Saxon XV HTV
| XV HTV DR series 79 |
|
|---|---|
| Numbering: | 1351 and 1352 79 001 and 79 002 |
| Number: | 2 |
| Manufacturer: | Saxon machine factory , Chemnitz |
| Year of construction (s): | 1916 |
| Retirement: | 1932 |
| Axis formula : | CC h4vt |
| Genre : | Pt 66.15 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,660 mm |
| Fixed wheelbase: | 7,500 mm |
| Total wheelbase: | 11,100 mm |
| Smallest bef. Radius: | 170 m |
| Empty mass: | 74.6 t |
| Service mass: | 92.2 t |
| Friction mass: | 92.2 t |
| Wheel set mass : | 15.37 t |
| Top speed: | 70 km / h |
| Coupling wheel diameter: | 1400 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 440 mm |
| LP cylinder diameter: | 680 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 15 bar |
| Number of heating pipes: | 124 |
| Heating pipe length: | 4,500 mm |
| Grate area: | 2.5 m² |
| Radiant heating surface: | 11.29 m² |
| Tubular heating surface: | 78.90 m² |
| Superheater area : | 40.9 m² |
| Evaporation heating surface: | 127.20 m² |
| Water supply: | 8.5 m³ |
| Fuel supply: | 2.2 tons of coal |
| Locomotive brake: | Knorr compressed air brake |
As a genus XV T designated Royal Saxon State Railways freight train - tank locomotives that as bias - and sliding locomotives for the routes in the Erzgebirge were designed. The Deutsche Reichsbahn classified the steam locomotives in the 79.0 series from 1925 .
history
The two locomotives were built in 1916 by the Sächsische Maschinenfabrik ( formerly Hartmann) in Chemnitz with the serial numbers 1351 and 1352.
The running gear of the locomotives was exceptional. Instead of a likewise proposed locomotive with six-fold clutch and side shiftable Gölsdorf - axes as later during the one year Württembergischen K has been realized, the decided KSSt.Eb. At the suggestion of the responsible board of the mechanical engineering office of the State Railways Oberbaurat Lindner for a construction unique in Germany : The XV HTV received two triple-coupled engines fixed in the frame . This happened mainly because he doubted the suitability of the Gölsdorf design with six coupled axles. The outer axles of the vehicles were designed as Klien-Lindner hollow axles and could each be deflected 37 mm laterally from their central position. The construction of these axles required storage in an outer frame. In the middle of the locomotive there were double cylinders, each with a high pressure cylinder for the rear and a low pressure cylinder for the front chassis.
This design should convince with a low load on the track , low intrinsic resistance and simple mass balancing and avoid the use of cranked driving axles . Similar considerations led to the development of the duplex locomotives in the USA in the 1930s . Since the axles adjacent to the cylinders also had a lateral displacement of 28 mm, the locomotive could drive through radii of up to 170 m. Due to the special construction of the cylinders, the installation of bolster axles was avoided. Although the steam paths between the high-pressure and low-pressure cylinders were extremely shortened with the design, longer inlet and outlet pipes were necessary.
The high maintenance costs of XV HTV caused by the engines and the hollow axles soon became apparent, so that further procurements were not made. Even the tendency to skid, which is common with all composite locomotives , could not be eliminated by the Lindner design. Due to the wear and tear of the wheel tires , the crank position of the engines changed. This required constant readjustment of the engine synchronicity in order to ensure an even distribution of power.
During the operation, however, the locomotives were able to convince. So they ran extremely smoothly up to top speed and had hardly any flange wear. The Deutsche Reichsbahn took over both copies as 79 001 and 79 002, but decommissioned them in 1932.
The series number 79 001 was then assigned from 1938 to 1947 to the BLE No. 44 locomotive of the former Braunschweigische Landeseisenbahn and from 1951 to the former French and after the war in German possession 242 TA - 602 .
Constructive features
The long boiler consisted of two sections with a diameter of 1,450 mm. On top of the kettle sat two steam domes that were connected by a pipe inside the kettle. The sandpit sat between the steam dome and the chimney . The fire box was made of copper and lay over the first axis of the rear engine. The flue pipe superheater was of the Schmidt type .
The continuous frame consisted of 28 mm thick sheet metal as the inner frame and 20 mm thick sheet metal for the outer frame of the hollow axles.
The four-cylinder compound engine was arranged horizontally on the outside and drove the respective middle wheel set.
Individual evidence
- ↑ Reiche p. 286
literature
- Fritz Näbrich, Günter Meyer, Reiner Preuß: Lokomotiv-Archiv Sachsen 1. transpress VEB Verlag für Verkehrwesen , Berlin 1984.
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98). transpress, Berlin 1994, ISBN 3-344-70841-4
- Günther Reiche: Richard Hartmann and his locomotives . Oberbaum Verlag, Chemnitz, 1998, ISBN 3-928254-56-1 .
