BBÖ VT 23
| BBÖ VT 23 DR 720 II |
|
|---|---|
| Numbering: | BBÖ VT 23.01 DR 720 II |
| Number: | 1 |
| Manufacturer: | Waggonfabrik Graz |
| Year of construction (s): | 1927 |
| Retirement: | 1945 |
| Axis formula : | B. |
| Genre : | CivT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,800 mm |
| Length: | 11,520 mm |
| Height: | 3,700 mm (to the top of the roof) |
| Width: | 3,100 mm |
| Total wheelbase: | 7,000 mm |
| Service mass: | empty: 20,800 kg occupied: 25,600 kg |
| Top speed: | 50 km / h |
| Installed capacity: | 73.5 kW (100 PS) |
| Wheel diameter: | 850 |
| Motor type: | DWK T IVa |
| Motor type: | Four-cylinder, four-stroke gasoline engine |
| Rated speed: | 1,000 / min |
| Power transmission: | mechanical with three-speed transmission |
| Tank capacity: | 160 l |
| Train brake: | Hardy type vacuum brake |
| Train control : | Handbrake |
| Train heating: | steam |
| Seats: | 50 |
| Classes : | 3. |
The BBÖ VT 23 was an engine - railcars of the Federal Railways Austria (BBÖ).
History and technical data
It was ordered from Waggonfabrik Graz in 1926 and delivered in April 1927. The railcar was created with a delivery of several vehicles from Deutsche Werke Kiel ( BBÖ VT 21 , BBÖ VT 22 ) and was equipped with a machine system from this manufacturer. The railcar was used in Schwarzenau . In 1938 it was taken over by the Deutsche Reichsbahn and referred to as the 720 with a second line-up. The railcar was used by the DR in Mistelbach . In 1945 the car remained with the ČSD and was taken out of service at an unknown time.
Vehicle body
The railcar was referred to in the literature as the Stadtbahnwagen . The special feature for him was the two-axis drive system with a mechanical transmission via cardan shafts.
The underframe and the car body were riveted from profiles and sheet steel, the roof was made from galvanized sheet steel. The passenger compartment had six larger individual windows on each side and was located between the combined entry / driver's cabs. In the front wall of the driver's cab there were transition bridges for changing the train crew to a sidecar. They were designed without a concertina gate. In the unused driver's cab, the operator's desk could be locked for the train driver. The wheel sets were designed as steering axles and supported on the underframe by leaf springs and spring brackets. Both wheel sets were braked, a Hardy type vacuum brake was used as the vehicle brake . The brake was a mechanical block brake .
The car was powered by a DWK engine. The four cylinders of the engine each had a diameter of 150 mm and a stroke of 180 mm . A Bosch system was available for the ignition . It was designed as a double ignition . In 1943 the railcar was already equipped with another gasoline engine of the same output from the production of the Graz Waggonfabrik and was operated with liquid gas. The engine was started electrically; in an emergency there was a mechanical start. The engine was cooled by water. Cooling systems were installed on the roof. The fuel tank was also located there, which enabled the fuel to be fed to the carburetor through a natural gradient.
The power was transmitted from the engine via a foot-operated single - plate dry clutch to a four-speed gearbox that also had a reversing gearbox . The gear change took place via wheel shifts. The power transmission to the drive wheels was carried out with cardan shafts. The railcar had an on-board network of 12 V DC voltage , which was fed by two alternators or, when stationary, by a battery with a capacity of 116 Ah.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 .
Individual evidence
- ^ Photograph of the railcar in the digital railway archive. Retrieved September 28, 2016 .
