DR series E 79
| DR series E 79 | |
|---|---|
 E 79
|
|
| Numbering: | E 79 01-02 |
| Number: | 2 |
| Manufacturer: |
JA Maffei Pöge Elektrizitäts AG (electrical parts) |
| Year of construction (s): | 1923 |
| Retirement: | 1939/40 |
| Type : | 2'D1 'w2u |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,264 mm |
| Length: | 13,365 mm |
| Total wheelbase: | 11,150 mm |
| Smallest bef. Radius: | 180 m |
| Service mass: | 116 t |
| Friction mass: | 77.6 t |
| Top speed: | 65 km / h |
| Hourly output : | 1,480 kW |
| Continuous output : | 1,180 kW |
| Starting tractive effort: | 196 kN |
| Performance indicator: | 12.8 kW / t |
| Driving wheel diameter: | 1,250 mm |
| Impeller diameter: | 850 mm |
| Power system : | 15 kV 16 Hz AC |
| Power transmission: | Overhead line |
| Locomotive brake: | Compressed air brake type Knorr |
The E 79 series (originally ordered as EG 4 ) were electric freight locomotives procured by the Bavarian Group Administration of the Deutsche Reichsbahn for the Freilassing – Berchtesgaden route . The two copies delivered in 1927 were scrapped at the beginning of the Second World War . Due to their small number, they can be viewed as test locomotives with a special vehicle control.
history
After the First World War , the transport services on the Freilassing – Berchtesgaden route rose sharply. Therefore, the Bavarian group administration ordered two locomotives in 1923. The two copies were built by JA Maffei in Munich, while the electrical parts came from Pöge Elektrizitäts AG in Chemnitz . Originally the machines were to be put into service as EG 4 22 101 and 22 102 , but problems with the delivery of the electrical part meant that the locomotives were not completed until 1927. This gave them the numbers E 79 01 and 02 provided by the Deutsche Reichsbahn according to the tracing plan upon delivery .
The performance program of the locomotives required the transport of 1,200 tons on the plain at maximum speed, 900 tons at 10 ‰ and 200 tons at 40 ‰ at 30 km / h. In addition, the locomotives had the double parallel crank drive, which was used for the first time in the Prussian EP 235 , in order to achieve the greatest possible frictional load. For operation on the winding route, it was delivered with a Krauss-Helmholtz and a Krauss-Lotter frame to link the drive axles .
From the summer of 1927, both locomotives were used on the route to Berchtesgaden . They were stationed at the Freilassing depot and were used in mixed service or as push locomotives from Bad Reichenhall station to Hallthurm station. In use, however, they were only able to convince to a limited extent, especially the performance was not satisfactory. The E 79 01 reported that it was very susceptible to damage and was often under repair.
As a special operating event was recorded on the locomotives that a non-standard number called Locomotive in February 1928 while driving in a landslide to derail has been associated with small consequences. Another problem was the procurement of spare parts for the splitter series . In addition, from 1932 the first E 44.5 showed good results on the difficult mountain route. Therefore, both locomotives were shut down from 1938. In 1939 the E 79 01 was retired and soon afterwards scrapped. The E 79 02 was retired in 1940. Their Bissel frame and the three-axle Krauss Lotter frame were used on the Tegernseebahn for the construction of a 1'C2 ' steam locomotive with the designation TAG 8 .
technical description
The locomotive can be viewed as a modernized form of the Prussian EP 235 . Instead of the oversized large engine, two smaller engines were chosen, which work via spring-loaded pinions on a countershaft. The countershaft and the two high-speed motors were arranged fairly high, which gave the locomotive a high center of gravity. It had the same dead-point-free double parallel crank drive . With her, only the fourth coupling axle (next to the Bissel frame ) was firmly mounted in the frame. The bogie had a side shift of +/- 22 mm, the 1st, 2nd and 3rd coupling axles each +/- 12 mm. The Bissel frame had a lateral deflection of +/- 55 mm.
The oil-cooled main transformer had 18 taps on the secondary side for power control and two for electrical heating. The locomotive had two 20-pole alternating current motors in series that rotated at a speed of 800 min −1 . They had exciter , compensation and reversing pole windings . Both engines were always connected in series . With the power control, the locomotive had a stepless control of the Döry von Pöge type with a stepless power supply for the motors in the voltage range of 0 - 800 V. This control consisted of an electro-magnetic contactor control with three current dividers.
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive 4: Electric locomotives of German railways. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X / 5th edition. Transpress Verlag, Berlin 1984.
Web links
- Postcard picture of an E 79
- Photo of the E 79.02 1934 on the Joachim Schmidt Railway Foundation
- Description of the construction of the locomotives in an essay on the development of the electric locomotive
Individual evidence
- ↑ a b Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive 4: Electric locomotives German railways. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X / 5th edition. Transpress Verlag, Berlin 1984, description of the E 79
- ↑ a b c Internet site on the E 79 at www.elektrolok.de ( Memento of the original from February 15, 2018 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Angerer / Birkner 120 years of railway history Berchtesgaden , Verlag Birkner / Angerer, ISBN 978-3-925647-54-3 , page 47
- ↑ a b Bernd Beck The Wechmann-Plan-Electric standard electric locomotives for the DRG in Eisenbahnkurier 10/2016, EK-Verlag Freiburg
