DB Class V 200
The V 200.0 series (from 1968 220 series and later with the SBB: On 4/4) was one of the first diesel locomotives of the German Federal Railroad ( DB). Their striking appearance corresponds to the typical industrial design of the 1950s.
History
The five pre-production series locomotives V 200 were built 1953/1954 by Krauss -Maffei. The series design (Series V200.0, from 1968 220 series ) followed in 1956, with 20 machines and 61 by MaK Krauss- Maffei were built. Visually they are different from the previous series by others ( oval ) lamps and additional air intake grille on the lamps.
The V 200 transported quality express trains to all major trunk routes. Due to the progressive electrification of the machines were replaced for these services and were increasingly used against local trains and freight trains.
In operation, the V 200.0 were often overwhelmed, so that there was damage. The German Federal Railways, therefore, presented in 1962, the stronger class V 200.1 (later class 221 ) in service.
Starting in 1977, the machines were drawn together in the northern German railway depots. Over time, the increased maintenance due to the two motors has made compared to single-engine locomotives noticeable, furthermore, the steam heating faced electric train heating out to be disadvantageous. Thus, the locomotives were gradually phased out, the V 200 013 was provided as the last 1984 out of service. No V 200 was 30 years in the service. Only three locomotives of this series, namely, 220 012, 220 023 and 220 060 were repainted ocean blue-beige in the 1974 valid color scheme.
Sales abroad
In the 1980s, seven V 200 to the Swiss Federal Railways ( SBB) were sold (SBB Am 4/4 18461-18467 ). They were assigned to several depots and used prior to construction and freight trains. But you were more in repair than in use and designated by the indignant railroad revamped as scrap, as one could read in the railway literature. The Am 4/4 were scrapped in late 1997 and sold to private owners in Germany.
More locomotives were subsequently taken out of service by the DB to Italy to the ferrovia Suzzara - Ferrara ( FSF), sold. The locomotives of the FSF was overhauled a few years ago and equipped with modern engines and equipment. For the meantime in Ferrovie Emilia Romagna (FER) leavened companies they run - even in double traction - freight trains in the area of Ferrara.
Whereabouts
Today, some 200 V are still preserved. The Nuremberg Transport Museum has the V 200 007 the ( HEL) is maintained operable in cooperation with the BSW Lübeck by the association "Historical railway vehicles Lübeck ". The German Museum of Technology Berlin is the V 200 018 The original also preserved Vorserienlok V 200 002 BSW Nuremberg was destroyed in the Great Locomotive shed fire at the Nürnberg Transportation Museum on 17 October 2005, however, the Franconian Museum Railway is owned by the V 200 001 which will be worked up there and made operational again. The Technik Museum Speyer is the 220058-2 and 220071-5, in railway technology museum complaints, the V 200 009
Operable in Germany at the time of V 200 007 Association "Historical railway vehicles Lübeck " ( HEL), V 200 017 Westphalian Locomotive Factory Hattingen Karl Reusch Ling ( WLH ) used by the International Society for rail transport with new engines and electric heating, V 200 033 the museum railway Hamm and V 200 053 Brohltalbahn. In addition, a cab of the V has remained 200 027 obtained from the MEC 01 Munchberg and is now, according to technical alterations, as a control unit for club installation.
The re- designated as V200 V200 Museumslok 009 AW Nürnberg
DB 220 060 in ocean blue / beige paint in 1984 at AW Nürnberg
200 V in the Technik Museum Speyer with unusual light gray - red - paint
V 200 of Brohltalbahn in Unkel, but now she wears the yellow- green paint Brohltalbahn
V 200 033 at the entrance to the main station Heidelberg
V 200 017 WLH in the old food - Kupferdreh Station
The ten used in Italy in the FER V 200 are still on duty freight trains. Most locomotives were overhauled in recent years in Croatia.
Technology
The V 200 had two high-speed V12 diesel engines with hydraulic power transmission. Both drive groups were independent of each other. Each engine drove it to a torque converter of the two bogies. The top speed was 140 km / h There were two engine types of Maybach- and Daimler -Benz (Mercedes- Benz ) and two types of transmissions by Maybach and Voith used. Engines and transmissions were designed so that they freely between the V 200, V 100.10, the V 80 and the diesel railcar series VT 08, VT 11 and VT 12 could be exchanged. Five locomotives were 1959 tentatively MAN engines of the type L 12 V 18 / 21st However, these were later replaced by Maybach or Mercedes- Benz engines.
After the purchase of Maybach by Daimler -Benz in 1966 and the name changed to Maybach Mercedes -Benz engine GmbH ( from 1969: MTU engine and turbine - Union München GmbH ) the engine Maybach MD used in the V 200 650 was given the new name MTU 12 V 538 TA 10, the Mercedes- Benz engine MB 820 Bb, the designation MTU 12 V 493 TZ 10
Some further powered locomotives, in particular the machinery of the Italian Ferrovie Emilia -Romagna, have been equipped with electronically controlled eight-cylinder engines with 810 kW ( Caterpillar D3508 ). As delivered, the engine scheme, however, was carried out by an electro-mechanical speed control.
The switching points of the two gears are slightly offset from each other to avoid during gearshift strong jerks on the train. During the transmission Maybach mechano K 104 had only a torque converter and four mechanical gears ( mechano is a portmanteau for " mechanical- hydraulic" ), the gear change in the three- speed gearbox Voith L306 was realized by switching between three different sized torque converters.
The converter is constructed as the Mekydrogetriebes Ausrückwandler, that is, the switching of the passages is not possible by emptying and filling of the converter, but by displacing the turbine wheel to the axis thereof. In the disengaged state a Bremsbeschaufelung is effective as far as the brakes the gearbox components, the shift dogs of the next gear can be engaged. A converter discharge was therefore not necessary during normal operation, and the converter was constantly filled with oil. The first series of Mekydrogetriebe therefore also lacked the ability to empty the transducer. Since a converter drain when the engine is idling and certain fault conditions is nevertheless useful to have a Mekydrogetriebe with converter emptying was still being developed during the delivery of the Series V 200.
The gears are mounted under the driver's cabs. The occasion alternators are located directly on the buffer beams. They are connected via a drive-through of the transmission with the diesel engine. The locomotives have between the two cabs with only a machine room - side passage. On the opposite side some auxiliary operations are housed. Immediately behind the cabs, the motors are located. After the locomotive crews complained about the noise level has been improved sound insulation under repair shop stays. The steam boiler for train heating is located in Lokmitte. To remove the large-scale equipment, the roof has removable covers.
The boiler is used to preheat the engine plant and the supply of the carriage train with heating steam. It is a fire tube boiler with 12 m2 heating surface. Could instead take the boiler in operation are blown into the cooling water in the early series machines also external steam to preheat. As a result dilute the cooling water additives beige passed with time, was on the direct injection of steam immediately dispensed into the cooling water and instead transfer the steam heat via a newly installed heat exchanger to the cooling water.
As a driver's brake valve is a self - D2 controller is installed in the regular production in the pre-series a Knorr No. 10 The indirect air brake corresponds to the type mehrlösigen Westinghouse. From V 200 056, an additional Gleitschutzregler is available.
The locomotives had the " multiple unit control type 1949 " ( later Conventional push-pull train KWS, but with a different assignment of the 36 wires in the control cable ) and were Wendezug and multiple traction capability. Technically could thus be controlled together up to three locomotives. At safety devices a time-distance Sifa were from the beginning Indusi I 54 and present. Also, the security were a fire alarm system and the possibility of using the boiler feed water for extinguishing fires.
Variants:
- 5 pilot series locomotives ( V 200, 220) 1,471 kW ( 2,000 hp)
- 81 Diesel Locomotives ( V 200.0, 220), 1,618 kW ( 2,200 hp)