BBÖ VT 12
| BBÖ VT 12 DR 767-769 |
|
|---|---|
| Numbering: | BBÖ VT 12.01–03 DR 767–769 |
| Number: | 1 |
| Manufacturer: | Warchalowski, Eissler & Co Vienna |
| Year of construction (s): | 1926 |
| Retirement: | 1951 |
| Axis formula : | (1A) (A1) |
| Genre : | C4ivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,800 mm |
| Length: | 16,520 mm |
| Height: | 3,663 mm (to the top of the roof) |
| Width: | 3,064 mm |
| Trunnion Distance: | 11,000 mm |
| Bogie axle base: | 2,500 mm |
| Total wheelbase: | 13,500 mm |
| Service mass: | empty: 34,015 kg occupied: 40,015 kg |
| Top speed: | 55 km / h |
| Installed capacity: | 110 kW (150 PS) |
| Wheel diameter: | 840 mm |
| Motor type: | Warchalowski type 31 |
| Motor type: | Six-cylinder four-stroke gasoline engine |
| Rated speed: | 900 rpm |
| Power transmission: | mechanical with four-speed gearbox |
| Tank capacity: | 250 l |
| Train brake: | Compressed air brake type Knorr |
| Train control : | Handbrake |
| Seats: | 76 |
| Standing room: | 20th |
| Classes : | 3. |
The BBÖ VT 12 was an engine - railcars of the Federal Railways Austria (BBÖ). It was developed by Warchalowski Vienna parallel to the BBÖ VT 11 .
History and technical data
In March 1926 the BBÖ ordered the three vehicles, of which the VT 12.01-02 in July and the VT 12.03 in September 1927 were delivered. The vehicles were inspected in the same year, although the official inspection drive on the route from Vienna to Tulln is known from VT 12.02 . After that, the vehicles were used in local rail service. They were designated from 1938 on the Deutsche Reichsbahn as 767-769 and were stationed in Mistelbach . There the 768 was taken out of service in 1940, the other two vehicles were converted to LPG. From 767 , the work site is 1941 Mürzzuschlag known.
This car survived the Second World War and was used by the ÖBB until February 1951. A year later it was converted into a sidecar with the designation B4T 7529.01 . From October 7, 1959, the sidecar was used as the 990 083 company car.
Vehicle body
The carriage is constructed as a rivet construction made of rolled profiles and sheets. For the transition of the personnel to the sidecar, it had front wall doors with transition bridges on the front sides. The interior of the passenger compartment was clad with wood that was covered with linoleum . The car body was heated with hot water from the engine's cooling circuit and illuminated electrically. He supported himself on the bogies with triple suspension; the wheel sets are supported by leaf springs on the bogie frame, the car bodies by leaf and coil springs on the cradle of the bogie.
The engine and the mechanical gearbox were mounted in a machine support frame, which was supported on the pivot of the bogies with gooseneck-shaped ends , similar to DWK railcars . However, all elements of the drive system were Warchalowski's own designs. The engine was mounted slightly off-center and protruded slightly into the passenger compartment. Instead of the engine, a machine chamber that reached up to the roof of the car was installed in the passenger compartment. This left enough space for the interior of the car. The engine was a six-cylinder four-stroke Otto engine , the min at 900 -1 rpm gave an output of 150 PS. As with the previous model, the cylinder diameter was 170 mm and the piston stroke 220 mm. The engine with two equipped carburetors of Pallas and an ignition system from Bosch . The power transmission was realized via the single-disc dry clutch and the mechanical four-speed gearbox, and the reversing gearbox was also part of it. All gear wheel connections of the gearbox were constantly in mesh, the power transmission was realized via jaw clutches with compressed air. The inner axles of the bogies were controlled from the gearbox output via cardan shafts.
The engine cooling water was realized by six cell coolers with forced ventilation on the roof. In addition to the normal cooling by airflow, this was also supplied by two electrically driven fans. Two air compressors mounted on the machine support frame supplied the air required for the braking system and the auxiliary services. They were driven purely mechanically from the gearbox output. The vehicles had an on-board network of 24 V direct voltage , which was supplied by an alternator and the battery.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 .