DB class 711.1
| Series 711.1 | |
|---|---|
 |
|
| Numbering: | 711 101-711 122 |
| Number: | 22 (+ 1 prototype) |
| Manufacturer: | Track construction mechanics Brandenburg |
| Year of construction (s): | 2002-2004 |
| Axis formula : | B'B ' |
| Type : | 711.1 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 24,640 mm |
| Height: | over FHB 4650 mm |
| Width: | 2875 mm |
| Trunnion Distance: | 17,000 mm |
| Bogie axle base: | 2600 mm |
| Smallest bef. Radius: | technical 80 m (approved 150 m) |
| Empty mass: | 78.5 t |
| Service mass: | 84.0 t |
| Friction mass: | 78.5 t |
| Wheel set mass : | Max. 21 t |
| Top speed: | 160 km / h |
| Installed capacity: | 1176 kW (2 × 588 kW) |
| Starting tractive effort: | 64 kN |
| Driving wheel diameter: | 920 mm |
| Motor type: | MAN D 2842 LE 602 |
| Rated speed: | 2100 min -1 |
| Power transmission: | Voith T311bre |
| Tank capacity: | net 1250 l diesel, 170 l heating oil |
| Drive: | diesel-hydraulic |
| Brake: | KB C-PR-Mg-H- (D) -ep mZ |
| Train control : | Siemens I60R system PZB 90 V2.01 |
| Control: | PLC |
| Coupling type: | Screw coupling |
| Particularities: | Capable of steep sections up to 68 ‰ |
With series 711.1 refers to the German railway maintenance vehicles for catenary systems (IFO) on high-speed lines are used. This series is more modern and faster than the 711.0 series . The vehicles are used to repair damage and for scheduled maintenance in the area of overhead contact line systems , bridges and tunnels . Between 2002 and 2004 a total of 23 vehicles of this type were manufactured by Gleisbaumechanik Brandenburg , of which the number 711 101 was occupied twice, as the pre-series vehicle was not taken over by DB Netz AG. So today's Würzburger 711 101 should actually be called 711 123. The "original" 711 101 has now been scrapped because it was too heavy.
Structure and interior
The structure is divided into three parts. The head segments with the driver's cabs are located at both ends ; these are parts supplied to Vehicle Technology Dessau and correspond in shape to the former "innovation train" from DB Regio . Between the head segments is the car body with a workshop, a storage room, a wet room and a social room with a workplace. The workshop contains all common spare parts and tools for the maintenance and repair of overhead contact line systems, in the workshop area there is also the wet room with washing facilities and toilet. The toilet is equipped with a bioreactor which cleans the wastewater and only allows hot water to reach the environment - the solids container only has to be emptied for scheduled maintenance in a repair shop.
This is followed by the video workstation with a monitor for observing the contact wire position by cameras, a fax machine and a control panel for swiveling the camera and the roof light. Opposite the video workstation there is a small kitchenette with a microwave, kettle, coffee machine, cupboards, drinking water container and a sink.
Passing the hydraulics for the freely swiveling aerial work platform, one arrives at the lounge with radio, seating, a table and drying cabinets for clothes, and the second driver's cab is separated by a door.
Roof equipment
There are two access platforms on the roof , one that can be freely swiveled (Palfinger PA 360) and one that can only be moved in the horizontal direction (Palfinger PA 90), both of which can be coupled to increase the usable area. A cable lever and pantograph with adjustable pressure, video surveillance and various lighting fixtures were also installed on the roof . The freely swiveling aerial work platform PA 360 has a work basket measuring 1,500 mm × 1,600 mm and can reach 18.5 m above sea level and about 10 m below sea level. The PA 90 aerial work platform has the dimensions 3,500 mm × 1,600 mm, reaches 6 m above sea level and can be turned by 90 degrees on both sides.
Both platforms can be secured with an opposing track lock so as not to accidentally turn into the clear space of the opposing track.
Drive and brakes
The railcars are equipped with two MAN D 2842 LE 602 diesel engines for route travel. These engines produce 588 kilowatts (800 hp) from a displacement of 21.93 liters at 2,100 revolutions per minute and are used in a more powerful version as boat engines.
Another MAN D 0826LOH 19 engine is installed for the work trip; this has an output of 130 kilowatts (177 hp) from a displacement of 6.87 liters. In order to reduce the exhaust gas pollution of the staff while working in tunnels, it was also given a soot particle filter .
There is also an on-board power unit that ensures the power supply to the entire electrical system when the drive motor is not running. It is fully encapsulated and, thanks to its own battery and 24-volt alternator, is practically independent of the 24-volt vehicle network and can therefore also be started when the main batteries are empty.
All vehicles of the 711.1 series have a multi-release disc brake , this acts on two brake discs per wheel set and normally works as an electropneumatic brake , a retarder (flow brake ) is also attached to each transmission , and there is also additional for quick / emergency and forced braking a magnetic rail brake available. In normal operation, all brake systems are controlled via the drive / brake lever and a brake control unit. In general, the retarders are preferably activated and the pneumatic supplementary brake is only closed when their braking force is reduced. For "HL emergency operation" there is also a driver's brake valve on each driver's desk, although its handle is normally not attached, in emergency operation only the pneumatic disc brake without ep control works.
drive
The railcars have two GPH 200 bogies . These largely correspond to the GP-200 bogies of passenger coaches , but they have been adapted to the conditions of a diesel railcar and also have a spring lock.
Electrical equipment
The vehicles have complex electrical equipment that monitors and executes almost all vehicle functions via a programmable logic controller (SP control). In this way, incorrect operation is largely excluded, and safety-relevant settings are reliably adhered to. For example, with the SP control it is not possible to drive faster than 10 km / h with the spring lock engaged. If a roof-mounted device such as a work platform or rope lever is not in the transport position, it is not possible to move on to the route. In addition, "single-motor operation" can be used, in which there is a choice between drive motor 1 or 2 or the motor with the fewest operating hours is used. The exterior lighting ( triple headlights and work area lighting ) are also controlled by SP control.
The equipment with an Indusi of the type Siemens I 60R in the software version PZB 90 V2.01 (V1.6 was installed at the factory) is mandatory. There are two time / time safety driving circuits, a software-based one for the work trip and a hardware-based one for the route trip. Furthermore, a GSM-R train radio is used to communicate with the connected stations. In addition, there is an EBuLa device that works with the Windows 95 operating system . In the meantime, however, the EBuLa devices are being expanded again. In January 2014, new EBuLa devices were retrofitted with Windows XP .
Accidents
Railcar 711 112 caught fire on July 9, 2020 and, after the driver was able to save himself by jumping out of the vehicle, rolled over the Black Forest Railway without a driver . The exact course of the accident is currently being investigated.
literature
- Report HIOB for new DB lines. In: Eisenbahn-Revue International , issue 2/2003, ISSN 1421-2811 , p. 52.
Web links
Individual evidence
- ^ Federal Police Baden-Württemberg: Tweet of the BPol Baden-Württemberg. Retrieved July 9, 2020 .
- ↑ A burning railcar rolls towards Offenburg without a driver. In: Baden Online. Retrieved July 9, 2020 .