Harzer Schmalspurbahn with T 211 rzze + KB 190 turbo

Voith Turbo
Harzer Schmalspurbahn with
T 211 rzze + KB 190 turbo transmission, final drive,
cooling system and cardan shafts
Apart from its T 211 rzze + KB 190
turbo transmission, final drives
and cardan shafts from Voith Turbo,
the diesel-hydraulic railcar of Harzer
Schmalspurbahn (narrow-gauge
railway) stands out by its comprehensive and effective cooling system.
Vehicle manufacturer
Deutsche Bahn AG Wittenberge
Operator
Harzer Schmalspurbahn
Year of construction
1998
Country
Germany
Engine
Cummins LTAA 10 R2
Engine output
242 kW / 2 100 min-1
Transmisson input speed
220 kW
1 700
9 500
17 260
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7616
[email protected]
www.voithturbo.com
Fan
Coolant
The system is installed underfloor
below the railcar. The aluminium
solid-block radiator is designed in
such a way that it can expand in
response to heat without any obstruction. In addition, the system
is specifically designed for tough
underfloor operating conditions,
reflected in the significant design
improvements which protect the
Cooling system
unit from dirt. The fan draws air in
from the side of the vehicle through
the cooling element and blows
heated air out to the centre of the
locomotive. This means that the fan,
a source of noise, is arranged in the
centre of the railcar meaning that no
direct noise is transmitted towards
the platform.
Diagram
Charge air
before CU
after CU
Digital regulator
DTR
Charge airair cooling unit
Oil
Water
Water
cooling unit
Charge-air air-cooling system
Operating method
Coolant
The charge-air air-cooler is arranged underfloor separately and is
controlled independently and separately. This charge-air air-cooling
system is also specifically designed
for the tough operating conditions
found beneath railcars. The cooler
is arranged on the suction end of
the fan.
Each of the cooling system fans
is driven and governed independently by separate hydrostatic circuits. The two variable-displacement
hydrostatic pumps are mechanically
combined to form a tandem pump
and are driven directly off the diesel
engine via a flexible coupling and
a propeller shaft. The new Voith
DTR digital temperature regulator
is used for governing the two variable-displacement pumps.
Fan speed is controlled in an infinitely variable fashion and is depen­
dent on the temperature of coolant
and transmission oil. An electrical
temperature regulator acts on the
variable displacement mechanism
in the pump in such a way that only
the required amount of oil flows to
the hydromotor.
Charge air
The fan is governed before and
after the cooling system. The principal objective is to maintain charge
air at the most constant level possible before it enters the engine in
order to achieve optimum combustion and emission values. In addition, a small proportion of the air is
diverted to cool the hydrostatic oil.
G 1461 d 07/2008 1000 ak Printed in Germany.
Subject to modification due to technical development.
Diesel
engine