DB Class V 60

The V 60 is a series originally developed for the German Federal Railroad diesel locomotive for shunting.

History

The German Federal Railroad had after its founding, a lack of small shunting locomotives. Therefore, a Dieselrangierlok was developed in 1951, to the construction and development of almost all major locomotive builders were involved. The new series was initially referred to as V 60. 1955, the first advance locomotives V 60001-004 Krupp, Krauss -Maffei, Mak and Henschel were delivered, who possessed different engines. Even in 1955, the first 275 production locomotives were commissioned, they had the motor GTO 6 of Maybach and the 3- speed gearbox L 37 zUB.

Parallel to serial production, however, was for some time an extensive comparison program with alternative engines and transmissions in the locomotives V 60 011 to 049 in ten locomotives of which a 650 -horsepower engine from Daimler -Benz was tested, the V of an engine for the series 80, 100.10 V and VT was derived 08 and was practiced otherwise than as the Maybach engine without a turbocharger. Five locomotives were equipped with two-stroke diesel engines from Deutz. In three of MaK Engines and MAN were tested. Most Erprobungsloks were converted to mid -1960s Maybach engines. Eight machines with Daimler- Benz engine kept these but partially to the turn of the millennium. In three locomotives a hydraulic transmission of Krupp was tested with adjustable pump gears, but that proved to be susceptible to interference. Three machines had Voith gearbox type L 217 U, which can be considered as an intermediate step on the way to two-speed gearbox L 27 zUB that eventually came to be used in a larger number of V 60.

With a reinforced frame some of the locomotives were given a higher friction weight of 53 instead of 48.3 to 49.5 tons. In addition, could these locomotives for heavy-duty service for up to 6 tons of ballast to be carried, but the series designation remained at V 60 A total of 942 locomotives of this type were built. Starting in 1968, the V 60 and all other DB locomotives were given computer-readable numbers, here the series was divided into the 260 series ( light version ) and 261 (heavy ).

After about 25 years of use the DB -proven as the class 259 from 1982, several types of shunting locomotives, which should take the successor of the V 60. However, there was no decision, so in the following years, several measures have been taken to make the operation of the V 60 economical.

The series was classified in 1987 as a small locomotive and contributed since the series designation 360 or 361 The classification as a small locomotive staffing costs, as the Federal Railroad now no " train driver " had to use more, but " Kleinlokbediener " whose training was effective. By converting the driving license system on the VDV Directive 753 (see rail vehicle driver's license ), the classification as a small locomotive today only declaratory - the V 60 would still meet the technical requirements for "big" locomotives in accordance with EEO. The installation of radio remote controls allow one-man shunting; the remote-controlled models were called Series 364 ( light duty ) and 365 ( heavy duty ).

Since 1997, the Maybach engines are replaced with work-ups by Caterpillar twelve-cylinder engines with 465 kW ( 632 hp ), this conversion is performed only for locomotives with radio remote control. These locomotives are designated 362 ( light duty ) and 363 ( heavy duty ).

In 2001, a locomotive with a Caterpillar V8 engine has been equipped for natural gas operation and tested in the area of ​​Munich; this was referred to as 760 877. Meanwhile, this locomotive was scrapped.

Technology: Delivery state

The V 60 ( 260/261 ) is 10.45 meters long and a maximum of 60 km / h. The frame is fully welded. The higher friction weight of the 261 series is achieved by reinforced side frames and cover plates. The framework relies on the leaf springs from the axles. The wheelbase of the two outer axles is 4.3 m, so the central axis by 30 mm to improve the sheet travel and reduction in wear mounted slides sideways and installed a mechanical wheel flange lubrication device of the type De Limon. Under the not quite centrally located cabin is the gearbox, in the larger front gable there are engine and cooling system, the rear air compressor, main air tank and fuel system. The cabin is soundproofed, the cab is located on the front side and is operable from both sides.

It is driven by a 12-cylinder Maybach GTO 6 diesel engine with 478 kW ( 650 hp). This engine is a further development of the type GO 5, which was from 1932, used in a variety of railcars, including the " Flying Hamburger ". Using hydrodynamic transmissions from Voith are driven by a jackshaft and coupling rods the three axes of the locomotive, a driving concept, which came into use in earlier Rangierlokomotien as the Series V 36. The older V 60 have three -speed gearbox L 37 zUB with a starting converter and two clutch gears, engines from the 4th series replica of the two- speed gearbox L 27 zUB with two transducers. The hoped for by this transmission, fuel savings were not evident in the operating practice though, but offers the two- converter transmission in shunting benefits by the convenient location of the single switching point, and it is cheaper to maintain. A hydraulic transmission subsequent mechanical gear transmission also allows the choice between a jumper and a trip range. The speed limit in Shunting is 30 km / h in line passage 60 km / h but correspondingly lower traction. If the carriage is alien force the engine with up to 75 km / h must be towed with demounted coupling rods 35 km / h

To start the diesel engine, it must be preheated, this was accomplished by a small coke oven at the locomotives of the first production run. To this end, led the locomotive with up to 150 kg of coke. Also preheating by feeding external steam was in the delivery state possible ( the Dampfheizkupplungen later became part of the " built- Level 1" of the UIC central buffer coupling removed). In the first to third replica locomotives series an oil-fired overhead burner was installed in the combustion chamber of the coke oven. Locomotives with coke firing were rebuilt over time in the same way. In the mid- 1970s were found only sporadically with coke firing 60V. The locomotives of the fourth and fifth replica series received a preheating with an oil burner of a different design. Since 1997, a pre-heater from Webasto was by the competent repair shop uniformly incorporated, which is housed in circulation.

The control of the engine and transmission is pneumatic. The Fahrschalterhandrad acts on a control -air valve, and this in turn to the injection pump. The driver can thus continuously regulate the injected amount of fuel and thus engine performance. This was called also " charge control " (the " stuffing " refers to the injected fuel quantity, not the level of the hydraulic transmission). The possibility of connecting the control air circuits of two locomotives, a number of 60 V was made ​​double traction capability. The motor speed of the unoccupied locomotive was delivered to an instrument on the lead locomotive via an additional cable. For a comprehensive equipment for double traction it did not come because of the heavy shunting was later taken from the V 90, the facilities were dismantled.

All locomotives of the V -60 family have a continuous air brake (originally with einlösigem control valve ), an auxiliary brake and a force acting on the third axis handbrake.

Punctual Train Control was originally retrofitted only as optional equipment available (type I 60 ) and was covered all until the 1980s. Equipment with the electronic recording device ER24 and thus operating program PZB 90 today is not available everywhere. Instead, in particular DB Schenker Rail decided the safety level of PZB 90 only to approximate, by the test speeds of inductive magnet were I 60 is lowered to particularly low values ​​. The converted vehicle equipment carries the type designation I 60 M.

Technology: Funklok

1984 radio remote control has been tested in three locomotives of the series 261, as of 1987 locomotives fitted with them in a larger scale, which were redrawn in 365. As of 1990, the locomotives series 360 were so equipped, they were given the series designation 364 This allows the Lokrangierführer pushed shunting without additional shunter must occupy the top for track observation. The installation of remote control computer involves extensive changes to the driving and braking control of locomotive. Mechanical travel valve and turning circuit were replaced with control panels on both sides of the cab because even in manual mode, all movement commands are sent by the remote controller. Order in case of failure of the computer to the locomotive can still move under its own power, an auxiliary control valve is installed, which acts directly on the pneumatic control of engine and transmission. The previously einlösige control valve of the compressed air brake has been replaced by the mehrlösige KE valve. Series standard for Funkloks is also an automatic shunting, which was isolated to find a few years ago even when not remotely controllable V 60. All remote control units use the same transmission frequency in the range of 420 MHz. The range is up to 700 meters. A time slot method allows simultaneous operation of up to 10 Funkloks in the same lobby. The radio telegrams contain the address of the addressed loco. This is obtained from the remote control unit of an electronic module on the battery pack, which is coded in accordance with removing from the battery charger of the locomotive. In radio operation are to protect the unoccupied locomotive some automatic monitoring equipment for engine, transmission and cooling effect, also an electronic slip and anti-skid.

Locomotives of the series 362 and 363 have an extensively modernized interior. The core is the engine CAT 3412E DI - TTA Caterpillar with electronic speed control. Also, alternators and air compressors were replaced by modern equipment.

Use

The machines were not only shunting, but also against light freight and passenger trains to use; also work trains were part of the mission field.

DB V 60 in the red original paint

DB 360 in ocean blue / beige

DB 365 in orientrot with automatic clutch

DB 363 with IC cars in Frankfurt

Of the 942 delivered to the DB locomotives almost 30% are still active. The locomotives without remote control posts have been screened step by step until the beginning of 2003, but in 2004 were still about 400 at the DB in use by the Fernsteuerloks. As of August 2012, there are only about 200 locomotives of the series V 60 in the stock of DB Schenker Rail, of which around 70 locomotives of the BR 362 and 130 copies of the BR 363 ( source: internal Lokbestand DB Schenker Rail ). Some of the engines found their way to the state railways in Algeria, the Yugoslav State Railways, NSB (17 locomotives as Tue, 5 ) and in Turkey. In 2008 there were over 70 locomotives owned by German private and business webs, the majority were for use in the construction site logistics and local rail freight. Also at various heritage railways are in operation 60 V. So, for example, at the Passau railway enthusiasts, the railway company of the FZS eV, the museum railway Hamm etc.

The locomotive with the number 362 362 is the first V 60, the 50 years of service at DB or DB AG is in use - it was put into service on 12 April 1957 and 2012 was the oldest locomotive of the DB AG in active mode service.

Identical or similar locomotives are also leads directly to other State Railways: As early as the 1960s, locomotives were rebuilt, among other things delivered to Greece and Turkey and in Belgium under license. Israel also received by Maschinenfabrik Esslingen a variant of the V60 with a modified engine.

Greek 60 V, built by Krupp

From the DB AG to Brohltalbahn sold V 60

The museum locomotive V 60 150 was destroyed in the great fire in the roundhouse of the Nürnberg Transportation Museum.