Prussian AT 2
| Prussian AT 2 | |
|---|---|
 Prussian AT 2
|
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| Numbering: | 50 Saarbrücken |
| Number: | 1 |
| Manufacturer: | Rastatt , SSW, AFA Berlin |
| Year of construction (s): | 1907 |
| Retirement: | 1917 |
| Axis formula : | (1A) Bo '; (Bo'Bo ') |
| Type : | Direct current accumulator railcar |
| Genre : | AT 1 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,950 mm |
| Length: | 18,650 mm |
| Height: | 3,860 mm |
| Width: | 2,890 mm |
| Trunnion Distance: | 14,500 mm |
| Total wheelbase: | 2,500 mm |
| Service mass: | 55.0 t |
| Friction mass: | 17.4 t |
| Top speed: | 50 km / h |
| Capacity: | 200 Ah |
| Driving wheel diameter: | 940 mm |
| Impeller diameter: | 940 mm |
| Drive battery: | 176 elements type IV GC 126 |
| Power system : | Direct current lead / battery |
| Number of traction motors: | 3/4 |
| Drive: | DC shunt motor |
| Type of speed switch: | Travel switch |
| Brake: | Utility brake |
| Train heating: | Pressed coal heating |
| Coupling type: | Screw coupling |
| Seats: | 8/40/36 |
| Classes : | II / III / IV |
The Prussian AT 2 was a bogie accumulator railcar with initially three driven axles. It was built in 1907 by the Rastatt wagon factory . The electrical part was supplied by the company Schuckert Nuremberg and the drive batteries by the company AFA Berlin .
development
The Palatine railways tested from 1896 different "Omnibus cars with electric or gas engine drive". From May 25 to December 31, 1896, the two battery- powered railcars provided free of charge by the delivery company covered 20,796 km on the narrow-gauge route between Ludwigshafen and Mundenheim and carried 72,400 people. In 1897 the mileage of the vehicles was 36,285 km, they were then returned to the delivery company. Due to the good operating results at the Palatinate Railways, the Board of Directors of the Prussian-Hessian State Railways also decided to try this drive type. After Gustav Wittfeld took over the management of the new department for the application of electrical engineering in the railway sector on August 1, 1904 , work on the project made progress and led to the first order of five AT 1s .
procurement
Even during the tests with the AT 1 , efforts were made to improve the economy, which was characterized in particular by the lack of seats and the lack of fourth class. In 1907 the Rastatt wagon factory received an order to supply a four-axle accumulator railcar. In contrast to the AT 1 , it should be equipped with shunt motors and an electric regenerative brake. The aim was to achieve a recovery of energy as additional charging current for recharging the batteries on slopes and when braking.
The electrical components were supplied by SSW ( Siemens Schuckert Werke , Nuremberg), the lead batteries by Accumulatoren Fabrik Aktiengesellschaft Berlin-Hagen . In contrast to the AT 1 , which only had third-class places, there were places in the second, third and fourth class here. In addition to the construction of the test vehicle, a series of three more vehicles was planned.
commitment
The KPEV put the vehicle into service at KED Saarbrücken in November, where it was used on the Conz – Trier West – Ehrang route. In contrast to the use of the AT 1 , the results of the AT 2 were less than satisfactory. This was due to the insufficient acceleration of the vehicle due to the selected drive type. In addition, the loads on the traction motors were very different.
In 1908 another traction motor was installed so that the railcar now had the wheel arrangement Bo'Bo '. The service weight increased to 58.63 t. In 1909 the vehicle was relocated to KED Frankfurt and was given the road number AT 221 Frankfurt. It was used on the steeply inclined route between Limburg and Camberg .
The results achieved in Limburg were no better than those previously achieved at KED Saarbrücken. There are no reliable records as to whether the theoretical energy gain through the electrical regenerative brake in the amount of 0.9 kWh charging energy was actually achieved. The possible effect - which, by the way, was heavily dependent on the skills of the train drivers - had no economic relationship to the high procurement costs and the necessary maintenance effort.
Whereabouts
Due to the poor operating results, the vehicle was taken out of service in 1917. The series was not acquired. The test vehicle was then converted into a passenger car.
Constructive features
Underframe
The frame was completely riveted together from steel profiles. To support it, it received a truss frame made of adjustable rods in the plane of the outer longitudinal beams, which engaged the longitudinal beams at the level of the bogie pins. Screw couplings were installed as a pulling device and rod buffers as a pushing device .
There was no transition option.
Car body
The car body was a wooden frame construction clad with sheet metal. The side walls were slightly drawn in at the bottom, the car roof had a flat curve and a skylight attachment. The overall appearance corresponded to that of a Prussian express train car. At both ends there were driver's cabs, which roughly occupied the space of the transition and entry areas that existed with the express train cars. The sides of the driver's cab were heavily sloped, they were accessible from both the sides and the passenger compartment.
For passengers there were two side, open entry platforms, which were located in niches. The entrances were only secured with chains, and the passenger compartments were accessed through sliding doors.
drive
The riveted bogies corresponded to the Prussian standard design with pressed frame cheeks, sliding gear set bearings and the combined leaf and coil springs. In addition to the electric regenerative brake, a block brake acting on all four wheel sets was available as a service brake. The compressed air system required for this was fed by an electric compressor supplied by the storage battery.
Passenger compartment
The compartments of the car were as follows: driver's cab; Single compartment of class II; Entry room; Greater III. Class with two compartments; Greater III. Class with two compartments; Greater IV class; Entry room; Greater Class IV; Driver's cab. There were passages closed with sliding doors between the compartments. The second class compartment was equipped with upholstered benches, the third class compartments. Class with wooden slatted benches. The open-plan compartments of the fourth class only had wooden benches on the long and short sides of the compartments. Since the car was used in local traffic with short stopping distances, toilets were not installed.
The lighting was carried out with electric light bulbs, the electricity was taken from the accumulators. The wagons were heated by externally charged press charcoal ovens, which were installed under the side members. Ventilation took place through skylight windows on the roof of the car.
drive
The drive was initially carried out by three four-pole DC shunt motors of type D 72 A in a pin-bearing design . The hourly output per engine was around 50 hp. The motors were always connected in parallel. To start up, individual of the maximum of eight battery groups were switched on one after the other. The group assignments could be changed to prevent uneven discharge. Operation with regenerative braking required the lack of starting or braking resistors. The necessary gear steps for driving required a large number of different gear changes.
The power supply was ensured by a total of 176 AFA lead batteries of type IV GC 126 with a capacity of 368 Ah per cell. The car thus achieved a driving range of approx. 100 km. The storage elements were installed under the folding seats.
Wagon numbers
| Manufacturing data | Track numbers for each epoch, generic symbols |
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|---|---|---|---|---|---|---|---|
| Samples leaf |
Construction year | Manufacturer | Number | until 1910 | from 1910 | from 1920 | from 1926 |
| AAA | AT 2 | AT 2 | AT 2 | ||||
| 1907 | Rastatt, Schuckert and AfA | 1 | 50 Saarbrücken | 50 Saarbrücken later Frankfurt 221 |
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literature
- Andreas Wagner, Dieter Bäzold, Rainer Zschech: Locomotive Archive Prussia, Volume 4 . Bechtermünz Verlag, Augsburg 1996, ISBN 3-86047-573-8 .
- Dieter Bäzold: Prussia Report . In: Railway Journal Archive . Issue 9. H. Merker Verlag GmbH, Fürstenfeldbruck 1996, ISBN 3-922404-84-7 .