LEW EL 16
Battery tow vehicle series EL 16 | |
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ASF Leipziger Messe 1979
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Numbering: | ASF |
Number: | 506 (514?) |
Manufacturer: | LEW |
Year of construction (s): | 1966-1990 |
Axis formula : | B. |
Gauge : | 1435 mm (delivery) |
Length over coupling: | 4246 mm |
Length over buffers: | 3100 mm |
Height: | 2800 mm |
Width: | 3000 mm |
Service mass: | 12 t |
Top speed: | 6 km / h |
Installed capacity: | 2 × 8.5 kW |
Traction power: | 17 kW |
Continuous output : | 9 kW |
Starting tractive effort: | 4000 kP |
Driving wheel diameter: | 650 mm (new) |
Motor type: | GBM 8.5 or GFM 2609a |
Motor type: | Paw storage motor |
Rated speed: | 580 |
Power system : | 112 V DC (2 × 56 V) |
Number of traction motors: | 2 |
Type of speed switch: | Cam switch |
Brake: | mech. Pedal brake from 2nd series: mech. Spindle brake |
The battery-powered towing vehicles (ASF) of the EL 16 series are small, rail-bound, battery-electrically powered towing vehicles for in-house maneuvering and moving services.
For push projects in car repair shops and container plants for converting locomotives without own power or for moving electric locomotives without overhead wires in railway depots has Lokomotivbau Electrotechnical works (LEW) in Hennigsdorf in 1966 based on the proven mining locomotive EL8 based first series of a battery -Schleppfahrzeuges to the German Reichsbahn delivered. Because of the low acquisition costs, the low maintenance requirements and the emission-free operation, the small shunters could and can be used universally and have proven themselves well. By 1990, 506 vehicles (other sources count 514 vehicles) were produced in four slightly different series.
In addition to the Deutsche Reichsbahn, many industrial companies from the GDR equipped with siding and foreign customers, especially from Poland , were among the buyers of the ASF.
construction
The sturdy sheet metal construction with a centrally located driver's cab is screwed onto a box frame made of welded construction. At the front and rear of the driver's cab, the two battery boxes, designed as low stems, are attached. The lids of the boxes can be opened for easy maintenance and removal of the batteries and have a total of four maintenance doors on both sides of the vehicle. The driver's cab, which is glazed on all sides, is accessed on each side through an inward-opening revolving door with a drop window. The middle window on the front sides can be folded up, thus ensuring easy access to the battery boxes. The control panel with all necessary control and monitoring elements is installed in the middle of the driver's cab. On the front sides, made of solid sheet metal, two hardwood disks are attached as a pushing device and a sliding coupling that can be operated from the driver's cab by means of a pedal.
landing gear
The two wheel sets with a running circle diameter of 650 mm support the vehicle frame with roller bearings and leaf springs . Each of the two wheel sets is driven with an intermediate gear unit by a GBM 8.5 direct current series drive motor specially developed for battery locomotives . To ensure full and even traction, the wheel sets are connected to one another by an automatically adjustable roller chain . Each motor has an output of 8.5 kW at a voltage of 112 V and a current consumption of 96 A. By using an intermediate shaft, the transmission ratio between motor and axle shaft is 1: 25.4.
brake
The ASF is braked with a mechanical brake, whereby the four brake pads act on one side of the wheels. While the first series was equipped with an adjustable pedal brake, the vehicles produced subsequently have a spindle brake that can be operated with a hand crank from each of the cab fronts . The foot brake has not proven itself due to its braking force, which is dependent on the operator's body weight and the weather. There is no special parking brake. The foot brake is locked with a swiveling rack. The crank brake is simply "tightened". With a force of 50 kp on the handwheel, 78% of the vehicle mass is braked, with the overall ratio being 1: 470. The brake is readjusted by means of turnbuckles, which are easily accessible in the brake pull rods below the cab entry ladders. In order to make better use of the frictional weight on slippery rails, the vehicle is equipped with a foot-operated sand spreading device in which the front wheels are sanded from the front. For this purpose, a 7 liter brake sandpit is attached to the four corners of the vehicle behind the front panels. A foot push button is built into each driver's cab for each direction of travel. After releasing the button, it is pushed up by retraction springs and the lower sandpit openings are closed.
Electrical equipment
Via a high- voltage cam switch GNFB12, which can be operated from each side of the driver's cab , nine speed levels, including three continuous speed levels, are implemented in resistance-free switching by different grouping of the two batteries, traction motors and traction motor fields.
Speed step | Batteries | Engines | Field coils - 4 pieces per motor - |
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1 | Parallel | line | 4 × in a row |
2 | Parallel | line | 3 × in a row |
3 * | Parallel | line | 2 × in a row - both groups in parallel |
4th | line | line | 4 × in a row |
5 | line | line | 3 × in a row |
6 * | line | line | 2 × in a row - both groups in parallel |
7th | line | Parallel | 4 × in a row |
8th | line | Parallel | 3 × in a row |
9 * | line | Parallel | 2 × in a row |
- * Positions 3, 6, and 9 are continuous driving levels. The other speed levels may only be used to accelerate.
The direction of travel is switched by another key operated high-voltage cam switch, the direction roller. Travel and direction switches are mechanically interlocked so that the travel direction can only be changed when the travel switch is in the zero position. With four, later series only with two, push buttons, the two-pole electromagnetic battery main contactor can be switched on and off. A thermal overload protection set to 140 A also intervenes in this control circuit, which switches off the battery contactor in the event of an overload. The two battery sets are in their original design as low-maintenance, fabric pocket lead-acid batteries and installed in cranable troughs, each weighing approximately one ton, in the two battery boxes. The batteries are standardized industrial accumulators and can also be found in many mining battery locomotives. Both battery sets are protected in the event of a short circuit by a total of four 200 A fuses in the connection plugs, each in the plus and minus pole. In the delivery state, charging is carried out by external, cabinet-sized chargers at special charging stations or, more recently, by externally supplied electronic on-board chargers the size of a shoe box. The modern on-board chargers allow a short set-up and dismantling time and an electronically controlled maintenance or battery maintenance operation. There are also two voltage measuring devices for the two battery packs on the remote . The electrical auxiliary consumers are operated with 56 volts DC. The original has a switch for the driver's cab lighting and the position lights and two buttons for the acoustic signaling device. Furthermore, a control switch for the side-separable right / left control of the four pendulum wiper motors and a socket for using a 56 V cable hand lamp for maintenance purposes is installed. A locking flap on the remote provides easy access to the eight, but only seven, E27 control fuses used for the main contactor, lighting, typhon, wiper, socket and two voltage meters. Individual vehicles have a switch that enables either charging or driving. The control circuit of the battery main contactor is switched off in the "charging mode" position.
Use and whereabouts
After the ASF was basic equipment in all railway operations and repair shops of the Deutsche Reichsbahn and in many industrial companies in East Germany in the beginning, the small shunter can also be found in their large plants across Germany after the foundation of Deutsche Bahn AG . The ASF can now even be found in ICE maintenance workshops, including with the classic ICE color scheme. With the closure of DB plants or industrial companies, many found a new area of application in other plant locations, with private railways or railway associations , only a few ASFs have been scrapped so far.
The original ASF, the test vehicle of the EL16, built by the transport research and development plant in Blankenburg (Harz) , is now kept as a non-operational exhibit in the Saxon Railway Museum in Chemnitz-Hilbersdorf.