 Hydraulics 1
V 200 MAN/MTU, zweimal V12 diesel, each 810 kW (1.000 hp) at 1500 rpm, one per bogie, tightening force 234.5 kN, hydraulic power transmission, manufacturer Kraus-Maffei, 73,5 - 81,0 tons, Lenhth
18,47 m, gauge of the track 1.435 mm, 2.700 liters, 140 km/h, from 1953.
What is this model of a V 200 doing in a book about transmissions? A legitimate question, although it must be clear that we do not want to show all categories of vehicles and their transmissions here. What makes the
transmission of this locomotive so special?
The V 200 is the first large diesel locomotive with hydraulic power transmission. As a prototype, it is sent through Europe and admired. The torque is transmitted either via three torque converters from Voith or one from MTU.
The next step is a self-shifting transmission with reverse gearshift.
Why this hydraulic effort? Because with a locomotive like this one with a heavy freight train behind it, starting off with a friction clutch would be unthinkable. If you observe how slowly a train gets up to speed when the engine
speed remains the same, a friction clutch would have burned out long ago, no matter how large it may be dimensioned.
Already trucks are struggling with the problem. A very large engine torque is opposed to a necessary starting force that takes longer to be overcome. That is why the correct use of the clutch is also an important element in
achieving a reasonable service life in trucks.
Marine diesels don't have such problems, especially large ones don't even have a gearbox, let alone a clutch. The torque goes from the crankshaft directly to the propeller(s). The torque goes from the crankshaft directly to the
propeller(s). The hydraulics are supplied to the ship virtually free of charge as soon as it is launched.
It has the advantage of being able to cope with slip, i.e. unequal speeds between input and output, without wear. Of course, this generates a lot of heat, but this is dissipated by pump circulation and oil cooling. However, the
oil still needs to be changed during the service life, while a manual transmission with a dry clutch does not.
The driver of a car with a manual gearbox may learn from this that operating the clutch is not suitable for hesitation nor for resolute clampdown. Two engine speeds must just be combined into one. This takes some time, but
not too much, otherwise it will get too hot.
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