DB Class 101

The electric locomotives of Class 101 of Deutsche Bahn AG are high-performance universal locomotives with AC drive. They were procured the mid-1990s as a replacement for the then about 25 -year-old locomotives of the series 103. Adtranz was commissioned more than 145 locomotives.

Meanwhile, the series has 101 locomotives of the series 103 replaced as the rule covering long-distance transport of Deutsche Bahn AG and proven in daily operational use; the role of the ( publicly perceived) figurehead of rapid rail transport in Germany, however, has gone from the series 103 on the ICE.

The built for the U.S. New Jersey Transit ALP -46 electric locomotive is derived from the 101 series. However, the design of the locomotive body corresponds to a Bombardier TRAXX.

• 5.1 Radsatzregelungen and AFB
• 5.2, control and diagnosis

History

In the early 1990s it became increasingly clear that the heavy and fast intercity service standing electric locomotives of series 103 were worn. Especially the years of covering of long, dual-class intercity trains, with an annual mileage of up to 350,000 kilometers loaded the locomotives up to the capacity. When the DB under the DB 90 program tried to reduce operating costs by "Travel to wear ", this led to increasing damage to the rear derailleur, the traction motors and the bogie frame. A replacement for the original 145 locomotives Swiftly a new acquisition, as well as because of the reunification of Germany and the expansion of freeways in the new countries, despite the acquisition of ICE trains anyway was a lack of high-speed electric locomotives.

The DB demanded by the German railway industry offers for new high-performance locomotives. Siemens and Krauss -Maffei had with the Euro Sprinter 127 001 already has a prototype on the rails, and AEG rail vehicle technology could very soon be a roadworthy demonstration samples of their concept 12X, the later 128 001, present. ABB Henschel had no modern prototype, but only a concept called ECO2000 and a technology demonstration on the basis of two time already 15 years old three-phase locomotives of the series 120, which had been converted into test vehicles.

In the component development for ECO2000 man leaning on two pre-series locomotives of the series 120, to test new technology in practice to be able to 120 004 and 005, which were rebuilt by ABB in 1992. The 120 005 had received new converter based on GTO thyristors and a new avionics, 120 004 In addition, also adapted from ICE bogies, which later became the 101 series and received a biodegradable polyol ester as a coolant for the main transformer. Both locomotives stored in this configuration, large distances in the scheduled IC - service trouble-free back.

1994 awarded the DB the order for the new 101 series of ABB Henschel. The other manufacturers were based on their prototype development contracts for the Class 145 ( AEG) and 152 (Siemens / Krauss -Maffei ). Since you at this time assumed that the long-distance transport would be already completely changed in a few years, ICE trainsets, the 101 was interpreted on usability in fast freight service (eg, Inter Cargo trains up to 160 km / h).

The first locomotive, 101 003, was introduced in summer 1996. She was, as the first three locomotives of this series, still running in orient red color scheme. All other locomotives have been delivered in traffic red. Meanwhile, ABB Henschel had merged with AEG Schienenfahrzeugtechnik to Adtranz, so that the Lokkästen have now been built partly in Hennigsdorf and partly in Kassel. The welded in Hennigsdorf Lokkästen were thereby achieved with flatbed trucks on the highway to Kassel, where they were set to their chassis that had been made ​​in Breslau and equipped ready for use. A total of 145 units were procured, which include the accounts to the depot Hamburg- Eidelstedt ( there find the " medium " instead of maintenance ).

In the train wreck from Bruhl came on February 6, 2000, 101 092 in a house to a halt. The machine was then disassembled. End of May 2001 the DB decided to rebuild the machine.

Important components of the 101 have already been tested in other locomotives, the power converter and control technology was already on the 120 005 in use. The locomotive 120 004 already had the IGA of 101

Due to a high pollutant matter had in early 2003 a number of services of locomotives will be taken over by vehicles of the series 103 and 120.1. Too low dimensioning of drive technology was considered as the main cause of the failure of many locomotives of the series 101

To this day, were found in locomotives of this series three weaknesses:

Locomotive body

The 101 series falls, like all other new locomotives of the Deutsche Bahn also, first by a wide, beveled front end on. The locomotive body had to be as streamlined as possible and on the other hand also cost one hand. It was therefore dispensed with multi-curved front as for the series 103. A further escalation of the front would have been little sense, since increases in separate locomotives and cars, the distance between the locomotive and cars. That would negate the benefits of a fast sharp front due to the turbulence occurring in the space.

The side window of the driver's cab in the 101 series were carried out as a pivot sliding window to prevent the window recess, which had often proved susceptible to corrosion ( The windows of the series 145 and 152 will continue to be sunk ). At the front end to match the manufacturer has glued a piece of blackened blind glass in the top of the side windows.

The guide table corresponds largely to those of series 120 and 401 ( ICE) and was centrally installed like this right instead. This arrangement of the guide table made ​​it possible to dispense with a more expensive through the windscreen.

A special feature of the 101 series are the bogies. They were mounted along the longitudinal frame side and rise up to the height of the wheel bearing down.

In order to achieve a load-bearing structure of undercarriage, massive C-sections were welded together in Hennigsdorf and ADtranz plant Wroclaw. For the head pieces of the manufacturer welded a box-like structure. The shock buffer on the front are designed for compression forces up to 1000 kN, the front under the front windows starts 700 kN pressure force. The plates under the front window has a thickness of 8 mm, the other front panels only half (4 mm) and the bottom plates are 3 mm thick. The frame of the side walls has been made ​​from vertically positioned profiles. To cover the scaffolding was a 3 mm thick planking. The roof is made from aluminum. The conclusion to the three roof sections makes a welded from 6 or 5 mm thick sheets with top chord. The pitched roof and fan grill part of the roof and can be removed with this.

Bogies

ADtranz and Henschel wanted to develop a bogie, which allows flexibility in the 101 series. So the bogie for a maximum of 250 km / h designed and derived directly from the ICE, although the series is licensed for 101, 220 km / h. Furthermore, the bogie wheel sets compatible with the other gauges. It is also possible to incorporate radially adjustable axes as in the Re 460 SBB, whereupon the DB but refrained.

The bogie has no cross member for a pivot, since the power transmission between the locomotive and the bogie via Zug-/Druck-Stangen. The bogie was welded together from box sections. The four coil springs per bogie have management responsibilities perpendicular to travel. There is a coil spring pair on each truck side. Where the coil springs sit on the truck, the frame of the bogie is slightly bent downwards. The head support take on compressed air equipment and calipers and are more cranked down than in the area of the coil springs. The inner head support carries the massive pins to accept the drawbar. The pin is very far below. By Tiefanlenkung the train / pressure rods creates a point of attack is computationally only 150 millimeters above SO ( top of rail ). Instead of the bogie frame cross-member, the additional bolt-on sub-carriers, which serve as an assembly aid to rotatably suspend the drive unit on the locomotive body. The motors are connected via spherical head with the makers of the bogie. By the suspension of the motor to a reciprocating drive unit, the entire cushioned. In the horizontal, the bogie from the drive unit is completely unloaded and in the vertical hang 40 percent of the drive mass on the bogie. The remaining 60 % borne by the fully suspended locomotive body. The development goal of the lowest possible unsprung mass was thus achieved.

The bogie - axle spacing of the 101 series is 2650 millimeters compared to 3000 millimeters of the ICE power head bogie. This reduction allows the locomotive driving through even narrower track radii of curvature than those provided for the ICE. The 101 series also has larger wheels than the ICE (Series 101: 1250 mm ( new), wear and tear to 1170 mm; ICE: 1040 mm ). Due to its compact truck the relative movements between the locomotive body and bogie are reduced, so that the electrical leads to the motor outside the air ducts can be performed, which facilitates assembly and extends the life.

Drive

Drive unit

The specification of the DB AG has two million kilometers required trouble-free service life for the engine and transmission. This made for the 101 series a redesign of the engine and transmission necessary since the series was 120.1 does not meet the expectations. ABB developed the integrated total power (IGA ). In the IGA, the pinion side motor bearing is located inside the transmission housing to which the motor is directly flanged. This construction also enables the storage of the intermediate gear in the gear housing. The oil loss was reduced by avoiding sharing joints at bearing points.

The drive torque is transferred from the intermediate to a large wheel via the first elastic universal joint, the hollow shaft and then six solid bolts on the opposite drive. The gear is designed for a translation of 3,95:1. The runners of the traction motors rotate a maximum of 3940 times per minute on its own axis. With worn wheels results in a top speed of 220 km / h With the intermediate formed in the drive unit a sufficient distance between the motor and the hollow shaft so as to able to be mounted on the hollow shaft disk brakes; was also the installation space for the brake disc by the lack of cross member and trunnion.

The disc brakes are shared and vented. They can be replaced from below, without having to dismantle the hollow shaft. When the locomotive is braking particularly the electric brake is used. This is constructed as a regenerative brake, i.e., the drive motors then operate as a generator. The interaction between disc brakes and regenerative brake controls a braking computer. Each wheel has its own brake cylinder, a brake cylinder per wheel is used for the spring brake.

The traction motor has no housing. The stator plate packages are held together by tension bars and press plates. This is equal to an outer shape formed to make a case superfluous. The cooling air is passed through channels and holes punched in the sheets. Dynamo for the rotor plates are used, which are held together by press plates. The rotor bars of copper are driven into the slots of the laminated core and is fixed by caulking.

Transformer

The transformer with a higher power, with 13 tons the heaviest, which was previously installed in a German locomotive. Polyol is used as the coolant. The transformer was under the floor suspended from the locomotive body, resulting in a very tidy engine room allowed. Most of the components can be removed through the central passage.

DB AG called for the locomotive an overall efficiency of 85 percent. Previous three-phase locomotives usually reach only 80-83 percent. This made an optimization of the transformer and in particular the converter necessary since this offered the greatest potential for optimization due to the strong development thrust in the semiconductor industry. DB AG calculated that at a Drehstromlok one percent more efficiency than half a million mark in energy costs over the vehicle's life saving (February 2001). The increase in the overall efficiency also benefited from the use of IGBT transistors in the auxiliary operations inverters.

The transformer has four secondary-side windings of the traction performance, a Zugheiz and filter coil and two 315 volt windings for auxiliaries. One of these windings feeds the inverter supplying the 30 auxiliaries engines of the locomotive with AC; including air compressors, power converters cooler, four drive motor fan and two transformer coolers, also pumps and cooling fans. The other auxiliary run winding supplies the cab heater and battery charger.

Traction

The 101 series can regulate the tension of each traction motor individually. This allows in every situation an optimal utilization of the friction value of all axles. The Radsatzregelung also offers the advantage that the locomotive in a drive group defect can still continue with 75 percent of the normal traction performance. In the bogie control it would be only 50 percent.

At each of the four traction windings of the transformer a traction inverter is connected, which consists of the following modules: four-quadrant controller, DC- DC and pulse inverter. The four-quadrant and the pulse inverters are constructed from universal power converter modules. Each module has power semiconductors and Wiring and protection instruments. The GTO thyristors of the inverter are controlled by impulses coming from the drive controller via fiber optic cable. The semiconductor and the transformer are cooled with polyol ester. In DC, a notch filter is arranged, which is tuned to twice the mains frequency of 33 1/ 3 Hz and is used for smoothing the pulsating power from the single-phase railway power network.

When driving, the electrical energy is removed through the pantograph type DSA 350 SEK from the overhead line and passed through the main switch and high current transformer in the primary winding of the main transformer, where ( for each drive motor a ) extend the four secondary windings. Here the applied alternating voltage of each winding comes into the four-quadrant regulator, which then as a rectifier feeding the DC voltage intermediate circuit. The pulse inverter converts the DC voltage from the DC link in three-phase AC voltage of variable frequency and voltage and thus feeds the asynchronous traction motor.

During braking, the traction motor operates as a generator and feeds into the three-phase PWM inverter. The PWM inverter is now working as a rectifier. The four-quadrant makes then out of the direct current alternating current. Through the transformer, the current is fed into the network.

The converters are placed in the middle of the machine room in pairs on the right and left of the center aisle.

Software in the 101 series

Radsatzregelungen and AFB

The locomotive was the AFB ( Automatic drive and brake control), which supports the engineer in maintaining a set speed constant.

The 101 series has a super slip control. In contrast to a conventional slip control, which prevents any slippage, can the super slip control to a certain macroscopic difference between the vehicle and wheel peripheral velocity, the so-called super slip. This allows the maximum adhesion between wheel and rail are exploited. The super slip regulation requires very precise speed data, so a velocity measurement was installed by radar. Meanwhile, it has been found that the super slip control works even without radar.

Measurement, control and diagnostic

The 101 series has - like the ICE - the specially developed by ABB 16 -bit computer system MICAS S as a traction control system.

MICAS S is a multi-computer system and is responsible for the following functions: vehicle functions, the parent Zugleitebene and the peripheral controller ( microcomputer ) for the drive control level.

For the control, monitoring and diagnosis of the vehicle, a bus system exists. This reduces the amount of wiring compared to the 120 series significantly. Lines for the bus system are located largely in the side walls. The central control unit is the core of this on-board computer that was installed twice for redundancy. All information collecting systems such as MICAS S or DAVID, and other information is sent to the CCU (central control unit). All commands that are important for the function of the locomotive, start from the CCU.

In the CCU edit four machine groups the vehicle and the Zugbussteuerung. These four groups of computers also monitor the time - time - Sifa and the locomotive control. In the computers, the diagnosis of the vehicle. In the plane of the control- for example, the ZMS part (time multiplex multi-train ) and the CFB / ZDS.

As the train control system series has over 101 LZB 80 with PZB 90 on the locomotives 101140-144 European ETCS was also tested. The locomotives were equipped for it by mid-2001 in Kassel with ETCS.

In the 101 series and the diagnostic system was developed DAVID ICE. So it is the maintenance centers with this diagnostic system possible fault messages of each locomotive, regardless of specific points on the rail network query. So things can be prepared that are needed at the next look-up or the time limit work and residence times of the locomotives will be shortened. Retrieving the data in the ICE is only possible at certain points in the network. The entertainment business can get more accurate data on impending or existent error of the locomotive and assist the engineer in diagnosing the problem and troubleshoot the error. The display includes the drivers for errors either by itself or through only at the request of the engineer.

Use

The 101 series was stationed in the depot Hamburg- Eidelstedt. In the summer timetable 1997, the first 101 their operational use, rode in a ten-day circulation. First, the severe IR trains were strung on the line between Hamburg and consistency with the new 101 series instead of the 111 series. In the winter timetable 1997 already 21 locomotives of the series 101 instead of the 103 series were traveling. Later that year, drove 60 locomotives of the series 101 The delivery lasted until the summer of 1999, when the last locomotive of this series left the Henschel plant in Kassel.

The silver-painted 101 130 and -131, as well as reserve the traffic red lacquered 101 124 and -126 From 1999 to 2004 moved the business passenger Metropolitan Express Train ( MET). These four locomotives are equipped as Triebzuglokausführung additionally with a MET- train bus ( WTB ) and an on-board computer, depending on the driver's cab can be accessed and controlled by both the locomotive and the cars from tax data and states of the wagon train.

Are at night and on weekends many 101 freight trains in use, such as the Parcel InterCity trains at 160 km / h on behalf of DB Schenker Rail. DB Schenker Rail and DB long-distance transport agreed to release all 101 on DB Schenker Rail, when the long-distance transport should be completely converted to multiple units. With the Munich -Nuremberg Express 101 is also available for regional services in use.

Meanwhile, the 101 has proven itself as the most important locomotive in the long distance service of DB AG. While it provides for much of the Geschwindigskeitsbereichs lower tensile forces as a locomotive of the series 103, but she has particularly under difficult conditions of friction by the Radsatzschlupfregelung and selective torque control for each wheel set a higher use - effectiveness than the 103

Testing and trials

The locomotive 101 047 was fitted in December 2009 with LED signal lights and signal lights heating. At this experimental vehicle to be tested whether the conversion for all locomotives of this series is economical. The UIC headlights with LED technology is already known from other series, will be available in the 101 series with the latest warm white LEDs, which represent the current state of LED technology. Another new feature is an LED implementation for the Spotlight, the world's first place in the rail vehicle technology application. Thus, the warning lights remain visible even when the snow and ice, this locomotive was equipped with a temperature-controlled heating signal lights.

Werbeloks

Due to the smooth skin and the Germany -wide insert in passenger train service the Series 101 is used as a traveling advertising medium. Shortly after delivery of the first locomotive recruited from May 1998 101 001 for the musical " Starlight Express", followed by advertising campaigns of Bayer AG, the CMA and the State of Baden -Württemberg, various airlines and the Adler Mannheim. The Bahn AG himself used the engines to advertise for new pricing systems.

The advertising is not painted, but printed on sheets, which are glued to the locomotive body. By mid-2006, there were approximately 200 advertising inserts, and many locomotives were covered with identical slides.

101 067 advertising for 2006 FIFA World Cup, the DB was a national sponsor

101 101 " EUROPE" in large Gleidingen

101 141 "Trainees 2000 against violence " in Lollar

101 144 " Hertha BSC " in Berlin

101 070 " Adler Mannheim " in Darmstadt

101 060 "60 Years Federal Police " in Frankfurt am Main

101 047 with publicity for the German Fire Service Association

101 034 in the Mainz main station with advertising of the Federal Ministries of Food and Health

101013-1 with advertisements dOCUMENTA ( 13) in Mannheim main station on 14 March 2012