ČSD series M 221.201 and 202
| ČSD series M 221.2 | |
|---|---|
| Numbering: | M 221.201-202 |
| Number: | 2 |
| Manufacturer: | Tatra Mountains Kopřivnice |
| Year of construction (s): | 1930 |
| Retirement: | 1945 |
| Axis formula : | (1A) '(A1)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,000 mm |
| Trunnion Distance: | 13,200 mm |
| Bogie axle base: | 2,800 mm |
| Total wheelbase: | 16,000 mm |
| Empty mass: | 39.8 t |
| Service mass: | 46.3 t |
| Top speed: | 50 km / h |
| Installed capacity: | 2 × 100 hp |
| Driving wheel diameter: | 1,000 mm |
| Wheel diameter: | 940 mm |
| Motor type: | Tatra Mountains |
| Motor type: | 6-cylinder four-stroke petrol engine |
| Rated speed: | 1200 rpm |
| Power transmission: | mechanical planetary gear |
| Seats: | 68 |
| Classes : | 3. |
The M 221.2 class were four-axle, twin-engine benzene - mechanical multiple units for mixed traffic of the former Czechoslovak State Railways (ČSD). They were among the first types of twin-engine railcars with mechanical power transmission.
History and commitment
In principle, the vehicles were a further development of the M 220.3 series . They owned the car body of the M 251.1 . In contrast to this, they were equipped with Tatra reversing motors and had a planetary gearbox from the same manufacturer.
A change of direction was labor-intensive for the staff of the twin-engine car. The wagons were comfortable and proven operationally.
DR VT 136 430 and 431
They were used on stretches of the Bohemian border area. After the Sudetenland was annexed to Germany in autumn 1938, they came to the Deutsche Reichsbahn (DR), where they were designated as VT 136 430 and 136 431. Due to the war, they were only used as a sidecar. The former M 221.201 was retired from BD Hannover in 1951 .
technical features
The vehicles were powered by two six-cylinder four-stroke gasoline engines of the same size as in the M 220.3 series. The difference to these motors was that they were designed as reversing motors so that they could work in both directions of rotation. They had an additional camshaft and a second starter for the other direction of rotation. This saved the reversing gear. When changing the direction of travel, the train driver had to turn off the engine, then close a valve, move a cam for the required camshaft, open the valve again and start the engine again.
The power transmission was realized via a planetary gear. The engine torque was distributed to planetary gears. The power transmission of the selected gear was transferred to the output shaft by braking on the outer planetary ring. By selecting the motors as reversing motors, these gearboxes did not have a reversing gear.
The car body was designed so that the exit area with four doors was arranged in the middle. Both driver's cabs were arranged at the ends and partitioned off from the passenger compartment or on the other side from the post office / luggage compartment. This had an additional side door. The passenger compartment was heated by the exhaust gases from the internal combustion engine. The weight of the motor vehicle had increased compared to the M 220.3 and the number of seats was reduced.
See also
literature
- Jindrich Bek, Josef Janata, Jaroslav Veverka: Malý atlas lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969
- Andreas Knipping, Ingo Hütter, Hansjürgen Wenzel: Locomotives "Heim ins Reich" , EK-Verlag, Freiburg 2009; ISBN 978-3-88255-131-0 .
Individual evidence
- ^ Jindrich Bek, Josef Janata, Jaroslav Veverka: Malý atlas lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969
- ^ Andreas Knipping, Ingo Hütter, Hansjürgen Wenzel: Locomotives "Heim ins Reich" , EK-Verlag, Freiburg 2009; ISBN 978-3-88255-131-0 Re-drawing statistics