MÁV series Cmot VIIIc
| MÁV series Cmot VIIIc | |
|---|---|
| Numbering: | MÁV Cmot 07701-07713 |
| Number: | 13 |
| Manufacturer: | Rába , Győr |
| Year of construction (s): | 1905-1908 |
| Retirement: | before 1914 |
| Type : | A2 'n2v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,970 mm |
| Total wheelbase: | 6 m |
| Service mass: | 24.4 t |
| Friction mass: | 12.2 t |
| Top speed: | 50 km / h |
| Indexed performance : | 59 kW (80 PS) |
| Wheel diameter: | 1,020 mm |
| Control type : | Stoltz |
| Number of cylinders: | 2 |
| Boiler overpressure: | 50 bar |
| Grate area: | 0.4 m² |
| Superheater area : | 13.4 m² |
| Seats: | 40 |
| Classes : | 3. |
The three-axle steam railcars of the MÁV series Cmot VIIIc were manufactured in 1904 at Rába in Győr and served as railcars on the numerous local railways of the MÁV .
history
These vehicles were created one year after the appearance of the MÁV series BCmot 03050 test engine . A total of 13 vehicles were built, which had twice the performance than the test railcar. Therefore the mass of the vehicle had increased significantly. In order not to exceed the required axle load, the vehicles had to be designed with three axles.
Six vehicles were based in Budapest Nyugati pályaudvar , four in Esztergom and the rest in Ózd .
The operating results were not satisfactory, especially the consumption of fuel was criticized.
technical features
The car body corresponded to the standard of the then valid principles of passenger car construction. The steam engine was stored in the front room.
The vehicle had a tubular plate boiler made by Stoltz from Berlin and a steam engine. In this system, the boiler was arranged upright and had no pipes for generating steam, but pipe plates. These were arranged in the boiler to form a large-area evaporator unit. The serpentine superheater tubes lay between two tube plates, which meant that the steam was superheated to 400 ° C and fed to the cylinders via the steam distributor. The feed water was passed through a preheater located in the flue and fed to the water chamber located at the lower end of the tube plates, from where it was evenly distributed into the tube plates. The steam pressure was designed for a value of 50 bar. The steam boilers of the Stoltz design were designed for coke firing with tilting grates. In addition to the blower, a blower powered by the steam engine provided additional ventilation.
The two-cylinder steam engine was manufactured as a compound machine. It was connected to the drive axle on one side and resiliently mounted on the vehicle frame on the other side , similar to a peg bearing drive . This enabled it to follow the movements of the drive axle designed as a club steering axle. The steam engine was encapsulated in a dust-tight manner and floated in oil. To start up it had a device whereby the compound machine could be switched to twin action via a valve. The steam engine was controlled by a valve control , which differentiates it from the De Dion-Bouton type, which was also based on this drive system.
See also
literature
- Rolf Ostendorf: Steam railcars, types and systems , Motorbuchverlag, Stuttgart, ISBN 3-87943-517-0
- Peter Zander: Prussian steam railcars of the Stoltz type , in: Modelleisenbahner 4/1988, page 17
Web links
Individual evidence
- ↑ a b Rolf Ostendorf: Steam railcars, types and systems , Motorbuchverlag, Stuttgart, ISBN 3-87943-517-0 , page 42