Prussian 2051 and 2052

Prussian 2051/2052
	Prussian 2051/2052
Numbering:	2051/2052
Number:	2
Manufacturer:	Conversion LEL
Year of construction (s):	1900
Retirement:	1923
Axis formula :	originally Bo'2 ' ; after modification (A1A) 3'
Gauge :	1435 mm ( standard gauge )
Service mass:	52 t
Top speed:	40 km / h
Hourly output :	150 kW
Wheel diameter:	1,000 mm
Power system :	Originally 800 V 40 Hz three-phase current ; after conversion 6 kV 25 Hz AC
Power transmission:	Overhead line
Number of traction motors:	2
Drive:	Pawbearing drive
Brake:	Air brake type Westinghouse

The railcars 2051/2052 of the Prussian State Railroad were two railcars for trial operation on the trial lines of the Schöneweide – Spindlersfeld branch line and the Oranienburger trial line .

They are considered to be the first traction vehicles in Germany to be operated with single-phase alternating current with the 6 kV 25 Hz power system. The vehicles for the Murnau – Oberammergau railway line were ordered and built for the planned electrification with 800 V three-phase current 40 Hz. The vehicles were decommissioned and scrapped after the trial operation in Germany had ended.

history

The vehicles were ordered for the planned electrification of the Murnau – Oberammergau local railway , which was then owned by OL Kummer GmbH . The supplier of the vehicles is not known. It can be seen from the literature that the electrification could not be completed on the occasion of the Oberammergau Passion Play in 1900 and that the vehicles with the Bo'2 'wheel arrangement had an axle pressure that was too high for the local railway . The consequence of this failed electrification was that the Prussian State Railways was able to acquire both railcars from the bank's bankruptcy assets.

For the planned electrification of long-distance railway lines with single-phase alternating current , the UEG wanted to carry out an operational test on a railway line as well as on a factory line, which led to trial operation on the Schöneweide – Spindlersfeld branch line.

The tests with the vehicles were successful and led to the electrification of the Hamburg-Altona urban and suburban railway . The railcar could run alone, in combination with the other vehicle or with three intermediate sidecars in mixed operation. Steam trains and electric trains could run on the same track. As planned, speeds of up to 40 km / h were driven, and 60 km / h were achieved in tests. After the end of the tests on the Spindlersfeld railway line, the vehicles were used for various tests on the Oranienburg test railway. Both railcars were decommissioned there. The cars have a Winter Eichberg engine in the Deutsches Museum in Munich and in the German Museum of Technology in Berlin .

construction

A photo of the original four-axle railcar with three-phase drive can be seen in the literature. It shows the railcar as a converted four-axle passenger car with a skylight structure. Lyra pantographs were used in the original version. It is noted that the car was too heavy for the maximum permissible axle load of 13 tons.

This is why the railcar appears for its second career with the Schöneweide – Spindlersfeld branch with two three-axle bogies. One bogie was a three-axle bogie, the other two drives with four-pole traction motors of the Winter-Eichberg type were installed in the outer axles. The bearing of the traction motors in the bogie was carried out in a pin-bearing design , the gear ratio of the gears was 1: 4.26. When the trial operation opened in 1902, the control of the railcar was still called hand acrobatics . The two brush groups of the repulsion motors , which were offset by 90 °, had to be adjusted by hand. The speed / torque adjustment had to be operated manually using two shift drums in sequence according to certain measurement results in order to achieve spark-free operation. For this reason, the test run was carried out at half the industrial frequency in order to be able to better limit spark formation.

Around 1904 there was no longer any question of such a complicated control system; there was talk of two sets of brushes that are perpendicular to one another. Now a contactor control took care of the control of the car by changing the excitation voltage as a result of changing the tapping of the excitation transformer. All switch positions of the contactor control were made electromagnetically. During the switching operations, there were no losses due to resistances.

In the driver's cab, the driving switch and the reversing switch were the only controls that remained. The drive switch had the dead man's mechanism from the start . The traction motors were de-energized if the traction switch handle was not depressed. The travel switch could not be operated if the direction switch was not set in one of the two positions forwards or backwards . Since the vehicle control was designed as a low-voltage control, both railcars could be remote-controlled via the multiple control if they were connected with the control cable.

The vehicles were with the decelerated air brake design Westinghouse . The compressed air required for this was generated by an air compressor that was driven by an electric motor with an output of three hp. In an emergency, reverse current could be given by reversing the direction of travel.

literature

Rainer Zschech: Railcar archive. Transpress-Verlag, Berlin 1970.

Brian Rampp: Early history of electric railways in Prussia. In: Prussia Report. Volume 10, 1997, ISBN 3-89610-005-X .

Dieter Bätzold, Brian Rampp, Christian Tietze: Electric multiple units of German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 .

F. Eichberg: Collected electrical engineering work 1897–1912. Springer Verlag, Berlin 1914.

Web links

Website about the Oranienburg experimental railway with a mention of the vehicles

Individual evidence

↑ ^a ^b Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars of German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 17.
↑ ^a ^b F. Eichberg: Collected electrical engineering work 1897–1912. Springer Verlag, Berlin 1914, p. 353.
↑ Internet site about the Oranienburg experimental railway with information about the railcars 2051/2052
↑ Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 16.
↑ ^a ^b F. Eichberg: Collected electrical engineering work 1897–1912. Springer Verlag, Berlin 1914, p. 344.
↑ Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 15.
↑ F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 346.
↑ F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 347.
↑ F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 349.

[Bäzold_Seite_17-1] Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars of German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 17.

[Springer_Seite_353-2] F. Eichberg: Collected electrical engineering work 1897–1912. Springer Verlag, Berlin 1914, p. 353.

[3] Internet site about the Oranienburg experimental railway with information about the railcars 2051/2052

[Bäzold_Seite_16-4] Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 16.

[Springer_Seite_344-5] F. Eichberg: Collected electrical engineering work 1897–1912. Springer Verlag, Berlin 1914, p. 344.

[Bäzold_Seite_15-6] Dieter Bätzold, Brian Rampp, Christian Tietze: Electric railcars German railways: The series. Alba-Verlag, 1997, ISBN 3-87094-169-3 , p. 15.

[Springer_Seite_346-7] F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 346.

[Springer_Seite_347-8] F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 347.

[Springer_Seite_349-9] F. Eichberg: Collected Electrotechnical Works 1897-1912. Springer Verlag, Berlin 1914, p. 349.