BBÖ VT 41
| ÖBB 5041 | |
|---|---|
 VT 41.03 in the Railway Museum Schwechat (2013)
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| Numbering: | ÖBB 5041 (formerly BBÖ VT41, DR C4ivT 880-889) |
| Number: | 10 |
| Manufacturer: | Simmering |
| Year of construction (s): | 1933 |
| Axis formula : | 2'Bo ' |
| Genre : | Diesel railcars |
| Gauge : | 1435 mm ( standard gauge ) |
| Service mass: | 35 t |
| Top speed: | 80 km / h |
| Continuous output : | 106 kW |
| Driving wheel diameter: | 870 mm |
| Impeller diameter: | 870 mm |
| Motor type: | 8 cylinder diesel |
| Motor type: | Type W8 |
| Rated speed: | 1300 rpm |
| Power transmission: | electric |
| Number of traction motors: | 2 |
| Drive: | diesel-electric |
The VT 41 of BBÖ was a railcar with diesel-electric propulsion. At the ÖBB he was given the series designation 5041.
technology
The Austrian Federal Railways (BBÖ) tested motorized railcars as early as the 1920s. However, numerous technical problems with these vehicles prevented them from being widely introduced. While a usable system with electrical power transmission was already available in the 1920s, a suitable diesel engine was still missing for the time being. The transition to the railroad-compatible, fast-running diesel engine for the time, took place in the series VT 70 (luggage railcars) and VT 41 (passenger railcars) ordered in 1932 and delivered in 1933 .
The VT 41 series passenger railcars built by the Maschinen und Waggonbaufabrik in Simmering were fitted with a four-stroke engine with eight cylinders in a V arrangement. The cylinder bore was 140 mm, the stroke 180 mm, the displacement 22.17 l. At 1300 rpm it developed 160 hp (118 kW). The Bosch type fuel nozzle located in the cylinder head injected the fuel into a heart-shaped cavity in the piston (direct injection). The two fuel pumps had injection adjusters so that the start of fuel injection and thus the amount of fuel could be determined. In the case of the VT 41, the weight of the diesel engine including the generator was placed on a bogie , so that the axle load there reached almost 10 t. This forced the electric traction motors to be housed in the other bogie.
The water cooler also represented a decisive development step compared to the roof coolers of the gasoline railcars. It was located on the end of the machine bogie facing the center of the car, with the cooling water being fed to the cooling jackets of the cylinders by a centrifugal pump. The water was recooled in two force-ventilated cooling elements, the cooling air being sucked in by means of a fan driven by the generator shaft and blown out in the longitudinal direction. To heat the car, the cooling water coming from the engine was passed through heating coils inside the car. In addition, there was an electrical auxiliary heater operated with a voltage of 200 V.
The diesel engine drove a self-ventilated main generator with a continuous output of 106 kW and an auxiliary generator with an output of 3.6 kW, which was housed in a housing with the main generator. The main generator provided the electricity for the two self-ventilated peg bearing motors connected in parallel (continuous output 45 kW each). The auxiliary generator, a shunt machine with two separate field windings, fed the battery, the car lighting and the external excitation of the main generator.
Bogies, frames and car bodies corresponded to contemporary standards in wagon construction. The waiver of any lightweight construction enabled - as it turned out - very long, successful use. The car body was largely streamlined. Only the entrances to the motorized bogie formed larger niches, as the BBÖ demanded that the entrances be moved inwards so that the vehicle boundary line is not exceeded when the doors are open. The main frame was connected to each bogie by means of pivot pins and a pivot socket, which also absorbed the tensile and compressive forces.
In the passenger compartment, 64 seats, corresponding to the standard at the time in 3rd class, could be accommodated on wooden slatted seats in an arrangement 2 + 3 as well as a toilet. The overall concept of the VT 41 has fully proven itself. The maximum design speed of 80 km / h could be achieved on the flat and on moderate inclines (up to about 5 ‰). Initially, the VT 41 was not only used in passenger train service, but also in express and express transport as a result of problems with the Daimler lightweight multiple units of the VT 62 and 63 series . Only the diesel engine of the VT 41 did not run smoothly, at that time direct injection was not yet mastered. Therefore, between 1952 and 1959, the engines were converted to match the R 8 engines of the VT 42 . The new engine type, called RW8 (or "R8 / W8"), works in contrast to the W8 engines according to the antechamber system.
In the course of its service life, the ÖBB made many other improvements: For example, around 1948 some VT 41s received an underfloor furnace for preheating the cooling water. From 1959 these were replaced by Webasto hot water devices (in some cases Webasto air heaters were installed at the same time to heat the passenger compartment).
VT 41.03 (5041.03) at the vehicle show "Large station for large trains" on the grounds of the Nordbahnhof in Vienna, 1987
5041.03 put into operation on the occasion of a book presentation in the Schwechat Railway Museum
The two DC motors are housed in the smaller of the two bogies.
Passenger compartment of the 5041 with typical "wood class" furnishings
sidecar
With the VT41, the Simmering and Graz wagon factories delivered 10 two-axle trailer cars, which were designated as Cvt 120 to 129. After the Second World War there were only three units left in Austria (designated as 7040 from 1953), so that from then on the railcars were used as sidecars with a large number of car types.
commitment
originally express trains, then local rail service
Individual evidence
- ↑ M. Ortner, p. 64 ff.
Web links
literature
- Erich Doleschal, Heinz Gerl, Helmut Petrovitsch, Wilhelm Saliger: traction vehicles of Austrian railways - diesel locomotives and diesel multiple units, alba-Verlag , Düsseldorf 1993, ISBN 3-87094-150-2
- Markus Inderst : Picture atlas of the ÖBB locomotives. All traction vehicles of the Austrian Federal Railways. GeraMond, Munich 2010, ISBN 978-3-7654-7084-4
- Günter Kettler, u. a. "Diesel multiple unit I", Verlag Peter Pospischil , 1020 Vienna, 2007.
- Martin Ortner: Diesel multiple unit series 5041 of the ÖBB (formerly BBÖ VT41 / DR C4ivT 880-889). Railway-Media-Group, Vienna 2013, ISBN 978-3-902894-04-5