DR series E 92.7
| EG 571 from – EG 579 from DR series E 92 7 |
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 E 92.71-79
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| Numbering: | EG 571ab - EG 579ab DR E 92 71 - E 92 79 |
| Number: | 9 |
| Manufacturer: | SSW , LHW |
| Year of construction (s): | 1923-1925 |
| Retirement: | 1962 |
| Axis formula : | Co + Co |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,282 mm |
| Service mass: | 114.0 t |
| Wheel set mass : | 19.0 t |
| Top speed: | 50 km / h later 60 km / h |
| Hourly output : | 850 kW |
| Continuous output : | 770 kW |
| Starting tractive effort: | 206 kN |
| Performance indicator: | 7.5 kW / t |
| Driving wheel diameter: | 1,300 mm |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 6th |
| Drive: | Paw camp |
The EC 571 from EC to 579 from were electric freight train - locomotives of the Prussian state railways . The Deutsche Reichsbahn classified the locomotives in the E 92 7 series from 1925 .
history
Before the First World War, the Prussian State Railways intended to procure eleven double locomotives with single-axle drives for service on the Silesian mountain routes. As a result of the war, the procurement was delayed, so that nine locomotives were not delivered until 1923 to 1925. The electrical equipment was supplied by the Siemens-Schuckert works . The mechanical part was built by the Linke-Hofmann-Werke in Breslau.
According to the operating program, 500 t freight trains on a 20 ‰ gradient and 1200 t freight trains on a 10 ‰ gradient with curves of up to 188 m should be transported in the fastest travel time that steam locomotives could provide.
The first locomotive was not put into service until 1923. The last two machines were delivered in 1925. At the DR , the vehicles were given the company numbers E 92 71 - E 92 79 in 1928. In the meantime, the speed of the locomotives has also been increased to 60 km / h. In addition, an electric train heater was installed so that the E 92 could now also be used in light passenger train service.
In 1946, with the exception of the E 92 74 that had already been decommissioned, all locomotives were given to the Soviet Union as reparations . In 1952/53, the E 92 71, 73, 75 - 77 and E 92 79 returned from there and were added to the DR fleet. In 1962 it was taken out of service. In August 1965 the last locomotive in this series was scrapped.
technical features
Mechanical part
The locomotives were built in two parts with the Co + Co wheel arrangement. Each chassis had three axles and had single-axle drive. The middle axle was laterally adjustable by 15 mm and had weaker wheel flanges.
The locomotive frame of each half of the vehicle was an outer frame, which had cross connections for the engine suspension, the close coupling, and the buffer beam. Both frames were connected by a close coupling. The locomotive boxes were made of sheet steel and connected to one another by bellows.
At the close coupling end of each half of the vehicle there was a luggage compartment with sliding door. These contained various electrical devices. The vehicles belonged to the baggage car locomotives, just like the locomotives EG 538abc - EG 549abc and EG 551/552 - EG 569/570 . The driver's cab was attached to the respective luggage compartment.
The porches housed the main units, such as transformers and contactor controls . As with the EG 551/552 - EG 569/570, the arrangement of the driver's cabs behind the front end allowed only a limited view of the route.
The braking device consisted of a compressed air brake Kzbr, air compressor and main air reservoir. There was also a handbrake for each half of the locomotive . As auxiliary equipment, the locomotives had a safety driving circuit, signal bells and whistles, and sand spreading equipment.
The maximum speed of the locomotives was initially 50 km / h, then later 60 km / h.
Electrical part
The traction motors were six eight-pole alternating current series motors in a pin - bearing design , which were equipped with straight-toothed gears on both sides. They were the same engines as in the class ET 88 railcars .
Two externally ventilated oil transformers were built into the machines. The secondary side had nine taps for the traction motors. There were two pantographs operated by compressed air , which were connected to the main switch via the roof line . A damping throttle was installed in between. Main switch and damping choke were housed in the high-voltage chamber in one of the stems.
The control took place via electromagnetic contactors with triple inductors and current dividers. Fifteen continuous speed levels could be selected. The machines were also equipped with reversing switches and manually operated disconnectors.
commitment
The locomotives were in use on the Silesian Mountain Railway and the branching branch lines until 1945 , where they proved their worth due to their reliable drive and low maintenance requirements. In February 1945 the machines were relocated to Leipzig to the Central German network.
Web links
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive Part 4: Electric locomotive archive . 6th edition Transpress Verlag, Berlin 1987; ISBN 3-344-00173-6
- Glanert / Borbe / Richter Reichsbahn electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 ,