BBÖ VT 44
| BBÖ VT 44 ÖBB 5044 |
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 5044.06 at the vehicle show "Large station for large trains" on the grounds of the Nordbahnhof in Vienna, 1987
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| Numbering: | BBÖ VT 44.01–16 ÖBB 5044.02–23 (with gaps; see text) |
| Number: | BBÖ: 16 (ordered) u. 10 (DR) ÖBB: 9 |
| Manufacturer: | Simmering |
| Year of construction (s): | 1938-1940 |
| Retirement: | 1988 |
| Axis formula : | Bo'2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,440 m |
| Trunnion Distance: | 13,300 m |
| Bogie axle base: | 4,100 mm / 3,200 mm |
| Total wheelbase: | 17.050 m |
| Service mass: | 54.12 t |
| Wheel set mass : | 15.25 / 15.37 / 11.75 / 11.75 t |
| Top speed: | 115 km / h |
| Traction power: | 310 kW |
| Starting tractive effort: | 38 kN |
| Driving wheel diameter: | 940 mm |
| Impeller diameter: | 1,000 mm |
| Motor type: | SGP, R12a |
| Rated speed: | 1300 rpm |
| Train heating: | Steam heating |
| Seats: | 64 |
The BBÖ VT 44 was an internal combustion engine series of the BBÖ .
history
Although modern vehicles with diesel-electric drive were available with the railcars of the BBÖ series VT 42 , the BBÖ decided in spring 1937 to switch to a new type of vehicle known as the VT 44 for cost reasons and ordered a total of 16 units. With these vehicles, the transition from electrical to hydraulic power transmission took place.
In particular, the increase in performance in diesel engines achieved through "charging" (supply of combustion air under overpressure to increase performance) was of decisive importance for the development of the VT 44. The energy required for compressing the combustion air was obtained by means of exhaust gas turbochargers by using the downstream of the exhaust valves in energy present in the exhaust gases.
The engine of the VT 44 represented a further development of the R8 engine, the cylinder bore and piston stroke of the new R12a engine ("a" stands for charged ) were the same as for the R8 engine. According to the state of the art, the charge had not yet been very high, specifically it was around 0.3 bar. But even with this modest supercharging and the increase in the number of cylinders from 8 to 12 it was possible to increase the power of the diesel engine to 425 hp (= 313 kW) at 1300 rpm.
The R12a engine thus produced about twice the nominal output of the R8 engine and it therefore seemed possible to fulfill the entire performance program of the twin-engine VT 42 with a single-engine railcar.
The railcars of the VT 44 series received multiple controls for two railcars and a remote control for driving with a control car ahead.
The hydraulic transmission of the Voith T45MZ type was driven by the engine via a rubber disk joint. It consisted of four converters , namely two starting converters and two marching converters. The two starting converters worked simultaneously from a standstill to a speed of around 55 km / h, then the switchover to March converter 1, which drove axis I, took place. At about 85 km / h the March converter 2 took over the power transmission to the axis II. The power transmission from the hydraulic transmission to the axles took place with one cardan shaft each.
The first VT 44 was delivered on March 12, 1938, the day on which Austria was annexed by German troops. A few days later, the new rulers also ended the existence of the BBÖ, which was incorporated into the Deutsche Reichsbahn (DR).
In July 1938, the DR ordered ten more VT 44s, which only received the DR numbers C4ivT 921 to 930. They were only delivered in 1940. At this point in time, civilian traffic with internal combustion engines had already ceased, so that all ten railcars were already put into operation with an interior that was tailored to the needs of the German Wehrmacht. Most of the other VT 44s also received a different interior design with overnight and common rooms in the course of the war. All railcars adapted in this way were used in the war, which meant that most of the vehicles were destroyed in the war and after 1945 only nine of a total of 26 railcars (VT 44.02, 06, 11, 16-19, 21 and 23) were rebuilt could become. In the numbering scheme of 1953, the VT 44 received the series designation 5044. The original BBÖ serial numbers remained unchanged, the vehicles ordered by the DR were counted accordingly.
They were used for express and express train connections on the western and southern railways .
When they were displaced by advancing electrification and the commissioning of the 5045 series (“Blue Lightning”), they ran regional trains on branch lines, for example. B. on the local railway Mürzzuschlag – Neuberg in Styria or in Lower Austria's Weinviertel .
Five control cars were converted into the ÖBB 5144 .01–05 railcars, which differed in details from the 5044 series.
The last vehicles were retired in 1988, the 5044.06 was preserved in a museum.
Web links
literature
- Erich Doleschal, Heinz Gerl, Helmut Petrovitsch, Wilhelm Saliger: Locomotives of Austrian railways - diesel locomotives and diesel railcars. alba-Verlag, Düsseldorf 1993, ISBN 3-87094-150-2 .
- Günter Kettler, among others: Diesel multiple unit I. Pospischil Verlag, Vienna 2007.
- 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 .