DR series E 50.3
| EP 236 to EP 246 DR series E 50.3 |
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|---|---|
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| Numbering: | upon delivery: pr. EP 236 to EP 246 E 50 36-46 |
| Number: | 11 |
| Manufacturer: | mech. LHW el. MOV |
| Year of construction (s): | 1923-1924 |
| Retirement: | until 1956 |
| Axis formula : | 2'D1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,800 mm |
| Length: | 13,500 mm |
| Total wheelbase: | 11,400 mm |
| Service mass: | 108.6 t |
| Friction mass: | 65 t |
| Top speed: | 90 km / h |
| Hourly output : | 2,400 kW |
| Continuous output : | 1,650 kW |
| Starting tractive effort: | 240 kN |
| Performance indicator: | 22.1 kW / t |
| Driving wheel diameter: | 1,250 mm |
| Impeller diameter: | 1000 mm |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 1 |
| Drive: | Connecting rods |
| Type of speed switch: | originally 16 steps later 18 steps |
| Control: | Contactor control |
The locomotives of the DR series E 50.3 were electric locomotives of the Deutsche Reichsbahn for the Silesian network . At the time of their delivery from 1923, the Reichsbahn was still using the Prussian State Railways numbering system and referred to them as EP 236 to EP 246 . They were used in the electrical networks of the Reichsbahn in Silesia and Central Germany until 1945.
history
The search of the Prussian State Railways for a suitable locomotive for the demanding Silesian route network did not yield a satisfactory result, so that the EP 235 was developed in 1914 . After the development principle had proven itself in this test locomotive, the Prussian State Railways commissioned eleven locomotives from LHW (mechanical part) and BEW (electrical part), which were intended for passenger train service on the electrified Silesian network . The range of services provided for the transport of 500-ton trains at 20 per thousand at 60 km / h and horizontally at 85 km / h. Due to the World War , the vehicles were only delivered to the Deutsche Reichsbahn in 1923 and 1924, in which the Prussian State Railroad was merged in 1920.
The locomotives proved themselves when used in heavy passenger train service on the Silesian routes. Despite the small diameter of the driving wheel, they could occasionally reach a speed of 90 km / h. On the 155 km long Görlitz - Königszelt route , travel time savings of 36 minutes in the express train service and 60 minutes in the freight train service compared to the steam traction could be achieved. In the express train service, however, the use was later rather the exception, here there were only occasional missions when an E 21.0 or an E 17 failed . However, this led to delays and an enormous increase in the need for lubricants for the linkage and, later, to severe engine wear.
In 1938 the E 50 41-46 and at the beginning of the Second World War the remaining five locomotives were relocated to the Magdeburg - Rothensee depot. At the end of the war, the E 50 38 and E 50 42 were still in use, the others were decommissioned or damaged by war events. After the war and the dismantling of the overhead lines by the Soviet occupying forces, none of the locomotives were still used; they remained in the Schadpark without being formally decommissioned.
In 1956, the nine machines of this series still in the damaged park were taken out of service by the Reichsbahn and scrapped without ever being refurbished. From the E 50 42 , the middle frame piece with the drive motor, the rod drive and the driving axles in the Dresden Transport Museum was preserved.
Constructive features
Like the Prussian EP 235, the locomotive was a single-frame locomotive with a traction motor and rod drive . The drive is therefore designed in the same way as in this series, with the Krauss-Lotter frame on one side and the Bissel frame pushed up close to the leading fixed coupling wheel on the other side of the vehicle. The two rods are each of the traction motor at an inclination of 90 ° to the two, between the first and second or the third fourth Treibradsatz arranged blind waves out of each of which the drive shafts are directly driven. The ordering railway administration decided to reinforce the vehicle part. The main frame was designed as a sheet metal frame, which was stiffened by the buffer beams, various longitudinal and cross struts and the two cast steel bearing blocks of the jackshafts.
The drive motors used were those of the DR series E 06 , which were among the largest rail motors used in the world. They had a stand mm diameter of 3360 and were 36-pin AC - Series motors . Their mass was 18.7 t. The main transformer was an air-cooled jacket transformer. It had 15 taps on the secondary side. The vehicle control was an electropneumatic contactor control with 16, later 18 speed steps.
Originally, the locomotives were equipped with a steam boiler for train heating, but these were removed at the end of the 1920s. After that, this room was used as a compressor chamber. The braking equipment of the locomotive was the Knorr brake with additional. The two pantographs, the roof cables and the protective chokes as well as the main oil switch were arranged on the vehicle roof .
See also
literature
- Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive Part 4: Electric Locomotive Archive ., 6th edition, Transpress Verlag, Berlin 1987; ISBN 3-344-00173-6
Web links
- Description of the E 50.3 on zackenbahn.de