Henschel DH 4000
| Henschel DH 4000 | |
|---|---|
 DH 4000 as 320 001 from HF Wiebe near Michendorf
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| Numbering: | DB: V 320 001 from 1968: 232 001 Hersfelder KB: V 30 TWE: V 320 SerFer: T2716 Wiebe: 320 001 |
| Number: | 1 |
| Manufacturer: | Henschel |
| Year of construction (s): | 1962 |
| Axis formula : | C'C ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 23,000 mm |
| Height: | 4,225 mm |
| Width: | 2,995 mm |
| Trunnion Distance: | 13,260 mm |
| Bogie axle base: | 4,350 mm (2,550 mm / 1,800 mm) |
| Total wheelbase: | 17,710 mm |
| Friction mass: | 121.4 t |
| Wheel set mass : | 20.9 t |
| Top speed: | DB: 160 km / h later: 120 km / h |
| Installed capacity: | 2 × 1,397 kW (1900 hp) |
| Starting tractive effort: | Max. 392 kN |
| Driving wheel diameter: | 1100 mm |
| Motor type: | 2 × MTU MB 16 V 652 TB 10 |
| Rated speed: | 1475 rpm |
| Power transmission: | hydraulic |
| Tank capacity: | Diesel fuel: 5,000 l |
| Brake: | Disc brake |
| Train heating: | DB: Steam later: none |
The Henschel DH 4000 is a diesel locomotive that was manufactured in 1962 by the Henschel company for its own account as a single copy. After successful trials, the Deutsche Bundesbahn (DB) rented the locomotive in September 1963 and put it in the V 320 series . This series of heavy diesel locomotives was already included in the diesel locomotive type plan from 1955 , but it was postponed by development.
At the DB, the V 320 001 was given the number 232 001 in 1968, so it was classified in the 232 series according to the DB's computer-compatible series scheme. Most recently, it was used until August 2015 with the designation 320 001 at the track construction company Wiebe, mostly in front of construction trains .
Based on the DH 4000 presented Henschel the SZD - series ТГ400 ago. However, no follow-up orders came from the Soviet Union , but from the PR China , which bought a total of 30 machines from three sub-series. Three of them are on display in the Beijing Transport Museum.
history
The Henschel company began development in 1956. The completion of the model was delayed until 1962 because the Deutsche Bundesbahn intended to electrify precisely those railway lines that would allow profitable use of the V 320 and thus the market opportunities for such a locomotive became increasingly difficult to assess.
The 1963 test at the Federal Railroad Central Office in Munich yielded excellent results. Speeds of up to 180 km / h were driven. At all speeds, the V 320 was characterized by its extremely smooth running. Nevertheless, the Bundesbahn ultimately refrained from procuring. Initially, the V 320 was used from the Hamm depot in front of heavy trains together with the V 300 . In 1964 she moved to the Kempten Depot and served on the Bavarian Allgäu Railway . It was badly damaged by a collision with a shunting locomotive in Kaufering station on May 10, 1967, and was parked for a long time to be repaired.
In 1974 it was returned to the manufacturer at the end of the rental period, where it was overhauled by 1975 and converted into a pure freight locomotive. She lost her train heating and the top speed was reduced from 160 km / h to 120 km / h.
In April 1976 it was sold to the Hersfelder Kreisbahn , where it had to move heavy potash trains. In February 1989 it was sold to the Teutoburg Forest Railway . There she had to transport heavy steel trains on the Hanekenfähr – Paderborn route. In 1992 it was parked in Lengerich (Westphalia) .
In 1994 it came to Italy, where it was overtaken by 1995. Then she was in the service of Servizi Ferroviari (SerFer), where she was used, among other things, on a connecting railway in Pordenone and in the Genoa-Voltri container port . In 1998 she bought the track construction company Wiebe .
On August 2, 2015, the locomotive in Donauwörth suffered an axle bearing damage. As a result, the grease on the axle in question caught fire, which is why the locomotive was shut down. After an examination of the chassis revealed further damage, Wiebe refused a repair, also because the approval period would have expired on May 28, 2016 anyway.
After the locomotive had been parked in the hall of the Wiebe company in Nienburg for some time, it was transferred to the Bombardier factory in Kassel on August 23, 2017. The locomotive should not be on public display there.
On July 29, 2020, the locomotive was transferred from Kassel to Eystrup by the EVU RailAdventure in order to be stored there again by the Wiebe company.
particularities
With six axles, two 1,600 hp engines (later two 1,900 hp) and a service weight of 126 tons, the V 320 was the largest and most powerful diesel locomotive series of the Deutsche Bundesbahn. The type of machine was intended for heavy express and freight train service on non-electrified main lines.
The designation V 320 comes from the 3,200 HP initially installed; in the DB's new series scheme it was given the "2" for diesel locomotives, followed again by the "32" for 3,200 HP.
Many of the assemblies originally developed for the V 320, as well as the more elegant exterior design, were incorporated into the series production of the V 160 and its successors (today's series 210 , 215 to 219 and 225 ).
Based on the V 320, Henschel built some diesel locomotives in the power class from 4000 HP to 5400 HP for railways in the Soviet Union and China .
technology
The by Flesche Klaus designed locomotive body of steel in lightweight construction was completely welded and thus indicative. Among other things, the round head shape (also called " Lollo ") of the series locomotives of the V 160 series was adapted to the angular head shape of the V 320 compared to the prototypes .
One MTU MB 16 V 652 TB 10 engine with 1397 kW (1900 hp) at 1475 min −1 drives a bogie via a fluid transmission with a flanged reversing gear . Both drive systems can be started separately and work completely autonomously. This drive concept made it possible, for example, to put only one machine system into operation and leave the other switched off when the machine was running empty. This was enough to move the locomotive, but saved fuel.
The vehicle did not have hydrodynamic brakes. The necessary deceleration was achieved with disc brakes and magnetic rail brakes .
literature
- K. Matthias Maier: The DB diesel locomotives . Franckh'sche Verlagshandlung, W. Keller & Co., Stuttgart 1988, ISBN 3-440-05870-0 .
- Martin Dürkop, Roland Hertwig, Josef Högemann, Norman Kampmann: Myth V 320, EK-Special 125 . EK-Verlag GmbH, Freiburg 2017, ISBN 978-3-8446-7018-9 .
Web links
- The V 320 001 in words and pictures
- Forum entry of the turntable online forum for the shutdown of the V320 001
- The V 320 in the model
Individual evidence
- ^ Described in detail by Hans-Joachim Ritzau, Deutsche Eisenbahn-Katastrophen , p. 130.
- ↑ http://www.drehscheibe-online.de/foren/read.php?2,7539507,page=all