BBÖ 1082

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BBÖ 1082
BBÖ 1082.jpg
Numbering: BBÖ 1082.01
Number: 1
Manufacturer: Siemens-Schuckert singles in Austria , Floridsdorf
Year of construction (s): 1931
Retirement: 1941
Axis formula : 1'E1 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 15,654 mm
Total wheelbase: 10,110 mm
Service mass: 118.5 t
Friction mass: 86.5 t
Wheel set mass : 17.3 t
Top speed: 60 km / h
Hourly output : 1325 kW / 36.5 km / h
Continuous output : 1178 kW / 37.5 km / h
Starting tractive effort: 215 kN
Driving wheel diameter: 1,310 mm
Impeller diameter: 994 mm
Motor type: GRs
Power system : 15 kV / 16 23 Hz
Number of traction motors: 3
Drive: three axles with a pawl bearing drive , two axles via coupling rods
Locomotive brake: Air brake
Train brake: Vacuum brake

The BBÖ 1082.01 was an electric locomotive of Austrian Railways BBÖ for operation with 15 kV 16 2 / 3 Hz catenary voltage having a rotary phase converter and DC - traction motors equipped.

prehistory

BBÖ 1082 a.jpg

The first long-distance railway power supplies with single-phase alternating current were operated with the unusual frequency of 16 23 Hertz, since at 50 Hz the commutation , i.e. the power transmission to the rotor windings of the single-phase alternating current motor , would have been very problematic. In contrast, DC motors were easier to control and three-phase asynchronous motors were easier to maintain, which is why attempts were made to convert electricity on the traction vehicle. The locomotives BBÖ 1180 and BBÖ 1470 the company Ganz & Co. were unsuccessful attempts with synchronous - converters and asynchronous traction motors . In 1931 the Austrian Siemens-Schuckert-Werke wanted to test a new concept with a phase converter generator for direct current operation with alternating current supply. The original plan was to equip the last machine in the 1080.1 series with this phase converter. But it turned out that there was not enough space for it. Therefore, in the end, a new locomotive with a rotating phase converter generator was built.

While the electrical equipment was supplied by the Austrian Siemens Schuckert works, the mechanical part came from the Floridsdorf locomotive factory . The 1082 was initially stationed in Salzburg , later in Bludenz , from where it was used very satisfactorily in planned operations. The complicated structure of the converter system and its regulation, however, required constant support from the manufacturer.

The Deutsche Reichsbahn classified it as E 88.3 in 1938, then its tracks are lost. In 1945 she could no longer be found.

technology

The electricity passed from the pantograph to the main transformer via the main oil switch . This is provided with two secondary windings, which reduce the voltage to approximately 600 V. With the help of the phase converter, the single-phase current was converted into a three-phase current , from which two frequency converters generated direct current.

The converter system consisted of four rotating machines, which were arranged from front to back as follows:

  • Exciter machine, which also served as the starting motor of the converter
  • Frequency converter 2
  • Phase converter
  • Frequency converter 1

The phase converter was built as a 4-pole synchronous machine with external poles and damper winding . The voltage of the two secondary windings was fed to it from the transformer via slip rings . The rotor was also provided with the two windings for generating the three-phase voltage for the frequency converters, which were connected to the converter set via the hollow shaft. The runners of the frequency converters were equipped with direct current runners and the direct current was drawn via sliding brushes, which allowed the continuous regulation of the traction motor voltage. The frequency converters were connected in series to compensate for the magnetizing current of the phase converter.

The converter set was 7 meters long and housed in a cylindrical housing. Behind it was the transformer and the only driver's cab. This made the vehicle look like a steam locomotive with pantographs on top. The vehicle had an engine similar to the 1080.1 series but with two additional running axles. The middle three axles were equipped with separately excited cradle bearing motors and the end axles were connected to the driven axles with coupling rods .

The concept of the vehicle was 50 years ahead of its time. The basic idea of ​​power conversion on the traction vehicle is implemented today with the aid of semiconductor components and also with the three-phase asynchronous motors , which are far easier to build and operate .

literature

  • A.Grabner, E. Pawelka: The converter locomotive of the Austrian Siemens Schuckert works. In: Electrical engineering and mechanical engineering - magazine of the electrical engineering association in Vienna. 49th year, part I in issue 20, May 17, 1931; Part II in issue 21, May 24, 1931.
  • Richard Rotter, Helmut Petrovitsch: Locomotives of Austrian railways - electric locomotives and railcars. alba Verlag, Düsseldorf 1990, ISBN 3-87094-132-4 .
  • The converter locomotive system Oe.SSW 1082.001 of the Austrian Federal Railways . In: The Locomotive . Volume 29, No. 5 , 1932, pp. 77-79 ( archive.org ).

Web links

Commons : BBÖ 1082  - Collection of images, videos and audio files