Prussian 671/672 Altona to 719/720 Altona
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KPEV 2200 / 2201-2248 / 2249 KPEV 671 / 672-719 / 720 Altona |
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| numbering | from 1910 671/672 Altona | from 1910 673 / 674–719 / 720 Altona | |
| Manufacturer | mech .: LHW el .: AEG |
mech .: LHW , Van der Zypen & Charlier el .: AEG |
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| Years of construction | 1909 | ||
| modification | 1932 conversion to ELT 1561 a / b - 1575 a / b | ||
| number | 1 | 24 | |
| Axis formula | Bo'1 + 1 2 ' | ||
| Power system | 6 kV ~ 25 Hz | ||
| Gauge | 1,435 mm | ||
| Driving wheel diameter | 1,000 mm | ||
| Impeller diameter | 1,000 mm | ||
| Top speed | 50 km / h | ||
| Length over buffers | 29,550 mm | 29,650 mm | |
| Center distance of the chassis | 2,500 mm | ||
| Service mass | 55.57 t | 62.58 t | |
| largest axle load | 15.5 t | 15.6 t | |
| Brakes | Westinghouse air brake | ||
| Installed capacity | 275 kW | ||
| Traction motor type | Winter Eichberg | ||
| Engine suspension | Paw bearing construction | ||
| Gear ratio | 1: 3.05 | ||
| Number of drive motors | 2 | ||
| Seats | 130 | ||
| Classes | 2nd / 3rd | ||
The railcars of the series Preussischer 671/672 Altona to 719/720 Altona were electric multiple units of the Hamburg-Altonaer Stadt- und Vorortbahn . After series 551 ff. They were the second series of vehicles for the Hamburg S-Bahn and were created after 1909. After experience with the first series, the quarter trains of this series were consistently built in the combination of railcars + control cars . After 1925, 15 motor coaches were reconstructed and given the new designation elT 1561 a / b to elT 1575 a / b . The vehicles were in use until 1943, none of which has survived.
history
The rapid increase in traffic on the Hamburg S-Bahn required new railcars soon after all of the previous vehicles had been delivered. A year later, a test vehicle was created by Linke-Hofmann-Werke in the mechanical part and AEG in the electrical part.
In this vehicle, all defects found in the previous vehicles have been revised. In addition, it was created with some innovations that have not yet been used in vehicle construction. The vehicle coupling was redesigned and the roof was designed as a barrel roof . This vehicle with the designation 2200/2201 was tested for months on the Oranienburg test railway in order to gain experience for series production. Since the test train with the barrel roof differed from the previous vehicles, the series vehicles were again designed with skylights, the increase in weight was accepted due to the acceptance by the population.
So the 24 series trains that followed were created again with conventional roofing. From 1910 they were designated as KPEV 671/672 Altona to KPEV 719/720 Altona . While the test car was still being manufactured by the Linke Hofmann works , the series vehicles from both well-known manufacturers appeared, and the electrical equipment was manufactured by AEG . The vehicles provided their service with the previous series vehicles. Another 15 of them were reconstructed from 1929 and then reused with the numbers elT 1561 a / b to 1575 a / b with the following technical data.
| ELT 1561 a / b to 1575 a / b | |
|---|---|
| Numbering: | elT 1561 a / b - 1575 a / b |
| Number: | 15th |
| Manufacturer: | Main workshop of the Hamburg-Altona urban and suburban railway |
| Year of construction (s): | 1925 |
| Retirement: | until 1943 |
| Axis formula : | Bo '1 + 1 2' |
| Genre : | BCPw3 / BC3 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 29,650 mm |
| Bogie axle base: | 2,500 mm |
| Service mass: | 71,100 kg |
| Wheel set mass : | 16,300 kg |
| Top speed: | 60 km / h |
| Hourly output : | 300 kW |
| Continuous output : | 235 kW |
| Starting tractive effort: | 67 kN |
| Driving wheel diameter: | 1000 mm |
| Impeller diameter: | 1000 mm |
| Power system : | 6 kV ~ 25 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Drive: | Pawbearing drive |
| Brake: | Westinghouse air brake |
| Seats: | 124 |
| Classes : | 2nd / 3rd |
Overall, these vehicles have also proven themselves in overall operation. No vehicle was classified by the DB , however, and the last vehicle was eliminated in 1943.
construction
Wagon construction
The basic conception of the vehicles remained as with the predecessor vehicles, only a few initial defects were removed. The underframe and the car body were redesigned, as were the bogies, which no longer had a cradle or transverse suspension.
In the main frame, there was more space for cables to be laid between the cross members and the floor of the car. The pulling and bumpers were also revised, so that the pulling forces could now be better transferred from the frame. The roof of the car was made of wood, which was covered with canvas and nailed to the leaded iron sheet. The bogies have been completely redesigned. The space for the traction motors in particular has been enlarged. As with the predecessor vehicles, the peg bearing drive was chosen. The suspension of the bogies was also changed; the usual cradle suspension was replaced by pendulum supports. The running bogies remained the same construction, they carried the air compressors . As with the previous vehicles, the bogie axles were braked. The single axles designed as steering axles were not braked.
The interior design was again the compartment arrangement with revolving doors on both sides. There were two 2nd class compartments above the steering axles . They were followed by four 3rd class compartments, the baggage compartment and the driver's cab. The compartments of a carriage class formed a large area, which were connected by a side aisle. The driver's desk in these cars was on the left side of the entrance area in the direction of travel; it could be locked by a sliding door. As a noteworthy facility, it had a so-called control lever. It was operated mechanically via levers and gears and could switch the electrically controlled lamps of the triple peak signal depending on the direction of travel . The high-voltage chamber of the quarter train was located in the skylight structure of the service room in the railcar. The wagons did not have a toilet. The lighting of the car was carried out electrically. A kerosene lamp was only used as a tail light , as it offered the greatest security according to the status of the time. The heating of the car was carried out as in the previous vehicles and could only operate with currentless drive motors.
Electrical part
While the test train from 1908 had two scissor pantographs , the series vehicles again had the grinding arm pantographs that were common at the AEG at the time. The transformer was oil-cooled and hung under the car body floor. It had a primary winding and two secondary windings. One could be tapped to 780 V in six connections for the traction motors, the other secondary winding was responsible for the auxiliary systems with 300 V. The exciter transformer for the Winter-Eichberg motors was located in the same housing as the transformer equipment . The drive motor control was designed as a contactor control with five speed levels. In addition to the terminal voltage, it was also possible to change the excitation voltage of the field winding of the traction motors.
The traction motors, designed as Winter-Eichberg motors, were six-pole, self-ventilated and had reversing poles . At low driving speeds they were connected in series , at higher speeds in parallel . With this circuit, the brush fire could be minimized.
See also
literature
- Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970.
- Brian Rampp: Berlin city, ring and suburban railways. In: Eisenbahn-Journal Archiv 1/97 Volume No. 10 Prussia Report, ISBN 3-89610-005-X .
Individual evidence
- ^ Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970, page 338
- ^ Brian Rampp: The Hamburg urban and suburban railways. In: Eisenbahn-Journal Archiv 1/97, Volume No. 10 Preußen-Report, ISBN 3-89610-005-X , page 18
- ↑ a b Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970, page 144
- ^ Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970, page 142