Construction
As all other types of the Einheitslokomotiven program, the class E 10 / class 110 had 2-axle pivoted bogies/trucks as welded box construction with pivot pins, and welded superstructure with fan grills. The class 110.3 used the body of the E 10.12 with the pulled-forward frontal area, also called the “crease” (Bügelfalte). The frame is propped up over the bogies by coil springs and rubber elements. Originally a bumpy ride at higher speeds was noticeable, which required repeated rework of the bogies. In two locomotives (110 475 and 476) a flexicoil suspension was tested.
All locomotives feature an indirect air brake manufactured by Knorr, with automatically stronger braking action at high speeds; for shunting/switching service an additional direct brake is present. All units also feature a separately excited rheostatic/regenerative brake, which is coupled to the air brake. The heat generated by the electric brakes is dissipated via roof exhausts. For the first time in German locomotives high voltage regulation of the transformer was used in serial production.
The traction motors are 14-pole motors of type WB 372, which were later again used in class 111 and 151. As was the case in all locomotives in the Einheitslokomotiven program, the rubber ring transmission system made by the Siemens-Schuckert-Werke/SSW was utilized, which had proven themselves above all expectations in the prototype E 10.0 units.
On the roof are found scissor (double-arm) pantographs of the type DBS 54a, standardized for all Einheits classes, mounted on the obligatory roof insulators, as well as the compressed air main switch and the current-to-voltage converter for the monitoring of the overhead wire voltage. The 3-core transformers are oil-cooled, to which the control unit with its 28 running steps is connected. The acceleration is designed to function in delayed mode, where the engineer chooses the running step, and the control unit will initiate the chosen setting independently. For emergency operation manual control by hand crank is possible. Many locomotives feature thyristor load diverters.
The safety equipment in the driver's cab features either a mechanical or electronic deadman's device, punctiform automatic train controls (now compliant with the new regulations with software version PZB 90), and train radio equipment with GSM-R communication. Relatively recently computers were added for the electronic timetable EBuLa, as well as the automatic door locking at 0 km/h (TB0), which has become a compulsory requirement for all locomotives in passenger service. A few units have also been equipped with computers for the control system CIR-ELKE.
Read more about this topic: DB Class E 10
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