DBAG Class 101 - Brake System and Traction Motors

Brake System and Traction Motors

On the hollow shafts there are two ventilated disc brakes, for which there is enough room due to the missing cross beam and pivot pin, as mentioned above. The disc brakes are separate and are ventilated from the inside. They can be serviced or replaced from below, without needing to take out the entire axle. During regular braking, primarily the regenerative brake is used, and the traction motor serves as the generator. The cooperation between disc brakes and regenerative brakes is controlled by a dedicated brake control computer.

Each wheel has its own brake cylinder, and each wheel set also features an additional brake cylinder for the spring brake, which operates as the hand brake/parking brake and can secure locomotive at up to 4 percent incline.

The traction motors, which are designed to be without housing, can reach top speeds of 220 km/h (140 mph) at a maximum of 3,810 revolutions per minute; the gear ratio of 3.95 prevents revolutions over 4,000/min. Maximum output is 1,683 kW (2,257 hp); the torque moves at 4.22 kilojoules (3,110 ft·lbf). The traction motor blowers are controlled by built-in sensors, and are powered by an electrical auxiliary inverter. The cooling air is transported in a closed air duct, which keeps the engine room clean. This cooling air flows into the traction motor via flexible bellows, moves through the "integrated common drive train", and is exhausted via openings in the gear box. A maximum of 2.1 m3/s (74 cu ft/s) of air are conveyed by each blower, of which 0.5 m3 (18 cu ft) is conveyed into the engine room. Each traction motor weighs 2,186 kg (4,820 lb), and the entire bogie weighs in at about 17 t (17 long tons; 19 short tons).

The entire traction drive is mounted on an assisting beam in the center of the bogie, and attached to the outer sides via two pendulums. It is possible to mount in the center, since the bogies do not have pivot pins; the bogie is propped up above the frame by eight flexicoil springs. The resulting freedom of movement in all directions is limited by hydraulic buffers and rubber elements. By utilising this flexicoil suspension, many components, which either wore out or had to be expensively maintained, were eliminated.

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