THE EAST GERMAN LOWA STEAM-DRIVEN PRIME MOVER DW 65

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700060300-0
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 7
• Document Creation Date: December 22, 2016
• Document Release Date: October 6, 2011
• Sequence Number: 300
• Publication Date: May 14, 1952
• Content Type: REPORT

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CLASSIFICATION CONFIDENTIAL '
CENTRALSINTELLIGff8 AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
COUNTRY ? GDR DATE OF
SUBJECT Scientific - Engineering, vehicular engines INFORMATION 1951
Transportation - Road
HOW
PUBLISHED Monthly periodical
WHERE
DATE
LANGUAGE German
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DATE DIST. lit May 1952
NO. OF PAGES 7
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
SOURCE Kraftfahrzeugtechnik, Vol 1, No 5, 1951, pp 108-110.
1ID EAST GERMAN LOWA STEAM-DRIVEN PRIME MOVER DW 65
Steam-driven road vehicles became important in Germany during and after
World War _.' because of the serious fuel situation.
The VVB LCWA Federation of People-Owned Enterprises for Locomotive and
Railroad Car Construction began preliminary work on the construction of steam-
driven pri.e movers in 1950. Although the plant failed to receive proper of-
ficial sup,,ort, construction of the first model was started in January 1951. at
the Werdau plant. It was exhibited at the Leipzig Spring Fair of 1951, and at-
tracted great attention.
Economy of Steam.
The basic fuel in Germany is coal, either as solid fuel or as the start-
ing point for synthetic gasoline made by hydrogenation. In the latter case,
only 7.5 percent of the thermal energy of the coal is converted into mechanical
energy, .rhile in the former case 9 percent can be utilized effectively. With
the use of coal in generators, a 15 percent yield can be attained, but genera-
tors require much maintenance and are short-lived. In terms of economy, steerw
is superior,'sirce it allows the use of the cheapest kinds of fuel, thus reduc-
ing the cost of production per hp/hr. The costs in terms of hp/hr, according
to the prices in force in the German Democratic Republic at present are as fol-
lows:
Gasoline engine
26.6 (pfennig per hp/hr)
Diesel engine
12.1
Wood generator
6.5
Anthiacite generator
4.2
Steam engine
3.24
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The economy of steam can also be seen from a tabulation of the fuel cost
per 100 km of 65-hp engines:
Cost
(DM)
Gasoline engine 24.9o
Diesel engine 12.85
Wood generator 8.10
Steam engine, coke 6.12
Steam engine, coal 4.64
Steam-driver, road -'ehicles also have the advantage of long life and ease
of operation. Below a certain minimum rpm, the internal-combustion engine de-
velops no torque and requires a clutch and gears, so that a bus driver will.
have to shift several thousand times a day. In a steam-driven vehicle, this
is unnecessary. Once the cutoff has been set, a throttle pedal does all the
rest.
Construction (see appended illustration)
The boiler is arranged in an upright position behind the, cab. The fuel
container, with a caprcity of about 750 kg, is located to the right above the
boiler. The condensation equipment is at the rear of the entire unit,
The two-cylinder steam en,_:ne with flanged-on transmission is located on
the left side behind the front axle, underneath the game. Two boiler feed
pumps are arranged on he opposite side, also underneath the frame. One water
tank each is located above and below the condenser. The total water tank ca-
pacity is 785 liters. The driver's seat is located above the front axle and
affords good visibility. All controls can be operated from the cab. Only one
operator is required.
Double-drum water-tube boiler has a superheater and flue-gas pre-
heater. The larger top drum is connected by boiler tubes with the smaller
lower drum, leaving space between the two drums for the superheater coil. The
firebox is surrounded by tubes, with space for the door in the right lateral
wall. A manifold in which the boiler tubes converge runs around the door.
Fuel feed is from above, with the fuel sliding down automatically onto the fire
bed. An exhaust-steam blower located underneath this slide supplies the pri-
mary combustion air. Better combustion is obtained by means of nozzles located
in the'upper part of the boiler between the tubes. These nozzles blow in sec-
ondary air. The fire bed has no grate and is cooled by water tubing located
underneath it. Fuel supply is continuous. Combustion is controlled by a
throttle for the combustion air, operated from the cab.
The operator can observe the water level on the indicator directly,
by means of a rear-view mirror in the cab which is directed at a window in the
rear wall of the cab. The two duplex steam feed pumps can also be operated
from the cab. The pump strokes are shown by telltale lamps on the dashboaru.
2. The Double-acting Steam Engine
The 65 hp engine has two cylinders and is located underneath the frame.
The crankshaft is lubricated by pressure, immersion, and splash lubrication.
The engine is valve-controlled, the disk valves operating on rods from a
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camshaft driven by the crankshaft over a worm gear. The camshaft can be moved
to put di'lerent cams into operation for changing the cutoff and the direction
of rotation. The compressor and the electric generator are driven by the cam-
shaft over a V-belt. The cylinders are lubricated by superheated-steam cylin-
der oil supplied by?a high-pressure oil pump.
Power from the engine is transmitted to the rear axle over a single-
stage gear and a cardan shaft. In difficult terrain and with heavy loads, a
1.56:1 gear ratio can be selected by means of an overriding clutch.
3. The Condenser
The exhaust steam of the engine is condensed in two tube condensers
cooled by a fan. The fan is driven by an exhaust-steam turbine. Greater load
resistance requires greater steam consumption, so that the output of the ex-
haust-steam turbine will be higher, and the output of the fan, of the combus-
tion-air blower, and thus also of the boiler, will adapt themselves to the en-
gine load. Bleeding of fresh steam into the turbine can be used to provide an
additional boost in its output. An apparatus for removing oil from the ex-
haust steam is located behind the turbine, and the lower water tank is fitted
with oil traps.
The chassis is welded of pressed steel. A hydraulic brake is pro-
vided for the prime mover, and an air brake for the trailers. There is also a
manual parking brake.
Prospects
The steam-driven prime mover is undoubtedly an economical vehicle. Im-
provement of the steam engine and design of engines of higher output will en-
able it to contribute to the improvement of local trucking and especially of
heavy trucking operations. The steam-driven prime mover of 120 hp which has
been planned will be the suitable tractor for heavy trailers. The steam-driven
prime movers should make a valuable export item.
Technical Specifications
Steam Engine
Type two-cylinder, double-acting, with cross-
head, opposed action
Steam intake pressure 24 atm (gauge)
Steam temp 325?C
Permanent eff output 65 hp
Max output 70 hp
Rated rpm 800
Bore 115 mm
Stroke 150 mm
Cylinder displacement 2,685 1
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Number of cutoff
positions
Steam
Lubrication oil
Superheated-steam cyl oil
Steam Generator
Type
Operating pressure
Steam output
Superheated to
Combustion
Fuel consumption (coke)
Bunker capacity
Range with filled bunker
Boiler feed
Control
Draft
Type
Capacity
Pressure
Exhaust-steam turbine
Power consumption
Condenser
Type
Frontal area of double unit
Cooling area of double unit
CONFIDENTIAL
5.370
4 forward, 1 reverse
Splash oil for crosshead track, pressure
lubrication for other components
Consumption Figures
8.5 kg per hp/hr (approx)
3.6 g per hp/hr (approx)
2.5-5 g per hp/hr (approx)
two-drum water tube boiler
25 atm (gauge)
600 kg/hr
325? C
semi-producer type, grateless
150-200 kg/100 km
approx 750 kg
2 duplex feed pumps, operating pressure
on intake side 30 atm (gauge), max out-
put 45 1/min (Weise and Monski)
forced-draft blower
1200-1500 cu m/hr
70 mm water column
2,800-3,500 rpm
0.7-0.85 hp
tube condenser
74 sq dm (approx)
70 sq dm (approx)
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Death of unit
Exhaust steam
State of steam
Thermal load
Cooling
Capacity
Static pressure
Rpm
Power consumption
Vehicle
Speed on level grounc
Pull on drawbar
Max trailer wt or level
ground
Xppended figure follows .7
200 mm
500 kg/hr (approx)
1.1-1.5 atm abs, 108?C
265,000 kcal/hr
axial blower
17,000 cu m/hr (approx)
40-mm water column
1,250-1,550
4-5 hp
35 km/hr
approx 520 kg at 30 km/hr (continuous)
approx 2,300 kg at 5 Ion/hr (upgrade)
approx 4,000 kg (max pull during starting)
approx 20 tons at 25-30 km/hr
approx 8 tons
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Pipelines Fresh steam, 25 atm (gauge Pl .lines Exhaust steam 0.5 atm (gauge)
main line main line
steam ?u s pumps
turbo lower ~. vat_suction line
water- eed pressure line
1. Safety valve
2. Water level gauge
3. Remote-indication pressure gauge
3a. Boiler pressure gauge
4. Fresh-steam main and safety valve
5. Remote-indication thermometer for fresh steam of 350?C
6. Remote-indication thermometer for condensate of 120?C
7. Throttle and cross-over valve
8. Cutoff valve for feed pump?1
9. Cutoff valve for feed pump 2
10. Condensate drain and excess pressure valve, 2.5 atm (gauge)
U. Strainer
12. Cutoff valve
13. Three-way valve
14. Cutoff and check valve
?o No 15 listed?
16.
Cutoff valve
17.
Check valve
18.
Excess pressure id turbine starter valve
19.
Valve for lraini._& water from preheater
Steam generator:
M - engine
V - water-feed preheater
U - superheater
CONFIDENTIAL
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K ; ? boiler
T - exhaust-steam turbo blower
A - exhaust-steam oil remover
Kt - condenser trap
Ko - condenser
Spl - water-feed pump 1
Sp2 - water-feed pump 2
S - water-feed tank
B - fuel bunker
a - for throttle
b - for cross-over valve
c - for safety valve
d - for turbine starter valve
e - for cutoff valve of water-feed pump 1
f - for cutoff valve of eater-feed pump 2
g - for condensation drain valve
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