BBÖ VT 40

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BBÖ VT 40
DR 723
Numbering: BBÖ VT 40.01
DR 723
Number: 1
Manufacturer: Maschinen- und Waggonbau-Fabriks-Aktiengesellschaft in Simmering
Year of construction (s): 1929
Retirement: 1945
Axis formula : Bo
Genre : CivT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,600 mm
Length: 12,320 mm
Height: 3,875.5 mm (to the top of the roof)
Width: 3,100 mm
Total wheelbase: 7,000 mm
Service mass: empty: 23,800 kg
occupied: 28,800 kg
Top speed: 40 km / h
Installed capacity: 73.6 kW (100 PS)
Starting tractive effort: 28.5 kN
Wheel diameter: 1,000 mm
Motor type: DWK T IVa
Motor type: Four-cylinder four-stroke petrol engine
Rated speed: 1,000 / min
Power transmission: electric
Tank capacity: 200 l
Train brake: Compressed air brake type Knorr
Train control : Handbrake
Train heating: steam
Seats: 55
Standing room: 10
Classes : 3.

The BBÖ VT 40 was an engine - railcars of the Federal Railways Austria (BBÖ).

Technical data and history

It was the first gasoline-electric multiple unit for the Austrian Federal Railways and was intended for use on branch lines with a top speed of 40 km / h . It was delivered in 1929. In 1936 it was rebuilt in the main workshop in St. Pölten , which resulted in changes to the technical data. The wheel diameter was changed from 1,000 to 950 mm, the service mass increased slightly, the number of seats was increased from 55 to 66, the fuel supply was slightly increased and the speed of the vehicle increased to 50 km / h.

In this condition, the railcar came into the inventory of the Deutsche Reichsbahn in 1938 , where it was used in the Krems depot . In 1943 the car was considered operational, but had a different drive motor of the same power from Simmering with liquid gas drive . After 1945 the railcar is said to have been deposited with the ČSD ; its retirement dates are not known.

Vehicle body

The vehicle part was a rivet construction made of profiles and sheet metal, at both ends of the vehicle it had a regular pulling and buffing device that was not continuous. A transitional device for changing the driving staff consisted of bridges and protective grids from the driver's cabs at the front of the car. Between these was the passenger compartment, which was designed as an open- plan compartment and had a central aisle. It was originally heated by a combined exhaust gas / fresh air heating system, during the renovation this was exchanged for hot water heating. The drive motor protruded into the passenger compartment and was covered by a double bench. The drive wheels were designed as steering axles and supported on the wheel bearings via leaf springs and spring hooks on the underframe.

The machine system was mounted in its own support frame and resiliently supported on the wheelset bearings. DWK's petrol engine was directly connected to a DC generator via a double rubber washer. This was self-ventilated and stored in the support frame together with the exciter generator. The electrical equipment was manufactured by the Austrian BBC factories. The traction motors were designed as paw-bearing traction motors and had a one-sided drive. At speeds over 30 km / h they were operated with field weakening.

The fuel tank and four radiators were arranged on the roof of the railcar when it was delivered. After the renovation, only three lamellar coolers were placed on the roof. The tank was left. The on-board electrical system of the railcar was designed with 24 V DC voltage and was fed by the generator or the vehicle battery. As a safeguard, the vehicles were already equipped with a route -dependent safety driving circuit from BBC.

literature

Individual evidence

  1. ↑ Company photo in the digital railway archive. (No longer available online.) Archived from the original on September 23, 2016 ; accessed on September 24, 2016 .
  2. ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 2013, ISBN 978-3-88255-162-4 , page 224