Prussian EV 3/4

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EV 3/4 Altona (Prussia)
Numbering: pr. EV 3/4 Altona
Number: 1
Manufacturer: Henschel & Sohn , Kassel (vehicle part)
Bergmann, Berlin (electrical equipment)
Year of construction (s): 1912-1913
Retirement: 1916
Axis formula : Bo + Bo
Genre : pr. EV 3/4
Gauge : 1435 mm ( standard gauge )
Length over buffers: 12,090 mm
Service mass: 62.7 t
Friction mass: 62.7 t
Top speed: 50 km / h
Hourly output : 530 kW at 30 km / h
Continuous output : 400 kW at 35 km / h
Driving wheel diameter: 1,100 mm
Power system : 6.3 kV 25 Hz AC
Power transmission: Overhead line , 2 pantographs
Number of traction motors: 4th
Drive: Pawbearing drive
Type of speed switch: Contactor switchgear

The Prussian EV 3/4 Altona was an electric locomotive for the Altona port railway ordered in 1911 by the Royal Prussian Railway Central Office and delivered in 1913 . Above all, it was supposed to offer more reliable operation and higher performance than the previously commissioned locomotive type EV 1/2 .

mechanical construction

The EV 3/4 Altona was designed as a double locomotive with two closely coupled , two-axle and largely identical halves. Both sub-vehicles each had an outer frame , each with two permanently mounted wheel sets, and above that a cuboid box structure that enclosed the engine room and the driver's cab .

The main switch and a pantograph each were located on the roof of the box superstructures . Each of the two vehicle halves had a driver's cab with three oval front windows and access doors on both sides on the smooth end of the box body. All of the individually driven wheel sets had a pawl bearing drive .

Electrical equipment

The unusual overhead line supply voltage of 6.3 kV with a frequency of 25 Hz was obtained from the neighboring route of the Hamburg-Altona city and suburban railway with the same power system, which in turn derived this from the test operation from 1903 to 1907 on the Schöneweide branch line. Spindlersfeld had taken over.

The wheel sets each had a motor designed as a pivot bearing drive, the electrical part of which was equipped as a series motor with so-called brush adjustment of the commutator . Each half of the vehicle had its own catenary pantograph with two sliding brackets and a dry transformer for voltage adjustment . The motor output was controlled by an electromagnetically operated contactor switchgear .

commitment

The locomotive's first test drives were carried out on the circuit of the track test track near Oranienburg , which was equipped with an overhead line . The locomotive was then transferred to the Altona port railway, where two electric locomotives had already proven the basic suitability of this operating mode despite individual defects. The EV 3/4 Altona was assigned to the Hamburg-Ohlsdorf depot of the suburban railway (later S-Bahn Hamburg ), from which the electrical operating energy was supplied, for the entire duration of its operation .

The EV 3/4 , although it should be an improvement, is considered to be one of the faulty designs at the time, alongside the Baden A1 and the Prussian EG 501 . Among other things, the cooling of the transformer and traction motors did not function adequately despite the side windows being open and the speed step control was difficult to use. Although the engine output was nominally higher than that of the predecessor EV 1/2 , the electrical system and the traction motors were thermally overloaded due to incorrect design and even had to be constantly supplied with new spare parts on a daily basis.

After a traction motor completely scorched in January 1916, the EV 3/4 was shut down from this point onwards and steam locomotives were used again in its place , until after the end of the war a new electric locomotive, the EV 6 or E 73 06 specially built for the port railway, could be procured .

Individual evidence

  1. ↑ a b c d e f g EV 3/4 Altona In: Preußen-Report. Volume 10. Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X .

Literature and images