V100 Diesellok from DB
Railway recognizers will have already recognized them, the good V100.
Known on the tracks like a colorful dog.
Here is some information:
The locomotives of the V 100 family have two bogies each with two driven wheel sets. As engines, high-speed twelve-cylinder V engines from Maybach, Mercedes-Benz or MAN were used in the original versions. The power transmission from the engine to the wheel sets is carried out via a hydrodynamic transmission with two torque converters and a flow clutch, but the hydrodynamic brake instead of the flow clutch and downstream mechanical transmission and reversing transmission via joint shafts to the individual wheel set superposition in the bogies. The bogies have a welded H-shaped frame with two longitudinal and two transverse beams. On the bogies, the locomotive frame, which has been made from rolled steel profiles and sheet metal, is also used as a welding construction. In order to dampen the rotational movements of the bogies against the locomotive frame, shock absorbers are arranged on either side of the trunnions.
Experiences with the V 80 series have led to various improvements in the development of the V 100. Thus, the transmission of the V 80 with the articulated shafts was generally successful, but the drive shafts with transmission drives had been very long, so that they were often damaged by twisted shafts. In the case of the V 100 the joint shafts were therefore shorter and more powerful. For this purpose, a continuous drive shaft drive was provided. This means that the respective inner wheel set in the bogie is driven directly from the transmission via an articulated shaft as well as the respective outer wheel set via a further articulated shaft between the superstructure of the inner wheel set and its own counter gear. The accessible stems of the V 80 had not proved themselves due to poor visibility on the buffers and shunting step as well as poor accessibility of the components. For the V 100 the stems were therefore not walkable and therefore narrower.
Also the electrical power control with poor controllability through only six speed stages, which was uniform in V 80, V 200 and VT 08, was no longer convincing. A new electropneumatic control system for the engine and gearbox was developed for the V 100, which was later used for all other Diesellok new buildings up to and including the 218 series. In this case, the travel switch alternately supplied five solenoid valves which, in a so-called 16-position device, caused millimeter-wise feed of a control piston, which was responsive to the Maybach engine controller R32f and which provided the fuel injection quantity. The combination of the solenoid valves resulted in 15 speed stages so that the V 100 could be approached better than its predecessors by utilizing the highest possible adhesion. In addition, in the early years, there was an acceleration drive stage "B" in the initial years, during which the control piston could be advanced by a further 2 mm by feeding a solenoid valve not required in drive stage 15. Driving stage B thus corresponded to a driving stage 17 and allowed the overloading of the 1100 HP engine up to about 1,250 hp. Since this exacerbated the wear too much, stage B was later mechanically blocked at the travel switch. The centrifugal protection was also applied to the five solenoid valves by automatically reducing the power by up to 8 speed steps during spinning operations. Many V 100s were reversible and double-pullable via a 36-pole control cable. Mixed doubletractions with locomotives of the series 211 to 218 were approved because of the unified locomotive control and were practiced. In contrast to V 80 and V 200, however, the doubletraction control was incompatible because of the changed type of control.
The non-bearing locomotive superstructures consist of the approximately centrally arranged cab and the two different long stems. Under the longer stem, the main diesel and auxiliary diesel engines (for battery charging and power supply at standstill of the main diesel engine) as well as the radiator system are arranged, under the shorter boiler, compressor, batteries and light starting machine.
