MaK DE 1003
| MaK DE 1003 | |
|---|---|
| Number: | 4th |
| Manufacturer: | Mechanical engineering Kiel |
| Year of construction (s): | 1987-1988 |
| Type : | Bo'Bo'-el |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,000 mm |
| Height: | 4,220 mm |
| Width: | 3,100 mm |
| Trunnion Distance: | 7,870 mm |
| Bogie axle base: | 2,100 mm |
| Smallest bef. Radius: | 60 m |
| Service mass: | 88 t |
| Friction mass: | 88 t |
| Wheel set mass : | 22 t |
| Top speed: | 80 km / h |
| Installed capacity: | 2 × 510 kW |
| Starting tractive effort: | 335 kN |
| Driving wheel diameter: | 1,000 mm |
| Motor type: | 2 × MWM TBD 234 V12 |
| Motor type: | 2 × twelve-cylinder four-stroke diesel engines |
| Rated speed: | 2,100 rpm |
| Power transmission: | electrically with three-phase technology |
The MaK DE 1003 locomotives are four-axle diesel-electric locomotives from the manufacturer Maschinenbau Kiel , which were designed for heavy shunting and medium-sized mainline service at Ruhrkohle AG . Four copies were built in 1987/88. A locomotive in service in Switzerland in 2019 has the NVR number 98 85 5 846 401-8 CH-SRTAG.
development
The models for the development were the Henschel E 1200 electric locomotive and the Gmeinder DE 500 diesel locomotive , both of which were supplied to RAG Aktiengesellschaft and had proven themselves very well over the years. In 1985 RAG had around 170 locomotives of different designs in stock, including the E 1200 , DE 500 and MaK G 1204 BB .
From 1985, new transports had to be set up on the non-electrified RAG routes. Originally, the DE 500 was intended to be used in double traction , but this was abandoned for reasons of traction and a new series was procured instead.
Like its diesel-electric predecessor, the locomotive was designed using pure three-phase AC technology. Compared to the MaK DE 1002 , it was designed with a two-machine system. This resulted in a performance in the range of DE 1002 for peak demand , but a machine system could be switched off in the partial load range, which on the one hand saved fuel in the partial load range , and on the other still enabled all four axles of the locomotive to be used for traction operation. In diesel-hydraulic locomotives with two machine system that is not possible.
A total of four locomotives were delivered for RAG by September 1989.
technology
The locomotives belong to the third generation of MaK and Vossloh locomotives . This naming scheme expressed the power transmission and the engine power. Compared to the previous generation, the locomotives are specially characterized by their faster-running engines. The external appearance shows the angular shape of the superstructures, which has been aligned to simplify production. For safety reasons, access to the driver's cab was generally realized from the front side via the circulations provided with grids. Mechanically, the locomotives, like the DE 1002, are constructed as locomotives with a central driver's cab and stems. The difference to this design was that the new DE 1003 was equipped with a two-engine system. The power flow of the locomotives takes place: diesel engine - three-phase generator - rectifier - intermediate circuit - inverter - traction motors. Here, two identical motors with two identical generators feed electricity into a common intermediate circuit.
For the first time, GTO thyristors were also used in diesel-electric locomotives . Both generators are decoupled by the rectifier when operating with only one machine system. The auxiliaries are fed from the intermediate circuit as required. If the electric brake is used, the energy obtained can also be used for the auxiliary operations.
Both motors are cooled using water. The special feature of this locomotive is that in single-engine operation, the cooling circuits are connected by overflow lines so that the second engine has a starting temperature even after hours of standby mode.
commitment
The locomotives were tailored to the needs of RAG and have proven themselves there in daily use. Compared with the MaK G 1204 BB , they had a fuel consumption that was 20 to 33% lower than the diesel-hydraulic design. The drive concept could not prevail elsewhere. The use of the two motors caused increased life cycle costs and so many customers opted for the cheaper diesel-hydraulic drive. In addition, the built-in MWM motors did not prove themselves particularly well.
All locomotives remained in operation at RAG until the end of the 1990s and were then shut down. One locomotive was cannibalized as a spare parts donor and later scrapped, the remaining locomotives were sold abroad.
See also
literature
- Karl Gerhard Baur: The history of three-phase locomotives . EK-Verlag, Freiburg 2005, ISBN 3-88255-146-1 , p. 166-169 .
Web links
- Website about the DE 1003 locomotive at www.loks-aus-kiel.de
- Photo of a DE 1003 on the website of the SMDK hazardous waste dump in Kölliken
Individual evidence
- ↑ a b Internet site about the DE 1300 on www.Loks from Kiel
- ↑ Internet page about the received DE 1300 on www.Loks from Kiel
- ↑ a b c d Karl Gerhard Baur, The History of Three-Phase Locomotives, EK Verlag Freiburg, 2005, ISBN 3-88255-146-1 , page 169
- ↑ Internet site about the 714 locomotive at www.atlaslokomotiv.net
- ↑ Internet site about the MaK locomotives at www.loks-aus-kiel.de
- ^ Karl Gerhard Baur, The History of Three-Phase Locomotives, EK Verlag Freiburg, 2005, ISBN 3-88255-146-1 , page 168
- ↑ Internet page about the locomotive serial number 1000844 from MaK on www.loks-aus-kiel.de