DB Class V 90
Slow response: 40 km / h
The V 90 series is a mid-weight diesel-hydraulic shunting locomotive and shifting with the BB wheel arrangement.
- 3.1 Bundeswehr locomotive 290 999
- 3.2 Museum locomotive 290 371
- 5.1 Tag locomotives of the series 295
History
The V 90 is similar to the locomotives of the 211 and 212 series, from which it was developed. It was originally planned to purchase for heavy shunting a ballasted variant of the V 100 with a reinforced frame, but the vehicle design was not suitable ( the axle load could be so not to the required 20 t increase ). The Maschinenbau Kiel (MaK ) therefore constructed the heavier and longer 90 V 1964 and delivered an initial 20 pilot series locomotives with the 800 - kW motor, the 211 series and 70 km / h. Began in 1966 with 290 021 series delivery, out of which were 388 copies by the end of 1974. The production locomotives have the engine MTU 12V 652 TA Series 212 (but throttled to 800 kW) and 80 km / h. Compared to the previous series of the framework was extended to 14.32 meters.
The machines were delivered in purple (RAL 3004) and from the mid-1970s in the new color scheme ocean blue - ivory (RAL 5020, RAL 1014) repainted - also known in common parlance ocean blue-beige and turquoise - beige. In the second half of the 80s the orient red (RAL 3031) followed by color scheme, since the late 1990s, the machines are repainted ( RAL 3020 ) Deutsche Bahn AG in the current traffic red.
As the engines of the 290 and 212 are identical in construction, engines were exchanged between the two Lokbaureihen particularly in the 1970s and 1980s. For engines with high mileage out of the line service a meaningful residual use in the 290 could be fed, while, conversely, were so far mainly for shunting weaker loaded motors for the 212 available. However, this exchange of rings meant that at about the turn of the millennium extensive engine stocks were finally worn out. Therefore, a Remotorisierungsprogramm started. Since 2003 locomotives in the repair shop Cottbus be equipped with a new 1000 kW motor 8V 4000 R41 MTU. Here, a new dual-circuit cooling system and a new air compressor (screw air compressor with hydrostatic drive ) is installed. The new engine saves despite higher performance on average 5.4 liters of diesel per hour of operation at full load. The ordinal number of the repowered locomotives was increased to 500.
The locomotives now carry the brunt of the single wagonload traffic by DB Schenker and can be found throughout Germany. You assume the collection and delivery of cars at Gleisanschließern groups in the area and the shunting of these units on the marshalling yards.
The erstgebaute 290 001 from 1964 was taken over in 2012 by DB Museum Koblenz.
Remote controls
Class 290 with mountain radio
Some locomotives of the series 290 were equipped with a " Mountain Radio " called radio remote control, which allows the locomotives in large marshalling yards (Mannheim, Seelze, mesh, Munich, Kornwestheim, Nuremberg and Gremberg ) to be remotely controlled by a process computer. The mountain radio system was developed in the mid-1960s and initially tested on 90 020 V at the Mannheim yard. A mountain radio locomotive is operated on the rail yard on dissolution of a train from the Bergmeister. The Bergmeister regulates the speed of prints. At this time the locomotive is but occupied by a Lokrangierführer ( LRF ) which operates the safety control mechanism and also drives up the engine after it is pulled to the next train. From then on again controls the Bergmeister the locomotive.
Tag locomotives of the series 294
As of 1995 the series 290 were equipped with a different type radio remote control from Krauss -Maffei ( KM) in great numbers locomotives. For her, the now " Lokrangierführer " ( LRF ) called the locomotive engineer via an around the upper body gehängtes, worn in front of the abdominal remote control operating device (FBG ) use. This enabled the saving of shunting and had never been used already in the smaller switching locomotives of the series V 60 and Köf III. The converted locomotives of the series 290 are referred to as a conversion from Class 294.
The locomotives have in the cab of a wireless computer that receives all signals from the control panel. For this, the LRF must manually turn on the radio, this he does by means of key switch on the computer cabinet. A vehicle with KM remote control can be recognized that above the cab window on each side of a lamp ( visual indicator ) lights up when she goes in wireless mode. Through this radio a lot of staff could be saved, because the LRF can be present himself at the head of the rake of wagons now. The following functions can be performed with the remote control: driving, braking, hill start Vkonstant ( travel speed automatically maintained (only in slow speed and V <10 km / h) ), sands, whistling, assimilation, shunting open (engine or rear bodywork) and emergency braking. Furthermore, the FBG is equipped with an inclination sensor with an incline over 50 degrees after about 4 seconds to initiate an emergency brake (assumed incapacity of the LRF ). This function can be bypassed by a switch for a short time, such as during the coupling process and serves the passive safety of the LRF. In all variants of a FBG impact button is installed, when actuated, rapid braking triggers ( active safety).
Tag locomotives of the series 296
2007 and 2008 were 45 locomotives of the series 290, who already have a mountain radio, in addition, the KM remote control. The newly created series 296 should allow even greater flexibility in the marshalling yards Gremberg, Mannheim, mesh, München Nord and Seelze thereby. Thus, the locomotive is then controlled via a radio remote control from the mountain or expiration master, and the LRF only monitors the functions on the locomotive itself These locomotives of the series 296 received by the reconstruction also a new 1000 kW motor 8V 4000 R41 MTU. The order number was not here, however, increased by 500.
Class 294 with Shuttle remote control
Ten locomotives of the series 294 received in early 2000 for the steel billet traffic between the steel mill Neunkirchen and Völklingen after the mill Burbach over Saarbrücken Rbf a special variant of the remote control, which made it possible two thus equipped locomotives as master and slave -Lok ( shuttle) to couple via radio and thus raise the load of the individual trains without getting on inclines problems. The ordinal number of the locomotives was placed on the numbers 900 - 910 increases. In the course of re-engining the 294 series, the order number of the multiple traction -age was 294 changed again to avoid double bookings. This could consist of a double traction of two locomotives or as a motive power at the beginning of the traction and the Schiebelok at the end, the Schiebelok was also controlled by a single engineer on the train locomotive and an intermediate wireless computer simultaneously during the train ride. During shunting remote control of the double header with the FBG was equally ( called under Lokrangierführern because of the support frame also Bauchladen ) possible. Because of the complicated activate this function, however, it was rather generally avoided. Also soon became apart in practice from the Nachschiebevariante because they - as then the double header variant - turned out to be too susceptible to interference.
294151-6 still with the original motor and without side playpen. Bruges (Westphalia), April 7, 2005
294 788 and 729 in Bad Friedrich -Jagstfeld (October 2004)
296054-0 in Minden ( Westfalen) on 31 August 2007
Special locomotives
Bundeswehr locomotive 290 999
Another locomotive procured the Bundeswehr for use in the Air Force Supply Regiment 8 in Mechernich and put it then - called 290 999 - hire the German Federal Railroad available. After many years of negotiations, it passed into the ownership of Deutsche Bahn AG as of 1 January 1996. She was doing the Number 290 408 and ran for the conversion to radio control as 294 408 Upon receipt of the new 1000 kW motor 8V 4000 R41 MTU running this locomotive than 294 908
Museum locomotive 290 371
Museum locomotive, the locomotive with the number 290 371 This is the last locomotive of their series in purple paint ( Ursprungsfarbgebung ) and is still in regular service. The end of 2006 the locomotive had a serious accident in the rail yard Cologne -Gremberg. After the accident, it was decided that the 290 371 locomotive museum should stay. In the repair shop Cottbus, the locomotive was repaired and also received the new 1000 kW motor 8V 4000 R41 MTU. The order number remained unchanged despite the new engine.
Design Features
The following discussion of the features of the V 90 refer, unless otherwise indicated on the delivery status. After conversion to Funklok and repowering the technical equipment today differs considerably from it.
The longer front gable contains cooling system, pre-heater and the diesel engine. In the back porch located occasion alternator, Pneumatic system, batteries and operation of container of the fuel system. Under the cab are the main fuel tank and the hydraulic transmission.
In the bogies, the axle bearings are guided by metal-rubber springs. The locomotive frame intervenes on turrets with openings for the drive shafts to the final drives in the bogies. The framework is based on double - coil springs from the bogies. The deflection of the bogies in the arch occurs without slides.
The diesel engine MTU 652 TA 10 is a water cooled 12 -cylinder engine in V- shape with indirect injection, turbocharger and piston cooling.
The fuel pump delivers the fuel from the main tanks under the locomotive first in a high center operating container and from there to the injectors. A relief valve limits the pressure in the supply line of the injection pump to 0.6 bar. In case of failure of the fuel pump operating container can be refilled by hand pump and continue to drive with case fuel.
For cooling of engine cooling water systems are hydrostatic fan of Behr or Voith available. Since the engine does not have steam boiler has unlike the V 100, which you could use to Kühlwasservorwärmung, instead, a small diesel -fired hot water boiler by Hagenuk is installed.
The Voith hydraulic transmissions has two transducers transitions. A mechanical range gear allows the choice between a fast and a slow step and the change of direction of travel. To allow sensitive slowly drives, the transmission has a continuously variable conversion part filling.
The driver's desk is operated from either side. The control of the engine and transmission is pneumatic. By turning the control switch is a particular control pressure is continuously added to the system via a fine control valve. This affects the switching processes in the hydraulic transmission and acts on the motor to the speed controller R 32 p Maybach with speed-dependent fuel limit a.
From the locomotive 290 071 a fire alarm system was available as standard. To 290 190 is a rotary vane driver's brake valve Knorr 8 was factory installed, from 290 191 WF2 a self- regulating valve. Until the conversion to Funklok only a einlösige Knorr air brake was available.
Automatic shunting the type BSI were present partly from the factory. The conversion package for Funklok 294/295 also always contained the automatic clutch RK 900 All locomotives have a time - time - Sifa and a point -like train control the Type I 60 This was solid at the V 90 set at the lower U train type. By retrofitting with a computer core ER24 train control today meets the operating program PZB 90 A Rangierfunkanlage is now available everywhere and by numerous distributed in the cab hand and foot switches continuously operated. Was retrofitted to a display device for EBuLa.
Series V 90 P / Series 291
1965 Baute the MaK own expense, a preliminary series of five locomotives, which were based on the V 90, but instead of the 12 -cylinder V- engine, the V90 received an in-house eight - cylinder engine to complement their own type program with a stronger engine. The locomotives were designated P and V90 were designed for private railways. Two of the locomotives were sold to the Dortmunder Eisenbahn, the other 3 were rented in 1972 by the DB, and used for shunting duties in Northern Germany. The originally designed as a marine diesel engine proved to be not in line service, however, was well suited for heavy shunting, so the DB still ordered 100 more locomotives for shunting. Since the V90 P not set ( instead of the usual 24V 110V) on privately owned railroads also because of their Federal Railroad typical board electrics, MaK developed the G1600 BB, were built by the 16 copies.
Since 2010, the diesel locomotives of the series 291 and 295 replaced by new locomotives of the Voith Gravita. Some locomotives of the series 295 found a new home on private railways, including at the Osnabrück port railway, and the Brohltalbahn
Tag locomotives of the series 295
Similar to the conversion of the BR 290 also all production locomotives BR 295 were equipped with a radio remote control and automatic shunting. The rebuilt locomotives were renumbered to BR 295. The Vorserienloks still have a handwheel control
Locomotive 295 053
295 064 in Lower Hall ( 6 August 2007)