LEW E 211 001
| 211 001 | |
|---|---|
| Number: | 1 |
| Manufacturer: | LEW "Hans Beimler" |
| Year of construction (s): | 1967 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 16,106 mm |
| Trunnion Distance: | 7500 mm |
| Total wheelbase: | 10,500 mm |
| Service mass: | 80.0 t |
| Wheel set mass : | 20.0 t |
| Top speed: | 160 km / h |
| Hourly output : | 4 × 840 kW = 3360 kW |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 25 kV / 50 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Tatzlager (LEW conical ring spring drive) |
| Type of speed switch: | Thyristor control / overrun / up-down |
| Brake: | Air brake; Resistance brake (KE-GP m Z + E) |
The 211 001 (also E 211) was a test locomotive of the then LEW Hennigsdorf , which was built in 1967. The LEW had produced this locomotive on its own account as a prototype for future locomotives with 25 kV / 50 Hz and speeds of 160 km / h. Features of this locomotive are the unusual design and the technology that was current for the time.
This has given the locomotive the name "Weltstandslok" internally. In fact, the locomotive was in tune with the times in terms of design and technology. The E 211 disappeared after a few missions in 1975 and was finally scrapped in 1982.
history
The E 211 001 was completed in the spring of 1967. It was designed in a modern way by GDR standards; the panoramic windows and the newly developed single-arm pantograph were particularly striking . In contrast to the E 11 and E 42 , which were already built at the time , the design was very unusual. But the Hennigsdorf company also had a lot to offer technically, e.g. B. the electrical equipment for 25 kV / 50 Hz, as well as the power control with semiconductor components. The design for the power system 25 kV at 50 Hz was no accident.
In the 1950s, the French state railways and the international rail association UIC had already favored this power system. Due to the infrastructure, which is easier to implement, there is no need for complex rail power stations and substations, massive savings were promised, because the voltage could be taken directly from the national network.
Ultimately, it remained in the area of the former GDR with 15 kV / 16⅔ Hz operation, only on the Rübelandbahn between Königshütte and Blankenburg was an isolated operation with 25 kV / 50 Hz. However, the locomotive industry in the GDR wanted to win customers abroad. Efforts were made primarily to get the Bulgarian State Railways , which at that time wanted to re-electrify their lines with this modern power system. However, the corresponding tender was won by the Czechoslovak manufacturer Škoda , which from then on developed into the largest and most important manufacturer of electric locomotives in the RGW ( see also: ČSD series S 489.0 ).
There was no demand for a 50 Hz locomotive, so it was only a prototype. However, the experience that LEW had made when building the E 211 was incorporated into later developments. So got the thyristor switch and many other assemblies z. B. in the 250 and 212 series .
In the summer of 1966, the first test drives took place on the test track in Hennigsdorf. In 1967 the E 211 was exhibited at the spring fair in Leipzig, now with a wine-red paint job. The locomotive had a total of five different paint finishes, hence the nickname “chameleon”. In the following two years, the E 211 was repeatedly seen at the spring fair, each time with a new paint scheme. After that, the locomotive was unused on the LEW factory premises, and it was not reactivated until around 1970 for new test programs. The running properties, starting and braking behavior should be explored in a practical manner. After a few measurement runs around Hennigsdorf, the E 211 was used as planned on the Rübelandbahn.
Since a maximum of 50 km / h was permitted on this route, the results could only be used to a limited extent. In the years that followed, tests were carried out, including between Halle and Berlin. There the E 211 of the 130 series or the 18 201 of the VES-M hall was pulled. In 1975 further towing trips followed on the Velim test ring in what is now the Czech Republic at speeds of up to 180 km / h. A CSD E 469 acted as the train locomotive. The E 211 never reached these speeds on its own, although it would have been able to do so. From 1975 the E 211 was again standing around on the LEW factory premises. In 1982 electrical assemblies were removed and the vehicle part scrapped.
construction
The locomotive body of the E 211 was made of lightweight steel . The two-axle bogies were identical and interchangeable. The removable, three-part roof hoods are made from honeycomb paper that has been soaked in synthetic resin . Glass fiber reinforced polyester was used as the top cover layer .
The bogies themselves consisted of box-shaped longitudinal and cross members. The bogie was connected to the locomotive body by pivot pins . Additional pendulums and spring pots supported the locomotive body on the bogie . In conjunction with friction dampers, they also served to reset the bogie. This simple construction made additional reset devices superfluous. For the first time on a LEW locomotive, Lemniskatenlenker were used to guide the axle guide . Coil springs and additional rubber elements took over the suspension.
The electrical part of the E 211 is also remarkable. It was developed according to the latest knowledge at the time. Four shaft current motors (the basic principle is a direct current motor ) with 840 kW each served as drive. Each of the traction motors was connected to its own silicon converter . An oil-cooled main transformer supplied the motor voltage. It consisted of an autotransformer with 34 taps and the converter transformer with four primary and four secondary windings. Originally the motor voltage was regulated by a conventional, mechanical high-voltage switchgear , but this was exchanged in 1970 for a thyristor-controlled high - voltage switchgear of the type LNSW 11. In contrast to the mechanical load switches, the output could be regulated continuously. In 1973 the LNSW 12 switchgear was installed, which was intended for the later 250 series . It is noteworthy that the designation "LNSW" has been retained, because this abbreviation stands for "Locomotive cam switch mechanism". It is not known why an electronic rear derailleur was so named.
The contact wire voltage was supplied via the newly designed single - arm pantograph VM 28-28 DH. A compressed air circuit breaker of type DAT 2 served as the main switch .
The brake system was designed as a KE air brake with plastic brake blocks . In addition, there was a wear-free resistance brake that could be operated independently of the compressed air brake.
The E 211 could also be driven in double traction, a corresponding double traction control was available with the typical LEW coupling sockets.
literature
- Gottfried Köhler: New 50 Hz Bo'Bo 'rectifier locomotive E 211 from Hennigsdorf. In: Der Modelleisenbahner 9/1966, transpress VEB Verlag für Verkehrwesen Berlin; P. 281f
- Thomas Estler: The great locomotive type book. 1st edition. Transpress Verlag, Stuttgart 2004, ISBN 3-613-71247-4 .
- Andreas Knipping: The great locomotive album. Sconto, Munich 2004, ISBN 3-86517-017-X .
- Siegfried Müller, Horstmar Seifarth and others: E 11 E 211 E 42 E 251. EK aspects 10. Eisenbahn-Kurier, Freiburg 1998, ISSN 1611-3985 .