ČSD series M 132.0
| ČSD series M 132.0 | |
|---|---|
 Factory photo M 132.0
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| Numbering: | M 132.001-005 |
| Number: | 5 |
| Manufacturer: | Vagonka Studénka Studénka |
| Year of construction (s): | 1928-1929 |
| Axis formula : | A1 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,000 mm |
| Length: | 10,830 mm |
| Height: | 3,720 mm |
| Width: | 01: 3,100 mm 02–05: 3,050 mm |
| Total wheelbase: | 6,000 mm |
| Empty mass: | 01–03: 19.8 t 04–05: 19.2 t |
| Service mass: | 23.4 t |
| Friction mass: | 12 t |
| Wheel set mass : | 12 t |
| Top speed: | 01–03: 60 km / h 04–05: 45 km / h |
| Installed capacity: | 100 hp |
| Wheel diameter: | 1,000 mm |
| Motor type: | Graef & Stift petrol engine |
| Motor type: | 6-cylinder in-line |
| Rated speed: | 1,900 rpm |
| Power transmission: | electrical system GEBUS |
| Tank capacity: | 240 l |
| Train brake: | Indirect brake type Knorr |
| Seats: | 52 |
| Standing room: | 30th |
| Classes : | 3. |
| Particularities: | without toilet |
Two- axle railcars of the former Czechoslovak State Railways (ČSD) for traffic on branch lines were designated as the ČSD series M 132.0 , which served as the development vehicle for the following series M 131.0 and M 122.0 .
history
In 1928 and 1929, Vagonka Studénka in Studénka produced two series with a total of five vehicles. The railcars had electrical power transmission based on the GEBUS system . The company with its factories in Vienna and Salzburg dealt with the electrical equipment of rail vehicles. The vehicles formed the basis for the ČSD series M 131.0 and the ČSD series M 122.0, which were manufactured in larger numbers after 1930.
The prototype was used for measurement runs in 1928 in Česká Třebová , and also on the Česká Třebová-Rudoltice and Rudoltice-Lanškroun routes .
This was described in detail in the journal Verkehrstechnik and measurement results from a measurement run on the Studenka - Stramberk route were published. There, the performance parameters were determined, which amounted to 1,080 kg for the hourly tractive effort and 2,000 kg for the tractive effort. During the test run, a load of 30 - 40 t was driven on an incline of 25 ‰ in a winding environment. A fuel consisting of 20% gasoline, 30% benzene and 50% alcohol was used for the test drives.
Compared to steam traction, the railcar saved energy of 5,000 kroner and personnel savings of 3,000 kroner. It was noted that railcars at that time achieved a mileage of around 300 to 400 kilometers per day and that annual outputs of 140,000 kilometers were not uncommon.
Operationally, the railcar had the advantage that the driver did not have to perform any switching operations and could concentrate on observing the route. There were no interruptions in traction during the shifting process. As an example, the railroad administrations in the United States were cited, where the proportion of railcars with mechanical power transmission had been reduced from 66% to 3% over a period of three years.
technical features
The vehicle had a six-cylinder four-stroke gasoline engine from Graef & Stift . This engine had a cylinder diameter of 115 mm and a stroke of 125 mm. The designers chose a small stroke and higher speed to increase performance. The engine consisted of two blocks with three cylinders each, it had side-controlled valves, water cooling and a crankshaft with seven bearings . The lubricating oil stored in the lower part of the engine was pumped through the hollow crankshaft to all of the engine's lubrication points with the aid of a positively driven pump. From here it was fed back into the oil container through an oil filter.
This engine was used in the M 131.0 series, where it achieved poor operating results. A Tatra engine was then installed in the M 122.0 series . The electrical power transmission according to the GEBUS system was taken over by the successor series. The internal combustion engine was started by engaging a Bosch starter motor with a pinion on the flywheel on the flywheel. The machine system was mounted in a frame screwed under the underframe. It was easily accessible from the side and from the passenger compartment via flaps.
The generator, which was designed as a direct current shunt motor , was connected directly to the combustion engine . It was connected to the engine with a sturdy rubber washer. The electricity generated was fed via a trip switch to a main railway engine, which had an output of 70 hp. This drove the drive axle with a ratio of 1: 5.6. The air compressor was still driven by the extended generator shaft. The cooling water was cooled by means of cooling elements that were arranged on the front side below the floor of the car. The fuel containers with a capacity of 2 × 120 l were in both anterooms. They were connected to one another via a lockable compensation line.
The car body was divided into three parts. The passenger compartment had 52 seats. The driver's cabs were separated from the passenger compartment with partition walls and revolving doors. The box frame consisted of steel profiles and was clad with sheet metal on the outside. The interior contained a 3rd class compartment , which was lined with narrow cladding boards. The seats were made of wood, with alternating light and dark bars and armrests made of curved wood. There were also luggage nets on the long walls. All fittings such as handles and handrails were made of brass .
The drive was designed with club steering axles. The lighting of the car and the headlights were powered by a Bosch alternator , which also fed two batteries located under the floor of the car. The motor vehicle was heated either by the exhaust gases from the engine or by the cooling water. On each side of the car there was a pipe system that could be switched off for one of the two heating options. The other devices, such as the brake, proved their worth and were adopted in the M 131.0 and M 122.0 series.
See also
literature
- Bek Jindrich, Janata Josef, Veverka Jaroslav: Malý atlas lokomotiv 2, Elektrická a motorová trakce, Nadas Publishing House, Prague
- Martin Šmida: Vagonka Ve Studence, Motorove Vozy, Motorove a Elektricke Lokomotivy 1927–2000, Vagonařske Muzem Studenka, 2012 (Czech)
- Ing.Otto Judtmann, Vienna: Motorized multiple unit with electrical power transmission according to the GEBUS system in traffic engineering born in 1928
Web links
Individual evidence
- ↑ a b c d e f Ing.Otto Judtmann, Vienna: Motorized multiple units with electrical power transmission according to the GEBUS system in traffic engineering, year 1928, page 474
- ↑ Ing.Otto Judtmann, Vienna: Motorized railcar with electrical power transmission according to the GEBUS system in traffic engineering year 1928, page 475
- ↑ a b Ing.Otto Judtmann, Vienna: Motorized multiple units with electrical power transmission according to the GEBUS system in traffic engineering year 1928, page 473