DBAG Class 101
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DBAG Class 101 is a class of electric locomotives built by Adtranz and operated by DB Fernverkehr in Germany. 145 locomotives were built between 1996 and 1999 to replace the aging Class 103.
Many components of the Class 101 were adapted from other locomotives. For example, the bogies are very similar to those of the DB Class 401, also known as the InterCity Express, even though the 101 was designed for a maximum speed of 220 km/h, while the InterCity Express's maximum speed is 280 km/h. The exterior was designed as simply as possible to minimize production cost.
New Jersey Transit's ALP-46 locomotive is derived from the Class 101.
History
In the early 1990s it became apparent that the heavy and fast InterCity-Service current electric locomotives, the Class 103, were worn out. The Class 103 locomotives traveled up to 350,000 km per year, and went for long periods of time without regular maintenance.
DB asked the German railway industry to offer a new high-powered locomotive. Siemens and Krauss-Maffei had created a prototype of the Eurosprinter, and AEG Schienenfahrzeugtechnik could present a working sample of their concept 12X, the future 128 001. ABB Henschel had no modern prototypes, only a concept named Eco2000 and a technology demonstration based on two rebuilt Class 120 locomotives.
To develop components for the Eco2000, ABB Henschel used previous Class 120 prototype locomotives, 120 004 and 005 in order to test new technologies in practice. The 120 005 received new electric power converters based on GTO-Thyristors and new on-board electronics. The 120 004 received a new biodegradable polyol-ester cooling agent for its main transformer.
To the surprise of many observers, in 1994 DB gave the order for the new series 101 to ABB Henschel. The other manufacturers received development orders for the Class 145 (GEC) and 152 (Siemens / Krauss-Maffei). Because it was assumed that long-distance traffic would soon be completely taken over by InterCity Express trains, the Class 101 was to be laid out so that it was also usable in fast freight service (e.g., InterCargo trains up to 160 km/h).
The first Class 101 locomotive, 101 003, entered service in the summer of 1996.
Body Design
The series 101 look, how all other newly constucted locomotives DB AG also look, first by an unusual wide chamfer. The locomotive body had to be very streamlined on the one hand and, on the other hand, had to be also very low cost. Therefore, it was given a multiple bent front. Another taper of the front would have also been senseless, because with separate locomotives and vehicles the distance grows between locomotive and vehicle. The advantages of the pointed front would be quickly negated by the drag created by turblent flow in the space inbetween.
The side windows of the driver's cab in the series 101 were executed as Schwenkschiebefenster to avoid around the window shaft which had turned out to be susceptible to corrosion (the windows of the series 145 and 152 are sunk furthermore). To the front portion fitting the manufacturer has stuck a piece of blackened blind glass in the top of the side windows.
The engineer's table is similar to those of the classes 120 and 401 (ICE1 train) and was installed, like these, on the right hand side instead of concentric. This arrangement of the table enabled the use of less expensive brakes.
A distinguishing mark of the series 101 are the rotary bogie screens. They were placed along the framework and reach up to the height of the wheelwell.
In order to create the carrying structure of the underframe, massive C profiles were welded together in Henningsdorf at ADTRANZ WORK Wroclaw . For the head pieces the manufacturer welded a box-shaped design. Seitenpuffer in the front are on pressure forces up to 1000 kN laid out, the front under the windows catches 700 kN compressive force. The tins under the front discs have a strength of 8 mms, the other front plates only half (4 mms) and the ground tins are 3 mms. The frame of the side walls was made from perpendicularly ordered profiles. To the trim got of the stand 3 mms sheet metal. The roof was produced from aluminium. A high belt welded from 6 or 5 mm tins does the conclusion to three roof sections. The roof features and fan grids are a part of the roof and can be taken off with the roof.
Bogies
ADtranz and Henschel wanted to develop for the class 101 rotary bogie which still leaves the greatest possible development time. So the rotary bogie is designed for maximally 250 km/h and is derived directly from the intercity express train, although the locomotive comes only on 220 km/h of maximum speed. Besides the rotary bogie is compatible with the gear teeth sets more other Spurweite n. It also is to be inserted possibly radial adjustable axes, like with series 460 of the SBB what DB, however, renounced.The rotary bogie has no cross beam for a pivot, because the power transmission takes place between locomotive and rotary bogie about train / pressure bars. The rotary bogie became from chest profiles zusammengeschweißt. Four helical spring n per rotary bogie executive duties have perpendicularly to the spring way. On every rotary bogie side is always a helical spring pair. Where the helical springs on the rotary bogie sit, the framework of the rotary bogie is lightly(easily) downwards gekröpft. The head porters take(accept) compressed air equipments and calipers and are stuffed stronger downwards than in the area of the helical springs. The inside head porter carries massive pin to the admission of the vacuum advance arm. The pin is very wide below. By low Anlenkung the train / Druck-Stangen appears a weak point which lies computationally only 150 mms about SO (rails upper edge). Instead of the cross beam the rotary bogie framework has, in addition, screwed on auxiliary porters who serve as assembly help to hang up the drive unity swivelling on the locomotive chest. The engines are connected about pendulum with the head porters of the rotary bogie. The whole drive unity is cushioned by the suspension of the engine in a pendulum.
Although the rotary bogie of the series 101 is an advanced development from that of the intercity express train, the rotary bogies look very different. The rotary bogie of the series 101 does a compact impression, while of the intercity express train does not look so pushed(crowded). This lies with the fact that the rotary bogie of the series 101 had to be designed for a good straight outlet and good curves commonness at the same moment. Therefore a short gear teeth set distance and big wheels were necessary. The rotary bogie of the intercity express train does not have to go so to close curves endure like that of the series 101. Therefore, the gear teeth set distance of 3.000 mms of the intercity express train-desire head rotary bogie on 2.650 mms was shortened with 101 and was applied in the series 101 bigger wheels than in the intercity express train (series 101: 1.250 mms (a new), wearable out on 1.170 mms; intercity express train: 1.040 mms). The relative motions are reduced by the compact rotary bogie between locomotive chest and rotary bogie so much that the engine connecting leads can be led beyond the ventilation channels. This facilitates the assembly and extends the life.
Drivetrain
Drive Assembly
In specification DB AG undisturbed Lauffleistung were demanded for engine and transmission to two million kilometers. This made for the series 101 a new design of engine and transmission necessary, because the series 120.1 had not fulfilled the expectations. ILL. developed '' integrated whole drive (IGA) ' 'With IGA is the pinion-sided engine mounting within the transmission housing in which the engine is directly angeflanscht. This design makes also possible the storage of the idle wheel in the transmission housing. The Ölverlust became by avoiding of division joints at warehouse places verringer
drive torque becomes from the idle wheel on a big wheel about first rubber Kardan joint which transfer hollow shaft and afterwards six massive bolt to the opposite driving wheel ''
The transmission is laid out for a translation of 3,95:1. The driving engines turn maximally 3940 times per minute on own axis. With new wheels a maximum speed of 220 km/h arises.
Enough distance appears in the drive unity from the idle wheel between engine and hollow shaft, so that on the hollow shaft disc brakes could be attached. The missing cross beam and his(its) not existing pivot also contributed to the placement of the brake disks on the hollow shaft.
disc brakes are divided(shared) and inside-ventilated. They can be exchanged from below without, besides, to have to develop the hollow shaft. While braking the locomotive, first of all, the benefit brake is applied and the driving engine works as a generator. The teamwork between disc brakes and benefit brake steers AFB (Automatic driving control and brake control)
Every wheel has its own brake cylinder and every wheel set still has another brake cylinder for spring memory brake which works(has an effect) as a parking brake and keeps locomotive on up to 4 per mills slope sure(safe).
In the horizontal the rotary bogie of the drive unity is completely unloaded and in the verticals 40% hang on the rotary bogie. The fully cushioned locomotive chest carries remaining 60%. The wish for very low unfitted with springs(unmoulted) dimensions was moved successfully.
The driving engine has no housing. Statorblech packages are held together by train border n and Pressplatte n. An exterior form is thereby formed immediately which makes a housing superfluous. The cooling air is led by channels and stamped holes in the tins. For the rotor are applied dynamo tin e which are held together by Pressplatten. The rotor rods from copper are driven in the keyways of the laminations packet and are fixed by caulk.
Primary current diagram
The series 101 can regulate every gear teeth set separately. This enables in every situation to use the frictional force of all gear teeth sets optimally. So the maximally possible tensile force on the rail can be always brought. However, gear teeth set regulation still offers other advantages. If any component falls out, so that an axis cannot be driven any more, the locomotive still goes on with 75% of the normal Traktionsleistung. By the rotary bogie regulation only 50% and without every single regulation nothing at all would be left. DB AG put with these series, first of all, value on optimal firm suitability and not on optimal performance yield.A current judge, [belongs transformer - secondary winding, to every driving engine to Vierquadrantensteller, Gleichspannungszwischenkreis and pulse change judge. The Vierquadrantensteller and the pulse change judge are constructed from universally useable current judge module en. Every module has performance semiconductor and wiring and protection instruments. GTO-Thyristor en of the current judges are regulated by impulses which come about light waves wire from the drive control device. Semiconductors and the transformer are cooled with Polyol Ester.
In drive mode comes the current(electricity) about current collector of the type DSA 350 SEK in transformer's secondary winding of a driving engine (the event is same with all driving engines). From there the alternating current comes in Vierquadrantensteller which eats then as electric rectifier Gleichspannungszwischenkreis. From there the current(electricity) comes in pulse change judge. This feeds the driving engine with three-phase current, in frequency and tension variabe
In brake firm the driving engine works as generator and feeds into the pulse change judge three-phase current. Now the pulse change judge works as an electric rectifier. Then the Vierquadrantensteller does from the direct current alternating current. About transformer becomes the current(electricity) in the net gespeis
The current judges are ordered in the middle of the engine room in pairs on the right and to the left of the centre aisle.
Transformer
The transformer used was the heaviest one installed up to that point in a German locomotive, weighing 13 metric tonnes and using large amounts of copper. The weight allowed it to be more efficient than other locomotive transformers. Polyol Ester was used as a coolant. The transformer was mounted in the sub-floor in the locomotive body, giving a roomier engine room with excellent access to other components, most of which can be removed and replaced through the central aisle without opening up the body.DBAG demanded a total efficiency for the locomotive of 85%, compared to the typical efficiency of older locomotives with three-phase traction motors and thyristor control of between 80–83%. This required much optimization of the transformer and thyristor control circuits. The railway calculated that a 1% greater efficiency saved 0.5 million Deutschmarks per locomotive, as estimated in February 2001.
Of the rise of the whole efficiency the use(application) from IGBT TRANSISTORS also came to the auxiliary departments Umrichtern to property. The IGBT transistors are also tested in other three-phase current locomotives in the Umrichtern for the driving engines.
The transformer has four secondary-sided e transformer's winding en, for every driving engine a winding. Besides, two windings exist for auxiliary departments and Zugheiz-and filter winding.
The transformer hangs below in locomotive chest-about him the cupboards with the auxiliary departments Umrichtern are near the current judge cupboards on the left and on the right of the centre aisle. These are fed from a 315-V winding of the transformer. The Hilfsbetriebeumrichter must supply 30 three-phase motor en. Luftpresser, belong to it to current judge cooler, four driving engine fan and two transformer coolers, besides, pumps and radiator fans. Another auxiliary department winding (also 315 V) the driver`s cab heating and Batterieladegerät supplies. The third auxiliary department winding with 1000 V supplies Zugsammelschiene (energy supply and heating of the vehicles).
| Performance on grades up to .3 Percent | ||
| Weight | Speed | Type |
| 500 t | 220 km/h | InterCity |
| 600 t | 200 km/h | InterCity |
| 800 t | 160 km/h | Parcel-InterCity |
| 1200 t | 120 km/h | Intercargo trains |
| 2200 t | 100 km/h | mixed fright train |
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