ČSD series M 221.101 and 102
| ČSD series M 221.1 | |
|---|---|
| Numbering: | M 221.101-102 |
| Number: | 2 |
| Manufacturer: | Královopolská Brno |
| Year of construction (s): | 1930 |
| Retirement: | 1947 |
| Axis formula : | (1Ao) '(Ao1)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,850 mm |
| Height: | 4,650 mm |
| Trunnion Distance: | 11,400 mm |
| Bogie axle base: | 3,100 mm |
| Total wheelbase: | 14,500 mm |
| Service mass: | 40.7 t |
| Wheel set mass : | 11 t |
| Top speed: | 45 km / h |
| Installed capacity: | 2 × 90 hp |
| Driving wheel diameter: | 1,000 mm |
| Wheel diameter: | 850 mm |
| Motor type: | Královopolská |
| Motor type: | 6 cylinder petrol engine |
| Rated speed: | 1,500 rpm |
| Power transmission: | electric |
| Brake: | Traction brake system KNORR |
| Seats: | 75 |
| Classes : | 3. |
The ČSD series M 221.1 were four-axle railcars with a gasoline engine for regional traffic of the former Czechoslovak State Railways (ČSD). The vehicles were created at a time when a conventional wagon design was used for the construction of railcars and a drive system was housed in this. They are considered a construction of the so-called heavy type and were the first four-axle motorized railcars from Královopolská .
history
At Královopolská in Brno , four-axle railcars with two engines were manufactured from 1930. They followed the layout of four-axle express train carriages with retracted doors and a narrowed tip. The engine radiator was mounted on the roof.
The vehicles were mainly tested in the area around Havlíčkův Brod . It turned out that the air system tended to be exhausted on long descents. The cause was the exhaust pipes of the gasoline engine that were too close to the compressor. When heated, the shut-off valve was deformed and the air could escape into the open.
technical features
The railcars were powered by two six-cylinder petrol engines which, connected to a generator, were each stored in a bogie. The power transmission according to the BBC system was carried out electrically via the generator to a pawl bearing traction motor, which worked on the inner axle. The principle of this drive system was then used in all other Královopolská railcars.
The engine power of the vehicles turned out to be too low in use. As a result, during operations on main routes, such as from Havlíčkův Brod to Humpolec , the drive system was repeatedly overloaded, resulting in broken pistons and engine cracks.
commitment
The railcars were used on the routes around Havlíčkův Brod, Hradec Králové and Rumburk . They were mainly used to present the new drive technology and to try it out. In the literature it was noted that “they did not show any brilliant results in the test, but they were still included in the scheduled operation”.
Experience with the maintenance of the drive system first had to be gathered. The internal combustion engines were still unreliable at that time. The M 221.101 railcar passed a three-day test on the routes around Rumburk in March 1932. The result of these test drives was the order for the M 221.3 series with increased engine power.
Both railcars were in service at various depots until 1943. After that they were supposed to be converted into passenger cars, but that did not happen. The first car was retired in 1944, the second in 1947. This was passed on to the railway construction company, which converted it into a caravan. The car could be seen in this condition in a construction train in Bratislava until the 1980s . Today it is in the Bratislava Transport Museum.
See also
literature
- Motorové vozy z Královopolské. spolek Lokalka Group, Rokycany 2004 (Czech)
