ČSD series M 221.301 and 302
| ČSD series M 221.3 | |
|---|---|
| Numbering: | M 221.301-302 |
| Number: | 2 |
| Manufacturer: | Královopolská Brno |
| Year of construction (s): | 1931 |
| Retirement: | 1945 |
| 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: | 3,000 mm |
| Total wheelbase: | 14,600 mm |
| Service mass: | 43.9 t |
| Wheel set mass : | 11 t |
| Top speed: | 55 km / h |
| Installed capacity: | 2 × 120 hp |
| Driving wheel diameter: | 1,000 mm |
| Wheel diameter: | 850 mm |
| Motor type: | Královopolská |
| Motor type: | 8 cylinder diesel engine |
| Rated speed: | 1,350 rpm |
| Power transmission: | electric |
| Brake: | Traction brake system KNORR |
| Seats: | 75 |
| Classes : | 3. |
The ČSD series M 221.3 was a four-axle diesel multiple unit for regional traffic of the former Czechoslovak State Railways (ČSD). The vehicles were developed as a derivative of the M 221.1 series , the further development of which was decided after a test drive in the Rumburk area . They are also considered to be a construction of the so-called heavy type. They were the first ČSD motor vehicles with a diesel engine.
history
In Královopolská in Brno in 1931, these two 4-axle rail cars were manufactured with two engines. They still followed the layout of 4-axle express train coaches with retracted doors and a narrowed tip. The engine radiator was located on the roof.
Since the intended delivery to Rumburk did not take place, they were handed over to the Hradec Králové boiler house for acceptance and later use . Nymburk was given as the entertainment work .
technical features
When the M 221.3 motor vehicle was built , the same elements were used as in the previous model (body, chassis, power transmission ). Only the model of the internal combustion engine changed to an 8-cylinder four-stroke diesel engine with an increased output of 120 hp.
As with the M 221.1 series, the electrical power transmission also corresponded to the BBC system and was implemented as a pawl-bearing drive motor in the inner axis of the bogie. The principle of this drive system was then used in all Královopolská railcars.
commitment
The railcars were stationed in the Hradec Králové boiler house from January 1932 and were in service on the branch lines of the Czech Giant Mountains . Even with these two vehicles, even though the engine system was revised, no longer periods of use can be proven. Rather, they also had frequent breakdowns and the wagons were towed by steam locomotives.
1937 they were in Meziměstí stationed and sided on the adjacent lines in service. In 1938 they were intended to be handed over to the DRG , but this was refused. From 1939 they were in Pardubice and could not be used due to technical defects. In contrast to the railcars with gasoline engines, their fuel was also subject to a quota, and so they were parked in Pardubice until 1945.
As early as 1944 they were to be converted into sidecars. This only happened in 1945 when they were retired and rebuilt in Nymburk. In the literature it was estimated that they did not produce satisfactory results either. But that was the case everywhere with the first generation motor vehicles. Nevertheless, they were an important milestone in the development of diesel railcars up to the Blue Arrows .
See also
literature
- Author collective Motore vozy z Kralovopolske, 2004, spolek Lokalka Group Rokycany (Czech)