MÁV Camot range
| MÁV Camot range | |
|---|---|
 Dimensional sketch
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| Numbering: | MÁV: Camot 315-316 GySEV ABamot 6–7 |
| Number: | 2 |
| Manufacturer: | Ganz & Co. , Budapest |
| Year of construction (s): | 1934 |
| Retirement: | after 1945 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 23,230 mm |
| Length: | 22,000 mm |
| Height: | 3,600 mm |
| Width: | 2,930 mm |
| Trunnion Distance: | 15,000 mm |
| Bogie axle base: | 3,950 mm |
| Total wheelbase: | 18,950 mm |
| Smallest bef. Radius: | 60 m |
| Service mass: | 55 t |
| Friction mass: | 55 t |
| Wheel set mass : | 13.75 t |
| Top speed: | 90 km / h |
| Installed capacity: | 2 × 162 kW (2 × 220 PS) |
| Wheel diameter: | 920 mm |
| Motor type: | 2 × Ganz-Jendrassik VI JaR 170/220 |
| Motor type: | 2 × 6-cylinder four-stroke diesel engine |
| Rated speed: | 1,250 rpm |
| Power transmission: | mechanically |
| Train brake: |
Compressed air brake type Knorr handbrake |
| Seats: | 80 |
| Classes : | 3. |
The four-axle diesel railcars of the MÁV Camot series were delivered to the Hungarian state railway MÁV by the company Ganz & Co. for the transportation of light express trains and medium-weight passenger trains . The original machine equipment of the vehicles corresponded to a doubled Árpád railcar .
history
The railcars were created as a reaction of MÁV to the steady decline in passengers in the period around 1930 and were intended to replace steam locomotives on less frequented routes. The range of services provided for the transportation of two four-axle express train wagons, each weighing 40 t, at 90 km / h or eight two-axle passenger wagons, each weighing 20 t, at 60 km / h with very good running characteristics. To achieve a high frictional load, they were originally equipped with four driven axles in two bogies.
Almost nothing can be learned about the vehicles from operational use. Obviously, in the period after 1935 there was a recovery of the train traffic, because only two of them were built. In the literature it was only mentioned that the vehicles were rebuilt in 1946, a drive system was removed and both cars were only operated with the B'2 'wheel arrangement. The railcar was adjusted from the railcar machine system that had been delivered to GySEV in 1935 and 1937 . It is not known whether they were taken over by the GySEV at the same time in this context. Decommissioning dates of the vehicles are not known. The GySEV railcars are mentioned that they were still rebuilt in 1961.
technical features
The car body was in lightweight construction after Spantenbauart in weldment made. The engine rooms, which served as the driver's cab and luggage compartment, were attached to both ends of the car. In the floor of the car there were flaps for better access to the machinery. The front windows of the driver's cabs were made of safety glass . Behind the engine rooms there were two entry areas, between which there were two passenger areas in the third class in an open plan design, separated by partition walls and transition doors . There was a space between the two compartments, also separated by a partition, in which a toilet and a steam boiler for heating the car were set up. The seating was consistently in the wood class. The motor bogies were also a welded construction and the MÁV series Árpád, except for the fact that both axles were driven in the Camot series . The train was equipped with a standard-compliant pulling and buffing device.
The Árpád's machine system was also used. The filling regulation of the diesel engines and the control of the five-speed gearbox or the reversing gear were done pneumatically by remote control. If necessary, a motor could be switched off when the load was lower. When the railcars were converted in 1946, as I said, a drive system was removed so that the railcar only ran with the B'2 'wheel arrangement. To what extent the vehicles received more powerful engines is not clear from the literature. The heating, ventilation and electrical equipment also corresponded to that of the Árpád . There was also the option of controlling a second railcar from the front driver's cab using multiple controls. An independent oil-fired steam boiler was used to heat the train; it consisted of a primary and a secondary part. In the primary part, steam was generated at a pressure of 10 bar, which provided 300 kg of heating steam per hour at a pressure of 5 bar in a closed system of the secondary part. The boiler water circulated in the primary section; it was softened. The combustion chamber of the boiler was placed under the boiler in the undercarriage of the car and was lined with fireclay and water-cooled. For steam generation, the railcar had several water tanks that were suspended between the bogies on the undercarriage.
See also
literature
- Mihály Kubinszky (ed.): Hungarian locomotives and railcars. Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 .
Web links
- Internet book access to Hungarian locomotives and railcars with mention of the Camot railcars
- Photo of the railcar from the Ganz archive
Individual evidence
- ^ Mihály Kubinszky (ed.): Hungarian locomotives and railcars. Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 , page 243