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Hi Jeff,
As you know, I have been looking for the Battery Rooms to Switchboard to E-Motor schematics for years for the Type VIIc. Still no luck so far. However, I did find a small schematic for the Type IID U-139...
Germat page text...
My redrawing...
English translation of the German Text...
….machine main switch MHS to the battery switch BTS. Before the MHS cables diverting to the other switchboard. From the battery switch goes one cable over a two-stage resistor WDST to the direction control switch whereas the other pole is connected directly to the direction control switch. Two other switches are available machine serial switch MSS for switching the rotors serial and a machine parallel switch MPS for switching the rotors parallel. Another switch HLS is responsible for connection during loading from the land with the help of the main machine as a transformer.
Starting the main machine happens with the help of a two-stage resistor. After switching on all switches responsible for a circuit this resistor is always connected. This resistor will be bypassed automatically in two steps through a relay. Every control switch has an auxiliary contact. All these contacts are connected serial so after closing all switches belonging to a circuit the circuit for the first relay will be closed. To delaying the activation of the first relay there is in addition a “current monitor†in serial connection to the auxiliary contacts. This current monitor is a solenoid which will be activated through the voltage drop on the starting resistance with a certain current intensity. The delay time is different and depends on how the machines are connected together. The electric circuit of the relays remains open until the starting current drops to a certain value. The first relay has in addition auxiliary contacts. These contacts are responsible to close the electric circuit of the second relay. For security there are two “current monitors†connected parallel whereas there contacts are connected serial. In addition there are two relays in parallel where everyone could take off the full power. Every relay can also be used hand driven and has also a warning light which will be on if the relay has a malfunction so you have to use it hand driven. Although the circuit is basically easy probably it would be impossible for the operating staff to repair failures which was aspire and implemented in previous built switchboards for U5 till U8, U23 till U26 and so on….
The switchboard assembly has changed over the years. On the first submarines (included U1) the switchboard was made of marble! with a border made of iron. Disadvantage was high weight and fragility. This was the reason to change the material experimental on U5 and U 8 to Festonit a ( product of Vakuum Preßgut company). This change was successful. Later they used also Bakelit a (product of Siemens Schuckert company) with the same good properties like Festonit. To get to the cables resistors and connectors on the back side of the switchboards they used hinges to have the switchboards turnable especially they used it on U16 because all switches were behind the switchboards.
On the first switchboards they usually switches were mounted on plates later they mounted the switches With clips on isolated Iron rods. They arranged the iron rods having a grid - through the holes they could get easier to the connectors behind.
The marine had special requirements concerning electric shock protection. On the first submarines all switches were unprotected only fuses had protection caps to avoid splashing of fluid metal parts during a fuse was blowing. They changed the voltage from 120V (on U1) to 220V (U5 to U8 ) . To got electric shock protection they also endue the switches with protection caps. On U16 all switches were behind the switchboards. With implementation of the “Grobschaltung†they changed it and all the switches were arranged open on the switchboards so they could easy monitor the status. They used this open switchboards until the U-Kreuzern. Here they got back to mount all switches behind the swichtboard. The switches relays and all the other equipments were mounted on plates within an iron border which was cased with a plate. This plate had little doors to get to the switches behind it.
The requirements to the main electric motor on submarines were greater than to the ones on land. They should have small dimensions and a light construction against the marine regulations requires wetness resistance and a low temperature increase. The electric requirements are very strong. The engines have to drive the propeller and also the dynamo for the batteries and this with all different voltages and loads without adjusting the brushes...
Regards,
Don_
As you know, I have been looking for the Battery Rooms to Switchboard to E-Motor schematics for years for the Type VIIc. Still no luck so far. However, I did find a small schematic for the Type IID U-139...
Germat page text...
My redrawing...
English translation of the German Text...
….machine main switch MHS to the battery switch BTS. Before the MHS cables diverting to the other switchboard. From the battery switch goes one cable over a two-stage resistor WDST to the direction control switch whereas the other pole is connected directly to the direction control switch. Two other switches are available machine serial switch MSS for switching the rotors serial and a machine parallel switch MPS for switching the rotors parallel. Another switch HLS is responsible for connection during loading from the land with the help of the main machine as a transformer.
Starting the main machine happens with the help of a two-stage resistor. After switching on all switches responsible for a circuit this resistor is always connected. This resistor will be bypassed automatically in two steps through a relay. Every control switch has an auxiliary contact. All these contacts are connected serial so after closing all switches belonging to a circuit the circuit for the first relay will be closed. To delaying the activation of the first relay there is in addition a “current monitor†in serial connection to the auxiliary contacts. This current monitor is a solenoid which will be activated through the voltage drop on the starting resistance with a certain current intensity. The delay time is different and depends on how the machines are connected together. The electric circuit of the relays remains open until the starting current drops to a certain value. The first relay has in addition auxiliary contacts. These contacts are responsible to close the electric circuit of the second relay. For security there are two “current monitors†connected parallel whereas there contacts are connected serial. In addition there are two relays in parallel where everyone could take off the full power. Every relay can also be used hand driven and has also a warning light which will be on if the relay has a malfunction so you have to use it hand driven. Although the circuit is basically easy probably it would be impossible for the operating staff to repair failures which was aspire and implemented in previous built switchboards for U5 till U8, U23 till U26 and so on….
The switchboard assembly has changed over the years. On the first submarines (included U1) the switchboard was made of marble! with a border made of iron. Disadvantage was high weight and fragility. This was the reason to change the material experimental on U5 and U 8 to Festonit a ( product of Vakuum Preßgut company). This change was successful. Later they used also Bakelit a (product of Siemens Schuckert company) with the same good properties like Festonit. To get to the cables resistors and connectors on the back side of the switchboards they used hinges to have the switchboards turnable especially they used it on U16 because all switches were behind the switchboards.
On the first switchboards they usually switches were mounted on plates later they mounted the switches With clips on isolated Iron rods. They arranged the iron rods having a grid - through the holes they could get easier to the connectors behind.
The marine had special requirements concerning electric shock protection. On the first submarines all switches were unprotected only fuses had protection caps to avoid splashing of fluid metal parts during a fuse was blowing. They changed the voltage from 120V (on U1) to 220V (U5 to U8 ) . To got electric shock protection they also endue the switches with protection caps. On U16 all switches were behind the switchboards. With implementation of the “Grobschaltung†they changed it and all the switches were arranged open on the switchboards so they could easy monitor the status. They used this open switchboards until the U-Kreuzern. Here they got back to mount all switches behind the swichtboard. The switches relays and all the other equipments were mounted on plates within an iron border which was cased with a plate. This plate had little doors to get to the switches behind it.
The requirements to the main electric motor on submarines were greater than to the ones on land. They should have small dimensions and a light construction against the marine regulations requires wetness resistance and a low temperature increase. The electric requirements are very strong. The engines have to drive the propeller and also the dynamo for the batteries and this with all different voltages and loads without adjusting the brushes...
Regards,
Don_