DB Class V 100

The V 100 series is one of the German Federal Railroad ( DB) in the late 1950s procured types of locomotives with diesel- hydraulic drive, which should replace the steam engine series used there on non-electrified branch lines. The V 100 series was produced in three different versions.

Technology

The locomotives V 100 family are designed as locomotive with two bogies with two powered axles. Fast running twelve-cylinder engines have been used in V- arrangement of Maybach, Mercedes -Benz or MAN engines as in the origin versions. The power transmission from the motor to the wheel sets via a hydrodynamic transmission with two torque transducers and a flow coupling in the steep track suitable locos but with a hydrodynamic brake instead of the fluid coupling and downstream mechanical two-speed and reverse gear via driveshafts to the individual Radsatzvorgelegen in the bogies. The bogies include a welded construction performed, the H-shaped frame having two longitudinal and two cross members. On the bogies based using real-world due to the drive shafts between the wheelsets designed as a split turrets, pivot and coil springs with telescopic shock absorbers of the locomotive frame also made of rolled steel sections and sheets of welded construction from. For dampening the rotary movement of the bogies relative to the locomotive frame on both sides of the pivot pins are disposed more shock absorbers.

On the basis of experience with the class V 80 100 different improvements have been made in the development of V. Thus, the transmission had proven with drive shafts in principle at the V 80 through the drive concept with transfer cases the drive shafts were, however, been very long, so it was often come when using heavy trains to damage by twisted drive shafts. When V 100 drive shafts were therefore shorter and stronger by formed. For this purpose, a through shaft drive was provided. This means that the respective inner wheel are driven directly in the bogie via a cardan shaft from the gearbox out and the respective outer wheel via another joint shaft between the countershaft of the inner wheel set and its own counter. The walk-in Stems of 80 V had not been successful because of poor visibility on buffer and Rangiertritt and poor accessibility of the components. For V 100 the stems were therefore not accessible and thus made ​​narrower.

The electrical power control, which had come in V 80, V 200 VT and 08 uniformly used, no longer convinced. In poor controllability by only six speeds they had a high complexity. For the 100 V, therefore, a new electro-pneumatic control system for the engine and the gearbox was developed, which in all other diesel locomotive new buildings came into use later, up to and including Class 218. The travel switch dined here on alternating five solenoid valves, the inching feed a control piston resulted in a so-called 16 -position device, which acted on the motor controller R32f by Maybach and pretended about this the fuel Einspitzmenge. Through the combinations of solenoid valves, there were 15 speed steps, so that the V could be approached 100 better than their predecessors while utilizing the highest possible adhesion value. In addition, existed in the early years on the travel switch still an acceleration gear " B", in which the control piston could be advanced through energiser for unnecessary at speed step 15 solenoid valve still further 2 mm. Gear B corresponded to a calculated speed step 17, and allowing the overloading of the 1,100 -horsepower engine up to about 1,250 hp. As this wear too much intensified, the stage B was mechanically blocked later on the drive switch. The anti-skid set also to the five solenoid valves by reducing the power was automatically withdrawn by up to 8 gear with slipping actions. Many V 100 were on a 36-pin control cable push pull and double traction capability. Mixed with double traction locomotives of the series 211-218 were admitted because of the unified control locomotives and were practiced. For V 80 and V 200 double traction control, however, was incompatible due to changes in type of control.

The outstanding Lokaufbauten not consist of the centrally arranged in about cab and the two different lengths of stems. Under the longer stem of the main diesel engines, and the auxiliary diesel are arranged ( for battery charging and power off when the main diesel ) and the radiator system, under the short straw boiler, compressor, batteries and light machine occasion.

Series V 10010 / 211 series

The V 10010 series should be used in lightweight travel and freight service on branch lines. This type of locomotive was developed in 1956 by the Federal Railroad Central Office in Munich together with the MaK for DB.

Testing locomotives

In late autumn 1958, the first six test aircraft were delivered, as the V 100001-005 queued locomotives with a 809 kW ( 1,100 hp ) engine, the V were 100 006 but equipped with a 993 kW ( 1,350 hp) engine. The latter engine was the basis for the V 100.20, later class 212 The V 100 007 was initially built as a seventh Erprobungslok by MaK on their own account. She was the erstgebaute V 100 at all and was at the BZA München already four months before delivery of the remaining Erprobungsloks for test drives available. The MaK was planning to use the engine as a demonstrator for an alternative engine with the company's own low-speed marine diesel engines later. Instead, the machine, however, was bought in 1959 by the DB. The testing resulted in the locomotive, among other things to Sweden.

First choice for a locomotive in the performance class up to 1,100 hp would have been the proven hydraulic three converter transmission LT306r from the V 200.0. This transmission, however, no longer corresponded to the latest technology and offered no reserves to increase the input power over 1,100 hp out. The DB was therefore to develop a new transmission from Voith L216rs in converter converter clutch version. By reducing the ratio between the transmission input shaft and the hollow shaft, the gearbox was adapted to higher engine performance. This was later used for the 212 series. The gearbox is designed as a single-shaft transmission, ie, the pump gears run on a hollow shaft in which the secondary shaft is with the turbine wheels. The guide wheels are fixedly connected to the transmission housing. At the hydraulic part of the mechanical range gear follows, consisting of turning and circuit levels. The locomotive 001 tentatively received a LT306r from the stock of the Federal Railways. Comparison tests with the L216rs rendered more favorable fuel consumption figures for the latter transmission, so that it went into production. Only at a later date, the K104 was driven by twin Maybach ( also built in a part of V200.0 ) tested and then replaced by the standard transmission in three regular production yet.

The testing machine was missing initially a wheel flange lubrication. The option of remote control via the 36 -pin KWS - line had only the locomotives 005 and 006 The maximum speed of all trains was originally limited to 90 km / hr. The reason was not technical but legal in nature: From 100 km / h the EEO called the inductive magnet. In the course of retrofitting with an inductive magnet of Lorenz top speed was then raised formally in 1965.

In 1960, the pre-production aircraft were 001-005 and 007 redrawn to better distinguish it from the more powerful V 100 006 V 100 from 1001 to 1005 and 1007.

Series locomotives

1961 began with the serial delivery, which lasted until 1963. In addition to the MaK engines from Deutz, Maschinenfabrik Esslingen, Henschel, Jung, Krauss -Maffei and Krupp were manufactured.

In the series locomotives mainly engines of Maybach and Mercedes -Benz were used. Any information obtained in small numbers MAN engines were later than 1980 completely replaced. As with the testing machine flange lubrication and inductive magnets were retrofitted later.

The early 1970s, declining values ​​in the 211 series were evident in statistical evaluations of trouble-free run services through increased damage to engines without piston oil cooling. These aggregates were sensitive to frequent operation at rated engine power. The Federal Railroad decided, therefore, in the medium term deduct the affected engines out of the line service and instead put them in the class V 90, in their load profile higher part-load shares were included. The 211 series received in return motors with piston oil cooling. It came in numerous cases, the 1,350 -horsepower engine from the 212 series for installation. As far as the original gear remained in the locomotive, the engine was throttled back to 1,100 hp. Since aggregates were procured without piston cooling from 1,350 -horsepower engine, which suffered from similar problems as described above, these were preferentially incorporated as a derated engine, to assign them a bit more careful remaining useful. If the locomotive, the amplified transmission of the series was 212, a 1,350 -horsepower engine unthrottled could be used. From the perspective of planning the use of such 211er 212er were used thereafter as a renumbering in the 212 series under remained.

As part of the renumbering of the locomotives of the German Federal Railroad in 1968, V 10010 was classified as 211 series. The locomotives were acquired by Deutsche Bahn AG in 1994.

After almost forty years of use you took the last machine in 2001. The V 100 1023 (211 023) were classified according to their phase-out in the stock of DB Museum in Nuremberg. On October 17, 2005, she was in a roundhouse fire heavily damaged and scrapped as all other burned diesel locomotives of the Museum in June / July 2006. More Museumsloks see whereabouts.

Series V 10020 / 212 series and 213

The class V 10020 and 212 is a more powerful version of the V 100 It was named after the prototype V 100 006 from 1960 V 100 2001, provided by 1962 series in service and was in contrast to the employed in the secondary lines V 10010 provided for the main and steep line service. Until 1966, a total of 381 units were placed in service. Their top speed was 100 km / h The engine power was 993 kW ( 1,350 hp). Since an enlarged cooling system proved to be useful in the increased engine power, the front gable and the frame cover plate of the locomotives were extended from 022 to 20 cm. The frame itself remained unchanged, but the front buffer beam was also extended match.

As in the 211 series is a transmission of the basic type Voith L 216 rs used, but in a different variant. The increased engine power is transmitted on the one hand with the use of design margins of the transmission, on the other hand, the ratio between the transmission input shaft and the hollow shaft of the Other in the gears for the 211 series differs slight differences exist in the electrical part of the 211 locomotives.

Ten locomotives from the last series of 150 machines also received upgraded brakes and modified gear for use on steep ramps. This originally as V 100 2332 queued until 2341 locomotives were conducted in 1968 under the series 213. They replaced the steam locomotives of the series 82 and 94 onto the Murgtalbahn and in the Westerwald. On the Murgtalbahn they were in turn replaced in 1972 by the 218 series. 1995, this steep route suitable locomotives were drawn together in the Thuringian Forest for use on the railway line Plaue - Themar. Having to 2005 all locomotives of the series V were 10020 and 212/213 parked at Deutsche Bahn, are some copies since 2008 - after modernization through the work Cottbus - been reactivated for the work train service and again encountered in use. For private companies and construction train on museum railways / railway museums are even more 212er/213er encountered (see whereabouts ).

The locomotives of the tunnel rescue train - Series 214/714

Because of the many tunnels on the SFS Hannover - Würzburg special rescue vehicles are required. From the Federal Railroad of Tunnelhilfszug ( Tuhi ) was developed as a foreign rescue system. In May 1988, the first Tuhi in Fulda was put into service. As Lok 1 came as Lok 212244-8 and 212257-0 2 used. The Würzburg Tuhi was made in August 1988 with the 212236-4 than one locomotive and the locomotive 212352-9 than 2 in service. As was the Reservelok 212271-1 ready. All five of the machines used for the tunnel auxiliary units of class 212 were converted between May and August 1988 at AW Kassel. Both are Tuhi facility trains, so they can only be inserted in one direction. They consist of the trolley 1, the equipment cart, the extinguishing medium car, the ambulance and the trolley 2 Lok 1 and 2 differed initially. Lok 1 has a video and infrared camera, two large and two small headlamps and a yellow flashing light. In the Lok 2 lacked the infrared camera. With effect from 1 January 1989, the five locomotives were renumbered to 214 series while maintaining their current order number. Book default, all five locomotives are assigned to the Bw Würzburg, on the two locomotives of Tuhi Fulda incorrectly Bw Fulda was written.

On 29 May 1991 the then Federal President Richard von Weizsäcker was in Kassel- Wilhelm height, the start signal for the full commissioning of the SFS Hannover -Würzburg and Mannheim -Stuttgart. Thus, four additional locations of Tuhi were necessary. In addition to Fulda and Würzburg Tuhi were stationed in Kornwestheim, Mannheim, Kassel and Hildesheim. The Tuhi in Fulda had to be designed as Zweirichtungszug so that it can be used both to Würzburg as to Kassel. So that this was possible, another ambulance has been set behind the trolley 1. Through the deployment of a Tuhi in Hildesheim Hbf and Kassel Hbf both directions could be driven by connecting curves for SFS. This ranged from trains device. For the four other Tuhi have been converted to 214 in Bremen and Aw AW Kassel between August 1990 and April 1991 eight more 212. While maintaining their current order number were 212 033, 212 046, 212 235, 212 245, 212 246, 212 251, 212 260 and 212 277 to locomotives of the series 214 There was no distinction between the locomotive and locomotive 1 2 to the to exchange locomotives better what was always necessary for period work. The former locomotive 2 from Würzburg and Fulda in 1991 equipped in Aw Kassel with the missing infrared camera. The cooling of the infrared camera was now compared to breathing air instead of nitrogen, the corresponding gas bottle exchanged to get out. Thus, the locomotives of Tuhi be moved regularly, was an ongoing exchange of locomotives with each other.

After a serious train accident on November 15, 1992 in Northeim, in which no Tuhi was used, there was a new concept for the rescue concept. After the Tuhi outside the SFS can be used, they were referred to now as rescue trains ( Rtz ). From the DB AG, all 13 locomotives of series 214 were redesignated 31 October 1994 on rail service vehicles of the series 714. The current order number is taken from the series 214. On August 1, 1996, but one -time re-drawing within the 714 series with the current order numbers 001 to 013, the smallest initial current operation number received the 001 and the locomotive with the highest current order number which 013

Since only a Reservelok was available, the DB AG was 1996/97 in the Stendal mill converted into 212 269 714 014 and 212 160 into the 714 015. In addition to the renumbering the Tuhi / Rtz changed locomotives their coloring. The first five locomotives Tuhi still had the classic ocean blue - beige paint, the subsequent eight locomotives an orient red paint. For increased visibility in addition to the ambulance, the locomotives were painted in bright red color. 714 003, 714 008, 714 009, 714 011, 714 014 and 714 015 have received this painting, as well as the cars of the Rtz Würzburg, Fulda and Hildesheim. Because of the rapid fading of the bright red color of all locomotives and cars have since been repainted in traffic red. Even more confusing is the inscription on the locomotives. Here you could find the white letters Rtz, the DB signs with white lettering network emergency equipment, or the DB signs with white lettering emergency equipment. All 15 locomotives of the series 714 belong to DB Netz, Central Route Management / rail vehicles in Fulda. From there, the disposition of all 15 locomotives, which are constantly interchanged done.

Number 2048 at ÖBB

A total of 36 locomotives of the V 100.10, two of them as spare parts, were taken from the early 1990s by the Austrian Federal Railways ( ÖBB). The measures provided for the operation of locomotives received a new main diesel engine. Until 1 October 2003, the locomotives were in operation as a series in 2048. Mostly they moved freight trains on branch lines. → Main article: ÖBB 2048.

Private railway variant of MAK

Maschinenfabrik Kiel offered private railways to a variant of the series with slow -speed diesel engine MaK, which was initially referred to as later V 100 PA (PA for private rail) as GG 1300 BB. → Main article: MaK 100 V PA

Rebuilding locomotives OnRail DH 1004

As of 1997, the company OnRail modernized in Mettmann eight locomotives V 100.10 and others with new engines and superstructures. The converted aircraft were sold to various German private railway companies. → Main article: OnRail DH 1004.

Series 214/262

As of November 2006, a modernization plan for the locomotives of the former series was developed V 100 DB by Alstom and the Gmeinder Lokomotivfabrik Mosbach. On the Transport & Logistics Munich in June 2007, the prototype was presented to 214 001, 212 197 labeled as the northern Bavarian Railway ( NBE). Type approval by the Federal Railway Authority was granted on 20 May 2008, at the same time set the name as the class in the 1214 EBA vehicle register. For the conversion only the frames and bogies previous V continue to be used 100 after workup. The lower vehicle body has failed completely new and edgier. Are powered locomotives from the new Caterpillar engine 3508 BSC (970 kW). DB refers to the rented by their locomotives as Class 262 Eleven locomotives are delivered by August 2008, including at DB Schenker, the Northern Bavarian Railway, Locon and BBL logistics. The DB Schenker locomotives are from Magdeburg. In Stendal about 50 old vehicles are available for a possible conversion available.

Whereabouts

With the termination of the last by Railion (now DB Schenker Rail ) used locomotives of the series 212 for December 13, 2004 ended the use of the V 100 on the DB after 46 years largely. Continue to be used in addition to the 15 Tunnelhilfsloks Series 714 only four machines of line 212 and 213 in the DB subsidiary DB railway construction group. In October 2006, however, twelve already decommissioned 212 were transferred to the main investigation into the Aw Cottbus order reactivation at DB Services. Until the end of 2008 ten locomotives were equipped with the engine MTU 8V 4000 R41 with 1,000 kW, it corresponds to the motor of the class 290 / 294.

Many locomotives from the stock of DB were sold to Alstom locomotives GmbH in Stendal in a joint venture with Alstom. There, the machines are systematically processed if necessary and to interested parties, such as private railways at home and abroad, sold. Very popular is the locomotive is in track construction companies because it offers the type having a high appellants stand a very good overview over locomotives with Endführerstand.

In addition to the museum locomotive 211023-7 the other museum locomotives of the DB AG, the locomotive 212 023 and 212 330 significantly damaged in the fire at the DB Museum in Nuremberg on 17 October 2005 and also scrapped in June / July 2006.

A number of locomotives of the series V 100 was preserved in museums.

TV

• SWR: Railroad Romance - Farewell to the V 100 ( episode 364)