriftenverlag, Munich 2002, pp. 49–51, ISSN  0458-1822 .
• Andreas Ruhe: Series 141 / E-brake. In the driver's cab . In: LOK MAGAZINE . No. 254, Volume 41, GeraNova Zeitschriftenverlag, Munich 2002, pp. 50–53, ISSN  0458-1822 .
• Norman Kampmann: The 150 abdicates. Farewell to the big six-axle vehicles . In: LOK MAGAZINE . No. 259, Volume 42, GeraNova Zeitschriftenverlag, Munich 2003, pp. 56–59, ISSN  0458-1822 .
• Horst J. Obermayer: Paperback German electric locomotives . Franck Verlag, 1979.