Prussian AT 569 - 578
| Prussian AT 7 | |
|---|---|
 AT 7
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| Numbering: | AT 7 (1909) DR : 569/0569/570 - 577/0577/578 |
| Number: | 5 |
| Manufacturer: | LHB |
| Year of construction (s): | 1912/1913 |
| Retirement: | 1949 |
| Axis formula : | 1A + 1A + A1 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | End car: 13,210 mm Middle car: 13,950 mm total width: 40,370 mm |
| Length: | End car: 11,910 mm Middle car: 12,650 mm |
| Height: | 3,750 mm |
| Width: | 3,050 mm |
| Fixed wheelbase: | 8,000 mm |
| Service mass: | total: 77,800 kg |
| Top speed: | 60 km / h |
| Installed capacity: | 198 kW (269 hp) |
| Range: | 210 km |
| Capacity: | 300 Ah |
| Wheel diameter: | 1,000 mm |
| Number of traction motors: | 3 |
| Brake: | Air brake type Westinghouse |
| Seats: | 108 |
The railcars of the AT 569-578 of the Prussian State Railroad were three-part accumulator railcars .
In contrast to the more well-known Wittfeld accumulator railcars , this series was equipped with steel accumulators and was called EDISON in operational service . Most of the vehicles were in use until the early 1930s, and a railcar after being converted to lead-acid batteries until 1949.
history
In contrast to the Wittfeld accumulator multiple units , these vehicles were created with steel accumulators , because the operators promised a greater range, a longer service life, a lower weight, less sensitivity to vibrations and faster charging through higher charging currents. The vehicles were in three parts and connected by pulling and bumpers . They could run in two parts. In 1914 a vehicle was exhibited at the Baltic Railway Exhibition in Malmö , due to the First World War the series could not be delivered until 1916. The vehicles carried out the acceptance test on the railway line from Wroclaw to Glatz .
At the time of their creation, the accumulator railcars were intended to operate on shorter branch lines in order to be able to operate more economically than with steam locomotives. After their commissioning, the vehicles were located in the area of the Reichsbahndirektion Breslau , there is no information about operations there in the literature. As early as 1920, the vehicles were no longer used in Breslau.
One vehicle came to the Söhrebahn and was given the internal designation T 10 . Other locations were Eberswalde and Güsten .
On the Söhrebahn, the railcar did not meet the expectations placed on it. Since the other vehicles used were no longer in use after about 20 years, the Söhrebahn also stopped operating this vehicle.
Since the vehicles were single vehicles, they could be used as passenger vehicles. After the conversion of the intermediate car into the VT 135 551, the two end cars were still available as passenger cars on the Söhrebahn in 1961. In the Reichsbahndirektion Magdeburg vehicles were available until the 1950s that made the series the former AT 577/0577/578 came.
Constructive features
Mechanical part
The train consisted of three two-axle vehicles connected to regular pulling and buffing devices. The car underframes consisted of sturdy long and cross members that were riveted together, the car body was a wooden box frame that was planked with sheet steel on the outside. The arched roof was drawn in at the ends of the car. The batteries of the same size were housed in wooden boxes in the middle of each base.
One axle of the chassis of each car was the drive axle with a pawl bearing drive , the other axle was designed as a running axle. The middle car of the train had driver's cabs at both ends, the end cars only had them on one side. This made it possible to use the train as a two-car unit. By controlling the electrical system, it was possible to operate two three-part trains from one driver's cab. The entry areas were arranged at the ends of the vehicles. The train driver had his place of work there. The end cars had two large compartments for passengers, the middle car had two smaller compartments for passengers, a baggage room and a mail room. The cars were heated by external briquette ovens that were located under the bench seats. Roof vacuum cleaners were used for ventilation.
Electrical part
The main components of the electrical equipment were the EDISON type accumulators , the cells of which were made of nickel-plated sheet steel. The storage disks consisted of nickel hydroxide and cadmium powder. Diluted potassium hydroxide was used as the electrolyte . The batteries for the AT 7 consisted of 270 cells with a capacity of 300 Ah. The average voltage was 330 V and the mass was 35,600 kg. With this capacity, the train achieved a mileage of around 210 kilometers. Each battery had to be charged individually.
The three traction motors were series motors . The hourly output of each drive motor was 66 kW at 310 V and 740 revolutions per minute. To control the vehicle, the batteries were divided into two areas, when starting they acted in parallel on the drive motor, with the following speed levels the starting resistors were gradually switched short by contactors. Another contactor was able to switch on power recovery by means of a regenerative brake on slopes . The drive switch was equipped with a dead man's device which, when released, automatically switched off the power after seven seconds and triggered the air brake .
Conversions
With battery tender
After the end of the First World War , there were projects to operate several trains as accumulator railcars in order to save locomotive coal. These were to be built as four-part trains with the batteries installed in a tender. This tender should be exchanged at certain train stations. Only in the existing AT 569-578 were the batteries removed from the car. The trains were equipped with a tender in which ten lead-acid batteries with a total capacity of 310 Ah were installed. This tender had a length over buffers of 9,630 mm and an auxiliary driver's cab so that it could maneuver the train. One axle of the tender was driven, resulting in the axle sequence 2 '(A1). These trains were retired in the early 1930s.
With lead accumulator
At the beginning of 1929 the AT 577/0577/578 suffered major fire damage, with the intermediate car being completely burned out. In 1933/1934 the multiple unit was rebuilt in the Cottbus repair shop using a new intermediate car . The battery tender was removed. Instead of the steel batteries, the vehicles were given lead batteries. In the intermediate car, both axles were designed as drive axles, for which the underframe had to be reinforced. The service weight of the railcar increased to 86.5 tons. Mileage is available for this vehicle: from January to November 1949 it was between 3,655 and 5,426 kilometers. After that, this vehicle was the last of its kind to be retired and converted into a passenger car.
See also
- Ruppin Railway No. 89 (VT 135 551)
literature
- Christopher Wulfgramm: Research into the vehicle history of the Söhrebahn AG , in: Die Museums-Eisenbahn 4/2006
- Günther Fiebig: The three-part accumulator multiple units 569/0569/570 to 577/0577/578 of the DRG , model railroader 6/1978
- Günther Scheingraber: Battery powered railcar AT 7 in Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 .
Individual evidence
- ^ Günther Scheingraber: Battery powered rail car AT 7 in Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 86
- ↑ a b Günther Scheingraber: Battery powered railcar AT 7 in Eisenbahn-Journal Archiv 1/96 Volume No. 9 Prussia Report, ISBN 3-922404-84-7 , page 87
- ↑ Christopher Wulfgramm: Research into the vehicle history of the Söhrebahn AG , in: Die Museums-Eisenbahn. 4/2006, p. 40
- ↑ a b Christopher Wulfgramm: Research into the vehicle history of the Söhrebahn AG , in: The Museum Railway. 4/2006, p. 42
- ↑ a b c Günther Fiebig: The three-part accumulator multiple units 569/0569/570 to 577/0577/578 of the DRG , in: The model railroader. 6/1978, page 189
- ↑ a b c Günther Fiebig: The three-part accumulator multiple units 569/0569/570 to 577/0577/578 of the DRG , in: The model railroader. 6/1978, page 188