Baden A2
| Baden A² DR series E 61 0 |
|
|---|---|
| Numbering: | A² 1–9 DR E 61 01–03, 05–09, E 61 14 |
| Number: | 9 |
| Manufacturer: | SSW , Maffei |
| Year of construction (s): | 1911 |
| Retirement: | 1931-1933 |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,400 mm |
| Fixed wheelbase: | 4000 mm |
| Total wheelbase: | 9000 mm |
| Service mass: | 71.1 t 73.8 t |
| Friction mass: | 42.9 t 44.1 t |
| Top speed: | 60 km / h |
| Hourly output : | 750 kW at 50 km / h |
| Continuous output : | 350 kW at 40 km / h |
| Starting tractive effort: | 85.8 kN |
| Driving wheel diameter: | 1050 mm |
| Impeller diameter: | 850 mm |
| Power system : | 15 kV 16 2/3 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 AC series motors |
| Drive: | Parallel crank drive with angled connecting rod |
| Type of speed switch: | Rotary transformer with load switch |
| Brake: | Compressed air brake tool |
The A 2 class of the Baden State Railroad were electric locomotives for operation on the Wiesentalbahn and Wehratalbahn . The locomotives were taken over by the Deutsche Reichsbahn in 1920 and were given the company numbers E 61 01 to E 61 03, E 61 14, E 61 05 to E 61 09 (series E 61 0 and E 61 1 ) in 1926 .
history
Based on the experience with the locomotive of the genus A 1 one procured in the years 1911-12 nine locomotives from Siemens-Schuckert and Maffei . The new locomotives should be able to move a 180-t train at 60 km / h on a gradient of 10 ‰. A unit price of 93,583 marks was estimated for the acquisition.
The locomotives performed their route service from the Basel depot on the Wiesenbahn and Wehratalbahn routes. With the use of class E 70 and E 71.1 locomotives from the late 1920s, the locomotives became dispensable. That is why the machines were taken out of service in June 1931, which was completed in November 1933.
Constructive features
Compared to the previous A 1 was moved to the traction motors in the middle of the vehicle and designed the locomotive body in the usual box shape.
The main frame of the locomotives consisted of frame cheeks with cross connections. The traction motor mountings, the buffer girders and the floor plate were also reinforced. The locomotive body consisted of a sectional steel frame clad with sheet steel. End driver's cabs were set up at both ends of the locomotive . To cool the transformer oil, there were corresponding cooling coils under a roof attachment. In the engine room, three windows were arranged symmetrically on the right. There were two windows on the left. The side walls were rounded towards the roof, the driver's cabs were sloping towards the ends of the locomotive.
The wheel sets were stored in an Adam frame and had a lateral mobility of 60 mm to each side. The coupling wheels were firmly mounted. The middle wheel set had weakened wheel flanges.
The drive was carried out by means of gearless coupling rods. In locomotives 1 to 3 and 5 to 9, both traction motors worked on a common jackshaft between the first and second coupled wheel sets. With locomotive number 4, each traction motor worked on its own jackshaft. These lay between the first and second or second and third coupling axles. Due to the changed design, however, not all of the defects of the predecessor locomotive could be eliminated. In particular, the shaking vibrations remained. Later attempts were made to reduce this by installing one of the traction motors on the spring.
The drive motors were two twelve-pole AC series motors with horizontally divided stator. The ventilation was ensured by fan wheels on the armature shaft. The power was transmitted through two SSW pantographs with compressed air drive and bracket disconnectors. The main oil switch was in the engine room. The main transformer was oil-cooled. In addition to the five connections for the traction motors, there were connections for the train heating system with 200 V, 260 V and 320 V. The locomotive lighting with 24 V direct current was carried out using a converter on the 200 V connection. A manually operated rotary transformer with five load switches was used for control.
A compressed air brake Wzbr served as the brake. The coupling wheels of the locomotive were braked on one side. In addition, each driver's cab had a throw lever brake . The coupling wheels were sanded using a hand sand spreader.
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive . transpress, Berlin 1988, ISBN 3-344-00210-4 .
- Dieter Bäzold, Günther Fiebig: German Locomotive Archive: Electric Locomotives . transpress, Berlin 1992, ISBN 3-344-70748-5 .
Web links
Individual evidence
- ↑ a b No. 4 (E 61 14)
- ^ The electric locomotives of the Wiesentalbahn in Baden. In: Die Lokomotive , year 1911, p. 24 (online at ANNO ).