Maybach GO6

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The first railcar with a GO 6 engine was the SVT Leipzig
The SVT Cologne express railcars also had GO 6 engines

The Maybach GO 6 engine was a high-speed diesel engine from Maybach-Motorenbau GmbH for installation in fast railcars of the Deutsche Reichsbahn Gesellschaft . It is the version of the GO 5 that has been increased to 441 kW . It was developed when, after the successful use of the two-part express railcars with the GO 5 engine, there was a need for three-part trains that could travel at 160 km / h. In contrast to the GO 5 engine , which was primarily used in vehicles with electrical power transmission , the GO 6 was installed in vehicles with a diesel-hydraulic drive .

Even before the Second World War , a performance-enhanced version with pre-chamber injection was experimentally developed in the railcars of the SVT Cologne with the engine type G 6 . After 1945, Maybach-Motorenbau GmbH released the replacement GTO 6 for the engine type , which was designed as a tunnel engine with a disc crankshaft . In the GDR , the K 12 V 170 DR series from ČKD Prague , known as the M 286.0 series drive motors, was chosen to replace the worn motors .

Structure and components

A GO 6 in the exhibited drive unit of the SVT Kruckenberg

The engine is based on the Maybach GO 5, so that the most important design details can be found there. The increase in output compared to this engine was achieved with a BBC Büchi exhaust gas turbocharger , which brought an increase in output to 441 kW compared to the basic equipment. The exhaust gas turbocharger with a standing shaft increases the amount of fresh air drawn in in the working chamber of the diesel engine, which allows the amount of fuel injected to be increased. The temperature and combustion pressure do not increase significantly, so that there is no significant thermal load on the diesel engine. The external dimensions are almost unchanged compared to the basic version as a naturally aspirated engine . Only two intake and two exhaust valves controlled the supply of combustion air via the cylinder heads. A manometer is installed in the engine room to monitor the boost pressure.

In addition, during the construction of the engine, the basic version was reinforced, which was made through experience with the GO 5 engine . This particularly concerned the reinforcement of the cylinder liners and the enlargement of the cylinder diameter to 160 mm, the change of the roller bearings and the use of a reinforced crankshaft with six counterweights. The piston pins had a hollow design and the material types of the main components corresponded to the experience with the basic version.

The diesel engine was started electrically. In addition to the basic version of the GO 5 , this variant was the first to start using a light starter for the hydraulic version of the car. In addition, the engine could still be started with compressed air as with the basic version. An interesting photo of the ready-to-install engine with hydraulic power transmission can be found in the literature.

Technical specifications

Parameter unit value comment
rated capacity kW 441
Torque at nominal power Nm 3,008
Rated speed min -1 1,400
Idle speed min -1 800
Number of cylinders 12
Cylinder diameter mm 160
Piston stroke mm 200
Stroke volume cm³ 48,255
Compression ratio 13.5: 1 without charging
mean piston speed m / s 9.3
medium work pressure bar 8.0
Control time: inlet valve opens ° VOT 52
Control time: inlet valve closes ° NUT 28
Control time: exhaust valve opens ° vUT 38
Control time: exhaust valve closes ° NOT 52
Fuel consumption g / kWh 242 at full load
Oil supply l 45 Minimum 25 l
Engine cooling water content l 95
Cooling water content cooling system l 400
Engine ground kg 2,400 with accessories, without supplies
Exhaust gas turbocharger BBC Büchi
Intake volume exhaust gas turbocharger m 3 / min 55.85 at 20 ° C
Charge overpressure exhaust gas turbocharger bar 0.42
Rated speed exhaust gas turbocharger min -1 11,300
permissible exhaust gas temperature ° C 550

Vehicles equipped with the engine for delivery

The SVT Leipzig , SVT Cologne and SVT Kruckenberg express railcars were equipped with the engine at the time of delivery .

Operating experience

Compared to the basic version, the GO 6 diesel engine achieved a mileage of 46,000 km without any expansion. The literature does not reveal how this reduced value compared to the 54,000 km in the basic version with crankshaft mass compensation came about. Only an expansion-free mileage of the fluid transmission of SVT Leipzig of 50,000 km was mentioned. Appropriate maintenance and construction measures made it possible to bring the pre-war engines of the GO series to a trouble-free mileage of 150,000 kilometers. Further development work was carried out before the war, but this was no longer carried out due to the outbreak of war. It was only possible to achieve higher mileages to the values ​​that are common today by redesigning the entire engine into a tunnel engine with a disc crankshaft and lubricated plain bearings for the main connecting rods on the crankshaft.

literature

Web links

Individual evidence

  1. ^ Heinz R. Kurz "Flying Trains", EK-Verlag Freiburg, 1994, ISBN 3-88255-237-9 , page 37
  2. ^ Heinz R. Kurz "Flying Trains", EK-Verlag Freiburg, 1994, ISBN 3-88255-237-9 , page 92
  3. ^ Heinz R. Kurz Flying Trains , EK-Verlag Freiburg, 1994, ISBN 3-88255-237-9 , page 82
  4. ↑ a b MTU company chronicle "From Zeppelin to Flying Hamburger", VHC video on the 50th anniversary of Maybach-Motorenbau , EK-Verlag Freiburg 1988