DR Class 130 family

20.820 mm (series 130.1, 132 and 142)

20.4 t ( BR 130.1, 132 & 241) 20.5 t ( BR 234)

Diesel locomotives of the series 130 (DB AG: 230), BR 131 (231 ), BR 132 (232, 233, 234, 241 and 754 ) and BR 142 (242 ) were from 1970 from the former Soviet Union imports in the GDR and Deutsche Reichsbahn for passenger and freight services provided in service. The model was still presented as V 300 at the Leipzig Fair.

From the series a total of 873 family units were put into service 1970-1982. After 1990, however, the unusual name among railway workers Ludmilla came on. In part, the Series 130 is also called "Taiga Drum"; this designation was originally but the older DR series V 200 (BR 120). Today at the Deutsche Bahn are emerged only from the 132 series vehicles in use.

• 2.3.1 DB Class 233
• 2.3.2 DR / DB Class 234
• 2.3.3 DB Class 241

• 5.1 Structure
• 5.2 Technical Features

Background

In the 1960s, the railroad developed in the GDR into a powerful means of transport. Although it was able to complement the pre-war series of electric locomotives with powerful successor series, the electrification of other railway lines north-east of a line -Bitterfeld Magdeburg -Dresden stagnated, however. Under the impression that they can safely and inexpensively obtain oil from the USSR for a long time, it was decided to give priority to replace the steam operation against the recommendation of professionals with diesel locomotives. The lower base investment - neither was a traction power supply nor the catenary network build and modification work on existing facilities should not be necessary as well - seemed the higher operating costs compared to the electrical operating more than compensate. Due to the utilization of the industry in the development of a central railway power supply in the north at this time would have been problematic. The locomotive manufacturer of the GDR were busy with export orders also should in the GDR in accordance with the CMEA decisions no more large diesel locomotives are built. Such machines should be supplied by the locomotive factory Woroschilowgrad in the Soviet Union.

These developed then according to the specifications of the DR a machine as a further development of the M62 ( DR series V 200). With 140 km / h, the locomotive also corresponded to the DR planning for the 1970s. The DR was planning a high-quality trains with rapid connections between the district capitals. Delays incurred in the development of energy supply for train heating. This should be done by resolution of the associations UIC and OSShD only electrically to avoid the double equipment of passenger cars with electric and steam heating in the future. The German system of 1,000 volts at 16 2/3 Hz, which was necessary for reasons of compatibility with the existing vehicle fleet and the safety systems, the manufacturer had no experience. In order not to lose more time, the locomotives were initially delivered without Zugheizeinrichtung. Thus, they were used only in the summer for passenger trains. The general condition of the routes was an increase in speed in the 1970s anyway not to. The GDR therefore stopped the import of the BR 130 after 80 copies, let the gear ratio of the traction motors change from 1973 and ranked the following locomotives at 100 km / h maximum speed and without dynamic brakes as series 131.

In addition, in 1973, two further machines have been provided (130 101 and 102) which finally had the required Zugheizeinrichtung. Based on these two test patterns DR procured from 1973 a large number of locomotives of the series 132 with train heating and a top speed of 120 km / h

The series family

Delivered series

DR Class 130 / DB - 230 series

A model has been exhibited at the Leipzig Spring Fair in 1970 as V 300 001, the first vehicles delivered but were made ​​already called 130 for testing at the VES -M Halle in service. The first machines received the depot Leipzig Hbf -south. Although the 80 units of the class 130 had bogies for 140 km / h without heating but they were not very suitable for fast passenger trains and were therefore mainly used in heavy freight service, for which they but because of the translation up to 140 km / h and the resulting lower traction were also not ideal. Therefore, the transmission was later modified with three locomotives and reduced the maximum speed to 100 km / hr. These locomotives were henceforth conducted as BR 131.1. Planned further conversions was omitted but.

The two test samples of series 130 with electric train heating based on the original request and were designed for 140 km / h. That's why they got the car numbers 130 101 and 102, but in design and technology, they were similar to the derived ones BR 132, which with changed gears, however, only 120 km / h reached. In this design, the Ludmilla was still a success at the DR

The Series 130 was renumbered from 1992 by the Deutsche Reichsbahn in anticipation of the merger with the German Federal Railways for 230 series. Then she was retired from Deutsche Bahn AG is the first (see section history and use ).

DR Class 131 / DB Class 231

When it became clear that the electric train heating for some time would not be available, you let the other vehicles with a modified Final drive ratio for a top speed of 100 km / h ( without electric brake ) build. Accordingly, higher fell from the tension. These 76 machines were classified as Class 131.

DR series 130.1 / 132 / DB Class 754/232

From 1973, the manufacturer was finally able to deliver locomotives with electric train heating. The first two test machines ( built in 1972 ) were permitted to continue for a maximum speed of 140 km / h and were therefore referred to 130 101/102. You always stayed with the VES -M Halle and were last even allocated at DB AG as a railroad maintenance vehicles of the 754.

There was not foreseeable when the authorized line speed limits could be increased, it was decided in all subsequent copies for a reduced speed of 120 km / h These were found to be 132 series from 1974 in service. A total of 709 pieces of this series were built.

The 132 series was universally used, both in the high -speed traffic as well as in heavy freight service. Branch lines with less than 20 t axle load could not drive the BR 132, this remained the residence of the German six-axis BR 118, and later the series 112 and 119

Externally visible differences to the machines from the 130 (apart from the 132 prototype 130 101 and 102 ) and 131 are longer by 200 mm Car body with an additional machine room window between cab 1 and the row of windows in the center of the vehicle as well as in the amount reduced bulkhead window.

DR- 142 series / DB Class 242

Between 1977 and 1978 six locomotives with a power of 4000 hp ( 2940 kW) were taken as 142 series in operation. First, the locomotives were stationed at Bw Hall G and umbeheimatet 1979 completely to Stralsund. These engines should operate heavy freight traffic from the seaports to the industrial centers in the south to the non-electrified lines in the north of the GDR. Meanwhile, the decision was made at the political level but to electrify the main trunk routes in the north, so that such services should in future be driven electrically. So you decided not to further orders of the series 142

This used the 142001-142006 in heavy transit and transit freight service. The services provided ranged from Sassnitz in the north to the southernmost Seddin turning point. Among the almost only the 142 series covering tasks were reserved for the heavy tank car trains with up to 3600 t tensile load between the oil port of Rostock and the Kombinat Schwedt Petrochemical. Bw Stralsund put the 142 also against serious about long holiday trains as replacement of class 03.10, to prevent travel time losses due to insufficient acceleration values ​​.

By the turn and the associated circumstances the performance heavy duty freight transport declined considerably, the 142 series as a splitter series eventually made redundant. The locomotives were used in the last round 's plan to haul passenger trains. In April 1994, the Bw Stralsund from all machines.

The 142 series was (along with the later converted 241 ) as the most powerful single diesel in Europe. Only in the year 2006 arose with the Voith Maxima 40 CC an even stronger engine (3600 kW). The 242001-005 are now used by private railways. 242 006 was disassembled on 25 November 2009 in Cottbus.

Tracings

With the merger of the Deutsche Reichsbahn of the German Railways Deutsche Bahn AG after the reunification of the diesel locomotives of the DR were redrawn according to the schema of the DB series to a leading "2". Thus, the series 230, 231, 232 and 242 of the Deutsche Bahn emerged. The series designations 230 and 232 had been long previously occupied already in the DB of loners.

Conversions

Numerous machines of class 232 were rebuilt. By rebuilding and repowering of the series (49 M and improvements new motorized with Kolomna 12 D ), 234 (64 copies for 140 km / h in the fast train service upgraded, bogies of the 230 series built-in) and ten units of the class 241 originated 233 ( 4000 hp uprated dedicated freight variant).

DB Class 233

After 1991, a replacement motor for the 232 series was sought, because some of the motor housing had reached the wear limit. To test a Caterpillar, a MaK and a Russian engine type Kolomna 12D49M were installed. For cost reasons, including the Russian engine with the fewest modifications made ​​to the vehicle incorporate, this is selected. However, Kolomna was long unable to meet its delivery obligations. The new engine is similar to 5D49, but works with only twelve cylinders and for a higher boost pressure. In addition, other new features were added, including roller blinds, sandy fan, provision for air conditioning, closed cooling system, asbestos substitution, band listings for supplies, fuel remaining useful, new wheel flange lubrication as well as another control of the cooling fan and blinds. The locomotives can be seen from the outside through an additional window on the B - side, another sound of the diesel engine ( by the shortened silencer). In the engine idle a few cylinders are turned off by the cylinder shut-off group as in 5D49. This increases the injected Krafftstoffmenge in the remaining operating cylinders and prevents idling of the diesel engine, a partial condensation of fuel to the liner inner walls due to lower operating temperatures. So that the dilution of engine oil by penetrating into the oil sump of diesel fuel is prevented. This modernized locomotives were now given the series designation 233, while maintaining the old order number. 233 for all the central power supply is disconnected in order to reduce the maintenance costs. By 2003, 65 locomotives were rebuilt.

DR / DB Class 234

For the IR and IC service in the new federal states were needed after the turn urgently fast and powerful diesel engines for speeds of 140 km / h with a correspondingly high tractive power, which can not provide the DB Class 218. In 1991, planned the head office machines industry, to increase the maximum speed of the 132 series to put them on the then not yet electrified lines between Berlin and Hamburg and Berlin -Hannover in the IR and IC service. After agreements with the Raw Cottbus was relatively uncomplicated because the structural design of the vehicle part for 140 km / h, as it had been made ​​for the Series 130 has been retained by the manufacturer. Using traction motors, transaxles and bogie parts of the series 130, which was only requires limited, the conversion was largely unproblematic. The first converted locomotive was 132 335, which in experimental runs on the route Dresden- Berlin a top speed of 145 km / h reached in November 1991. The for 140 km / h suitable locomotives received while retaining the order number the series designation 234, the 4 should point to the new limit. For use in push-pull operation, a time-division shuttle train were installed in 23 aircraft. First, the Bw Berlin Hauptbahnhof was (now Eastern) alone responsible for sheltering; was achieved as the closing balance of 64 locomotives rebuilt, they were distributed to the Bw Schwerin, Görlitz, Reichenbach and Pankow. Some 234 were later built to 120 km / h and designated as 232.9. A loner is 234 304, it was painted mint green 1995 - lichtrgau in the true mass transit scheme. After her decommissioning in 2002 it was decommissioned in Bw Nossen and can be visited on holidays.

Currently there are two locomotives of the series 234 (234 242 and 234 278 ) as applied to DB long-distance transport in Berlin. Since the timetable change 2009/2010 is a 234 schedule used Warschauer Straße before the night train - empty park between Berlin Lichtenberg and Berlin. The second 234 is a solid 186 - reserve in Rummelsburg and comes before the Berlin -Warsaw Express to use. After setting the EC between Berlin and Stettin no 234er operate scheduled before long-distance trains.

DB Class 241

In 1997, 232 800 lavishly remodeled to achieve improved performance at 4000 hp. With the knowledge gained, were converted into two construction series of five 232er in the new series 241. The series received 241 new diesel engines and electric motors, reinforced brake devices, a translation for a maximum speed of 100 km / h and a slip and slide protection device.

The five locomotives with numbers 241801-241805 have been specifically adapted to the cross- border traffic to Belgium between Aachen West Station and Montzen, where they were used from 2001. The adaptation included the lowering of the locomotive body and the laying of the fan in the attic, so the locomotives adapted to the Belgian gauge. Since they were not equipped with the Belgian train control system memor, their speed limit in Belgium is limited to 60 km / hr. Since the timetable change on 14 December 2008, the locomotives are after the electrification of the Montzenroute not between Germany and Belgium in use.

History

In the 1960s, it was decided at the political level that the traction transformation had to take place in the GDR, primarily from diesel locomotives. Because of specialization agreements within the CMEA the future needs of the Deutsche Reichsbahn of powerful diesel locomotives could not be met from domestic production. Therefore, the Versuchslok the DR series V 240 had to remain unique. In addition to pure freight locomotives of the type M62 (DR- 120 series ) should also be 3000 hp, 140 km / h locomotives with electric train heating (later also 160 km / h fast machine with 4000 hp ) from the Soviet Union to be procured. Its construction was carried out according to the specifications of the DR at the locomotive factory Woroschilowgrad. As a central electric train heating did not meet Soviet needs, appropriate units had to be developed from scratch and were available to start of delivery is not available.

Use

In the GDR, these locomotives have been universally used; by express train via the D train on non-electrified lines up to lime and coal trains from 1800 to 2200 tons towing capacity - depending on the route expansion. The locomotives are due to the heavy weight with an axle load exceeding 20 tonnes but not as flexible as the DR- series locomotives of series 132 or in transit West Berlin were 118 and 119 Preference - West Germany used and came so to Büchenberg, Lübeck and yard. They were even used daily on the Berlin Stadtbahn, although they were actually too heavy for this. After the Berlin Wall in 1989, these locomotives arrived with her ​​countenance even further to Hamburg, Kassel, Nuremberg and Kiel.

With the merger of the two German railways 1994, the field of application has been extended. The Ludmilla replaced now nationwide, the locomotives of the V- 160 family, when the Zugheizleistung was too low or more pulling power was needed. The breakdown of the locomotives on the business segments DB Highway, DB and DB Cargo transport by the railway reform of 1994, the 232 was taken over by Cargo and does its work now only rarely in passenger train service. DB Cargo (now DB Schenker Rail ) set the locomotive in Germany and the Netherlands and Poland as a serious Güterzugdiesellok. However, it can also come in the IC service to use. Among other things, it was used prior to delivery of the PKP - Series EU 44 frequently in the Berlin- Warszawa - Express.

The six engines of the 142 series were always home after their testing in Hall in Stralsund. After initially often ran into the plans of the steam locomotive of series 3:10, they were later mostly from particularly heavy freight trains. As of 1992, they were designated as the class 242.

After the merger of Deutsche Bahn AG, the locomotives of series 230 were retired first. After the locomotives of the type 231 was the turn because they had no use for the cars without heater. The Series 242 has in the meantime also turned off; they are now in private cars in use. Contrast, are to be found still numerous and in almost all parts of the country, but also in cross-border traffic to this day in Germany locomotives of the type 232 with its variants, 233, 234 and 241.

For intra- German rail transport of Castor containers specially equipped diesel locomotives of this series are used. A total of eight (including 232 254 and 569 ) were in the details - such as the ability to mount protective bars on the windows - prepared for these applications. This can go so also turned off the overhead contact line and are protected against missiles.

In Bahnbetriebswerk Arnstadt 131 072 issued as inoperable exhibit. The MEG 317 (formerly 232500-0 ) was left to steam friends Salzwedel loan. They can be visited in former railway engine Wittenberg. The 130 101 is stationed in the branch hall of the DB Museum.

A number of 232 was passed on to the Deutsche Bahn subsidiary DB Schenker Rail Romania; two of these locomotives were 2012/2013 bought by the Austria -Hungarian Raaberbahn and so far as 651 003 and 004 used.

Construction

Construction

The machine consists of a steel frame with an attached locomotive body in sheet metal tubular components (units with electric heater he was asymmetrically extended by 200 millimeters, to make room for the extra equipment). The locomotive body and the tank are load-bearing. The two three-axle bogies are guided by pivot pins and is supported on four supporting and resetting devices. The locomotive has only one primary suspension with coil springs and friction dampers. The power is transmitted electrically.

Technical Features

The service is provided by a direct-injection four-cycle 16-cylinder diesel engine 5D49. The engine delivers turbocharged and intercooled 2200 kW (3000 hp). To supplies up to 6000 liters of diesel and 1,100 liters of engine oil be carried. The diesel engine of the V 300 had significant teething problems because he was equipped in the original with a cast crankshaft made ​​of cast iron with spheroidal graphite. This wave tended after the winter period to fractures. The cause of this is often the cylinder shut-off group was considered. This was necessary to increase the combustion temperature in the idling of the diesel engine. Here, the cylinder, fuel is injected only at the half. This increases the temperature in the other cylinders and the fuel burns completely. Otherwise, a portion would condense on the liner wall and get into the oil.

It replaced the cast waves through forged shafts. They were provided at the beginning but with too low surface hardness. The waves kept the provided 20,000 hours run is not enough. To solve the problem, two techniques have been developed hardness. One method is already known nitriding, wherein nitrogen ions in the glow phase to penetrate and harden the surface areas of the steel. Thereafter, however, the waves had to be reground because they warp slightly during annealing. The second method is a surface hardening by local heating with a CO2 laser. Curing was carried round the laser cross section over emphasized the Pleuellagerlauffläche on the lathe, somewhat uneven. The you could also feel after 10,000 hours run to the bearing revision. Nevertheless, the so-treated crankshafts could be operated to revision at 20,000 Mh.

The bogies have three axes in Lemniskatenlenker suspension that realize the tracking of the axes. The drive is Tatzlagerfahrmotoren. The traction motors are designed as direct current series -wound motors. The central axes of the bogies are moved laterally by four millimeters, the pivot bearing is 80 mm in both directions seitenverschiebar and are reset by the springs. When screwing the bogies, the locomotive body lifts slightly. The weight of the locomotive body presses the bogies thus back into the rest position, since the bearings are hemispherical.

The diesel motor drives in addition to the light excitation and machine especially a three-phase main generator and a Drehstromheizgenerator.

The traction current is converted by a six-way rectifying diode 240 into direct current. The capacity is regulated by the diesel engine speed and a Thyristorfeldregler the exciter machine.

The heating has two 30 degree staggered three-phase star. It thus provides six- phase current, this is directed to a Hüllkurvenumrichter. He sets the positive and negative half waves with the aid of thyristors together to form a single-phase 22 Hz heating. Thus, the half-waves in the assembly are the same size, it is useful when there are many input phases at high frequency. The voltage-time control of the PFC must namely to ensure that the areas are equal. The difference is a direct current, the inductive load driving in the magnetic saturation and causes them to a high current. That would not be suitable for air conditioning systems in passenger cars.

For years, the electric train heating is redefined in a central power supply, which also allows inductive loads. So the coaches were equipped with a battery charger powered from the 1000 -volt train line. To this end, almost all machines with RC elements were equipped for power factor correction. The heating also provides the ancillary businesses such as the fan.

Identical machines in other countries

The locomotives are designed specifically for German relations in other countries reached comparatively few:

• Czechoslovakia: ČSD T 679.2 (. T. 679.2001 / 2002 They corresponded to the BR 131, remained single pieces and were later given to the BDŽ. )
• Bulgaria: Български Държавни Железници ( БДЖ ) ( BDŽ ): 07 ( 07001-07090, which represented the BR 131 from the two ex T679.2 was prepared as a machine operative and 07 091 queued. )
• USSR: ТЭ 109 double locomotives 2ТЭ 109, with 4000 horsepower; ТЭ 125, ТЭ 129 (of the 109 ТЭ some copies were supplied to various industries ). The presented Schtscherbinka in Moscow as V300 001 broad-gauged delivered prototype also remained in the USSR.
• The 232 103 came under German number from the DB to Kaliningrad Railway. At least five locomotives of the class 232 were left in 1996 the railways of Bosnia-Herzegovina, acc. At least the 232 066, 154, 275, 293 and 579 are now running for the Polish company PCC Rail SA Szczakowa