DR Class 243
The locomotives of the series 243 and 212 implement a verified with the test locomotive 212 001 universal concept of an electric locomotive of the Deutsche Reichsbahn, lay their areas of application in all Zugbetriebsbereichen. At Deutsche Bahn AG, these electric locomotives will be designated as the class 143 and 112 series. Now The very first series of the 112 received the series designation 114
Development
As of 1976 the track electrification was accelerated due to the increase in oil prices again, after they had ten years earlier still set entirely on driven on Russian diesel locomotives of the Deutsche Reichsbahn in the GDR. The VEB locomotive electrotechnical works Hans Beimler Hennigsdorf ( LEW ), the only manufacturer of electric locomotives in the GDR, was awarded the contract, starting from the proven heavy freight locomotive series 250 a lighter and technically modern four-axle variant for the passenger - and medium-duty freight service to develop. The mechanical components are designed and manufactured in Hennigsdorf. The electric motors came from the VEB Saxony Dresden.
Already at the Leipzig Spring Fair 1982, the prototype could be 212001-2 presented to the public. The locomotive made mainly because of their attractive appearance (white with red stripes ) being talked about and got by visitors nicknamed White Lady. After the Mass, the DR began in the VES -M Halle / Saale with the testing of the 140 km / h locomotive, which was designed constructively but for 160 km / h. After sample decomposition in the repair shop Dessau, the gear ratio has been changed and the machine redesignated on 14 October 1983 in 243001-5. Of the modified gear, the tensile force could be significantly increased, while the top speed to 120 km / h was reduced.
Series production
DR Class 243
At this time (1984 ) up to the test track Halle- Köthen anywhere in the DR network more than 120 km / h could be driven, first, the general-purpose locomotive series 243 was procured. An externally visible difference to the model were the canceled engine room windows in the roof slopes between the nozzle grids. 1984, the first 20 locomotives were delivered in 1985 80, 1986 100, 1987 110 and 1988 a total of 114 vehicles. The end of 1989 the 500th locomotive was delivered.
The locomotives produced after 1987 were ( with atomic number 300) equipped with a flow-optimized head, the energy consumption reduced by a reduced air resistance by about five percent. The 112.0 and 112.1 were also built with this head shape.
From 1988, the locomotives of the series 243.8 received a multiple unit control to enable traveling in double traction. Subsequently, 109 locomotives were procured without multiple unit control, so that the DR had a total of 636 locomotives of the series 243 and December 1990 again. With 243659-0 went on 2 January 1991, the last 243 in operation.
Following the economic, monetary and social union with the Federal Republic of freight arrived in the former GDR to a virtual standstill, and large parts of 243er - stock stood on the siding. As of August 1990, the then- DR was 243922-2 / 143922-3 later DB to the Swiss South-East Railway (SOB ) rents (1995 to the DB, which filed for " urgent requirement," returned), others went for testing to the Federal Railroad to Freiburg and Dusseldorf.
DB Class 143
Since the locomotives there proven, more and more locomotives went in the next few years in the old federal states, where they were first used on the Black Forest and Höllentalbahn and from Dusseldorf from the S- Bahn Rhein -Ruhr and from Dortmund in freight service. After DR and DB 1994 were merged to Deutsche Bahn AG, the vehicle use could be made even more freely, so that the now re-drawn in the 143 series engines are now found on many routes in West Germany.
The former 212 001 remained the property of LEW and was used by the sample application from 1982 to 1984 on the railways for various measuring and testing tasks. Today 143 001 was largely matched the production locomotives in the repair shop Dessau, but the windows in the engine room roof slopes remained among others receive. Since 2000 it belongs in red and silver color scheme of the EKO -Trans, ironworks city, since May 2008, she contributes in the company's orange color, the new property name Arcelor Mittal.
Class 143 in S -Bahn livery
Different head shapes of the roof slopes to the traffic red 143 269 and 143 819
Locomotives of the series 143 with regard to scrapping
19 more locomotives of the proven and freight class 143, with a modern double traction control " ZDS " have been sold by DB Regio AG now to the railway daughter RBH Logistics GmbH ( former Ruhr coal AG) in Gladbeck. A further six locomotives acquired the rail subsidiary MEG in Merseburg. These are the locomotives 143 (179, 204, 257, 344, 851, 864), which now go under the symbol MEG 601-606.
By mid- 2013 220 locomotives of the series 143 have already been scrapped. Cause is partly the lightweight construction and the lack of crash optimization, so that even with slight impact damage to the locomotive body bends, while the frame is warped with. This quickly leads to a total loss and subsequent scrapping. The relatively low speed of 120 km / h and the lack of regenerative braking is required the locomotives in new tenders undoing last for very many alerts of new vehicles. In addition, it now partially in some parts missing. The complicated electronics were then produced to some extent in Eastern Europe and successively modernized since their commissioning.
DR- 212 series to DB Class 112
112101-190 114 101 conversion from 143 114 301 conversion from 143 114 501 conversion from 112.0
035 pcs 112.0/114.0/755 090 pcs 112.1 002 pcs of 143 modification
Since it was assumed in the DR until the end of it, that the expansion of transit routes to West Berlin and its electrification would be financed by the Federal Republic, h was only in 1991 with the expansion of certain sections for more than 120 km / started. However, at the Deutsche Reichsbahn were not correspondingly rapid locomotives available. It had to be purchased new, fast locomotives. It recalled that the BR was 212 originally designed for 160 km / h. After four pilot series locomotives ( 212002-212005, order number 001 was due to the former designation of the 243 001 212 001 as not reassigned ) then followed by a delivery of 35 locomotives series (already as 112006-112040 called ). They decided against the then developed by LEW Series 252, originally intended to be supplied in a 160-km/h-Ausführung for fast passenger trains. In addition to the already proven technology of 243 years should then precipitated the decision, capability to purchase only four-axle electric locomotives, have been decisive for the purchase of the BR 212. The 35 locomotives of the series 212.0 (1992 BR 112.0 ) were first used on the now ertüchtigten for 160 km / h between Berlin and Dresden.
Unexpectedly, the 112 then becomes a symbol of German unity, because it was the first locomotive series, which was acquired in common by both railroads. It was agreed that DR and DB subscription to each of the 45 locomotives slightly improved range 112.1 at AEG would ( AEG meantime had her taken back in 1946 expropriated plant in Hennigsdorf ). This was done mainly for labor market reasons for supporting the Hennigsdorfer work, because the Federal Railroad would rather have purchased a 200- km / h and general purpose locomotive in current phase AC technology on the type of class 120.
The 112.1 fall outside above all by the other lights. Instead of the large and separate headlights and marker lights are equipped with smaller lanterns. The tail lights are integrated into the housing. Furthermore, were the 112.1 all equipped from the beginning with line-shaped train control ( LZB ).
As of early 2001, the 90 units of the class 112 were due to cracks in the suspension of the anti-rolling device for the high-quality passenger train service is not available. The maximum speed limit was reduced to 140 km / h and examined all roll stabilizers. In addition, the examination of the damper was prescribed as part of regular maintenance. End of January 2001, the first machines were at a maximum speed of 160 km / h available again.
The 112 took place after overcoming some teething her main field of activity in the newly created inter-regional train type, but also hauled one or the other Intercity. By eliminating the genus Interregio and expansion of the RE network with 140-km/h- 160-km/h-fähigem and rolling stock, the locomotives are now mainly found in regional traffic. The DB -distance transport is therefore given all their January 1, 2004 112.1 to DB Regio, in the meantime were three locomotives returned to the long-distance service ( in exchange with the BR 120.2 - 5 locomotives ).
DB Class 114.0
All 38 series locomotives were renumbered 112.0 1 April 2000 in 114 series because they henceforth belonged to the stock of DB transport, the BR 112.1 remained, however, the long-distance transport. Thus they wanted to avoid confusion between the two series and thus also between local and long distance traffic. When the BR were 112.1 also placed in the stock of DB Regio, but no Rückumzeichnung the BR has been made 114. Furthermore, there are some detail differences between the series 112.0 and 112.1, similar to exist within the 143 variants.
DB Class 114.1 and 114.3
Numerous machines of class 143 are used in the transport. Especially on longer RB and RE compounds with few intermediate stops, the top speed of 120 km / h turns out to be a hindrance, especially as the car park is often approved for 140 or 160 km / h. Due to their structural relationship to the series 112.0 (114 ) it was decided to 2006, for the purpose of phasing considerably older, but 140 km / h faster locomotives of the series 110 143 rebuild some locomotives of series 140 km / h or even 160 km / h.
First, it was rebuilt in 114 143 171 101 and approved for a maximum speed of 160 km / hr. As part of these renovations, the old pantograph were exchanged for newer models of type SSS 87, which are equipped with a grinding hernia monitoring. The ATP system and the brake system was adapted to the higher speed, modifies the Gleitschutzsoftware and reinforces the front window. In addition, the ratio between the traction motor pinion and bull gear has been changed. Moreover, the damper between the locomotive body and bogie frame were mounted. This locomotive was now designated as the class 114.1.
The second was converted into 143 120 114 301 to a top speed of 140 km / hr. It could be dispensed to the change in translation and to the additional damper. The locomotive was designated as the class 114.3. Meanwhile, the locomotives of the series are 114.3 out again under its original number.
The use of two converted vehicles was carried out in addition to the testing in pure test mode in the regular Schedule power on the location of Magdeburg. The cost of upgrading to 160 km / h amount per locomotive at around 300,000 €, the conversion for a speed of 140 km / h with around 48,000 € considerably less expensive ( figures from 2007). For this reason, only a speed increase to 140 km / h was followed, in 2007 began conversions to other machines.
Among other things, in Trier, there are some for 140 km / h converted 114.3, however, they are continued as a BR 143 and even up to 120 km / h used. An authorization for 140 km / h on the part of the Federal Railway Authority never took place. On the part of DB is no longer being pursued by the standard conversion for 140 km / h or 160 km / h.
DB 755 025
The central office machine technology (formerly Test and Development Centre ( VES -M ) Hall ) required for their measurements and test drives also a fast electric locomotive ( the experimental locomotives of the E18 series no longer met the stringent requirements ) and got mid-1992 the 112 025 assigned (Series 112.0 ), which was later redesignated in 755 025. The term today is 114 501
Construction
The locomotives have two axle trucks. To remove smaller debris on the track rail guards are attached to each end support. The particular smooth running even at high speeds is achieved by the used axle location with the help of Lemniskatenlenkern and a two-stage primary suspension with coil springs. The locomotive body is supported via six Flexicoil coil springs with shock absorbers connected in parallel on the bogies from the pivots are stored elastically in the transverse and longitudinal direction. The structure consists of the main frame, on which the two cabs and the side walls are attached, and four removable for maintenance purposes hoods. The locomotive body is a self-supporting welded construction. The characteristic appearance of the locomotive receives through the longitudinal corrugations of the side walls. Cooling needy components ( esp. traction motors, brake resistors, thyristors and main transformer ) are supplied by fans through closed channels in the attic with outside air.
Each axis has its own drive motor. The storage and the transmission of power takes place bilaterally over the DR- usual cone ring drive gear. The Series 143 and 112/114 in this case differ by the gear ratio and additional yaw dampers between the frame and bogies. The engines were developed from which the series 155 and can be exchanged via an adapter with this, but this is not used. The main transformer is a conventional electric locomotives with oil-cooled three-limb transformer. The control of the traction motors ( single-phase series motors ) are high-voltage side on a stage controller with 31 steps, 28 are used by those in the normal case as speed steps. Through a thyristor stepless changes of switching between the speed levels and thus also a stepless power adjustment is possible. The control commands of the driver and the status information of devices running in a complex electronics cabinet, executed in Slow - fail-safe logic technique, together.
The actual driving control is standard semi- automatically by the engineer specifies a speed and maximum traction. The electronic system controls the target speed then derailleur commands and the electric brake and automatically monitors motor voltage, current, catenary voltage, current and speed differences of the axes by swerving. To avoid after reaching the target speed wear on switch by permanent change of driving and braking (especially with wavy line profile ), the driver call via buttons on the travel switch four subprograms "Just Drive ", " Just Brakes " or free the and electronics conditional discharge limit. In emergency mode operates a redundant master control up-down control while the main controller continues to be used in push-pull operation, although the speed steps are then also controlled by means of an up-down commands. Only by driving the double -deck driving cars of type 760 and the speed control is active.
The brake system consists of an indirect compressed air brakes, a direct compressed air brake and supplement the automatic electrical resistance brake. For maneuvering and holding the train while holding a direct-acting auxiliary brake is available. When a service braking with the driver's brake valve acts first indirect air brake system. Their pilot air determined by a pressure transducer resistance to nominal braking value that the locomotive is now trying to reach with the low-wear e- brake, with the effectiveness of the indirect brake is ineffective in connection through a solenoid valve. If there is insufficient electrical braking power, the difference to the target value is automatically compensated by the compressed air brake supplement. Each drive motor operates on its own braking resistor, the system is controlled by a thyristor half bridge circuit. The e- brake is catenary dependent, ie, the electric brake does not work when the main switch has tripped due to low voltage on the contact line.
On the roof, there are in addition to the single-arm pantographs first standard used in DR locomotives roof separators, main switch and antennas for wireless train.
The ergonomically designed and insulated cab has a sensational for the GDR air conditioning. Ergonomics and design was carried out by the School of Industrial Design, Halle ( Saale); now University of Art and Design Burg Giebichenstein hall.
Equipment
In recent years there have been many alterations, so that hardly over -looking variety is the result for the series 143. Of course, in all machines a safety control mechanism and a point -like train control is available. Originally, these were developed in the GDR at the Pz 80 A door control was not installed originally. The currently extant versions can be simplified summarized as follows:
A PZB of type I 60 R, which has now been brought to the functional state of PZB 90 via software update is installed at the 143- S and a part of the 143 -R. The original PZ 80 that was upgraded using upgrade kit with a computer core to PZ 80R with PZB 90, have some 143- R and all -F and 143 -W. After all, 30 143 -R and all have a 112.1 Linienzugbeeinflussung the type I LZB 80, the software also has the PZB -90 functionality.
All 112, 114 and 143 have been delivered a conventional push-pull train ( KWS ) over the usual in the DR 34-pin control cable. The 143.8 were in this way also double traction capability. For the push-pull operation with advanced control trailer all 112, 114, 143- S and 143- R on a time-division shuttle train ( CFB), which - with the exception of the 143- S - even the addition of double traction (ZDS ) has.
All machines have now the door lock from 0 km / hr ( TB0 ), which is the minimum standard for door control. With the exception of variant W have all 143er a frequency Multiple train control ( FMZ ), which enables face-selective door control with monitoring and thus the self-handling by the driver ( SAT). In the variant S clearance microphones also are available with which the external speaker of x - cart can be controlled and clearance, if necessary, can also be done from the platform. In the variant R was by retrofitting the technology -based clearance procedures ( TAV ) is possible, in which an observation of the events on the train at check-in is no longer required. At 20 machines of the variant R the emergency brake ( EBO ) and the electro-pneumatic brake ( ep ) according to UIC 541-5 have been retrofitted. Both are a prerequisite for the running of trains, for example, in the new Mainz railway tunnel and the north - south tunnel in Berlin.
At facilities for passenger information all machines come with electronic destination displays. The Zugzieleinstellung can only be done directly on the scoreboard in the variants S and W, while the indicator of the remaining variants are bus-compatible, so is possibly also be set from the control car from, if it is equipped for it. Also limited to the variants R and F, and a few S-Bahn trains is the GPS-controlled stops announcement from the voice storage and intercom connection to the emergency call stations in the passenger compartment.
A computer unit for the electronic book EBuLa schedule is available on all engines and is used since the year 2003. Also in 2003, all engines with electronic energy consumption measuring equipment ( TEMA ) were fitted to the energy bill. Gradually, the two systems will be connected, so that one can read off the energy consumption on the EBuLa display; the later follow driving recommendations for energy-saving driving style. The Dako Anti-Skid was expanded due to malfunction, the 143- R and- S now own a Knorr- slide control, which also supports the anti-skid braking by selective spin Direction axes. As a driver's brake valve Knorr -D2 is applied on almost any machine, just 143 still have a Dako valve. In contrast, the Dako auxiliary stop valve is still widespread in the majority but is also the additional brake valve now a Knorr- type.
The series 112.1 has since its delivery LZB 80, as well as a time-division Wendezug and double traction control (CFB / ADS). A FMZ for self-handling by the Tf is also present, later supplemented by the TB -0 functionality, also a non- bus-compatible matrix destination displays. A part of the machinery has now been adjusted to the requirements of transport and now owns in addition to the requirements for the technically -based clearance procedures also a GPS -controlled passenger information system with LED destination displays and intercom connection for the passenger emergency.
In contrast to the 143 and 114 for the 112er each have a modern-day, taken in the driver table driver's brake and auxiliary brake valve. From the outset, a emergency brake ( EBO ) and a control unit for electro-pneumatic brake ( ep ) by DB system was available, which has now been replaced with a part of the machine by a NBÜ / ep according to UIC 541-5 with separate control line.
The series now has 114 CFB / ZDS, FMZ / TAV and GPS FIS. The brake valves are Knorr, it is a NBÜ / ep installed according to UIC 541-5 font.
After the reunification of Germany, the producers all signs of LEW were removed at the Lokomotiv outsides.