Prussian EG 551/552 to EG 569/570
| Prussian EG 551/552 – EG 569/570 DR series E 90 5 |
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|---|---|
 E 90.51-60
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| Numbering: | EG 551/552 - EG 569/570 DR E 90 51 - E 90 60 |
| Number: | 10 |
| Manufacturer: |
BBC , Humboldt , LHW , Beuchelt |
| Year of construction (s): | 1919-1922 |
| Retirement: | 1956 |
| Axis formula : | C + C |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,950 mm later 17,350 mm |
| Service mass: | 98.2 t |
| Wheel set mass : | 16.5 t |
| Top speed: | 50 km / h |
| Hourly output : | 1,530 kW |
| Continuous output : | 910 kW |
| Starting tractive effort: | 196 kN |
| Performance indicator: | 15.6 kW / t |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 15 kV 16 2/3 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 × 2 |
| Drive: | Back gear with coupling rod drive |
The locomotives of the Prussian State Railways with the numbers EG 551/552 to EG 569/570 of the Wroclaw Railway Directorate were electric locomotives . At the Deutsche Reichsbahn they were given the numbers E 90 51 to E 90 60 and were designated as the E 90 5 series.
history
In July 1912, the Prussian State Railways ordered ten double locomotives for passenger and freight train use on the electrified Lauban-Königszelt line operated by KED Breslau. The electrical equipment was supplied by the Mannheim company Brown, Boveri & Cie. delivered. The vehicle parts were built by the manufacturers Humboldt in Cologne-Kalk , Linke-Hofmann in Breslau and Beuchelt in Grünberg , with Humboldt producing parts for seven locomotives, LHW for two and Beuchelt for one locomotive.
The commissioning of the first locomotive was delayed by the World War and did not take place until September 1919. The last four machines were delivered in 1922/23. The locomotives were used on the Silesian mountain routes until the end of the Second World War , where they proved their worth. Due to their top speed of 50 km / h, the locomotives were mainly used in freight train service.
At the Deutsche Reichsbahn, the vehicles were given the company numbers E 90 51 - E 90 60, with the locomotive halves being designated with the lowercase letters a and b. Some machines were later given snow plows so that they could be used on the route from Hirschberg to Polaun. From the beginning of the thirties, the star of the series began to decline. Many of the locomotives only served as a reserve. The decommissioning began in 1936.
In 1945 only three locomotives were still in use. These were in the Soviet occupation zone after the end of World War II and had to be given to the Soviet Union as reparations in 1946 . In 1952/53 they returned from there and were scrapped until 1956.
technical features
Mechanical part
The locomotives were built in two parts with the C + C wheel arrangement . Each chassis had three axles and was driven by a transmission and coupling rods on each side. The locomotive frame of each half of the vehicle was an outer frame, which was stiffened by the buffer beam and struts. Both frames were connected to each other by a close coupling and pre-tensioned shock buffers. The transition between the locomotive boxes was protected by a bellows.
At the close coupling end of each half of the vehicle there was a luggage compartment with sliding door. These contained various switching devices, for example for the electric train heating. The vehicles belonged to the baggage car locomotives, just like the EG 538abc - EG 549abc locomotives . A driver's cab was attached to each of the luggage compartments. Driver's cabs and luggage compartments were made of wood and clad with sheet metal. The stems were made of sheet metal and housed the main units, such as transformers and controls. The arrangement of the driver's cabs behind the porches only allowed a limited view of the route.
The braking device consisted of a compressed air brake Kzbr, air compressor and main air reservoir. An air cooler was arranged between the compressor and the main air tank, which was later attached to the front ends of the locomotives. The compressed air brake acted on the two outer axles of each half of the locomotive on both sides. In contrast, the two spindle hand brakes only had an effect on the axles of the respective vehicle half.
As auxiliary equipment, the locomotives had fans for the traction motors and transformers, as well as a safety driving circuit, signal bells and whistles. Sand spreading facilities were also available.
Electrical part
Two separately ventilated dry-type transformers were built into the machines. The primary and secondary windings of both transformers were arranged separately. The secondary side had fourteen taps for the traction motors and an additional three for the train heater.
On the roof of each half of the locomotive there was a pantograph operated by compressed air , which was connected to the main switch via the roof line . A damping throttle was installed in between.
The control took place via a slide switch mechanism that was operated by hand via a spindle, whereby the contact brushes were moved back and forth on two parallel contact tracks. Fourteen continuous speed levels could be selected. The slide control unit was valued by the workshop staff because of its low maintenance requirements. The train drivers were less enthusiastic about it, as high forces were required to operate. The switchgear and load switch of both locomotive halves were coupled to one another via a chain drive and cardan shafts . The machines were also equipped with electro-pneumatic reversing switches.
The traction motors were spring-mounted double motors that were supported on the jackshaft, with one motor in each chassis. A double motor consisted of two AC series motors with resistor connections in a common housing.
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