DR 10 004 and 005
| DR 10 004-10 005 | |
|---|---|
 Factory photo
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| Numbering: |
DR : 10 004-10 005 DB : GVT 20 500-501 |
| Number: | 2 |
| Manufacturer: | Christoph & Unmack , Niesky |
| Year of construction (s): | 1939 |
| Retirement: | 1956 |
| Type : | B'2 'hm |
| Genre : | GVT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,000 mm |
| Length: | 21,160 mm |
| Trunnion Distance: | 13,900 mm |
| Bogie axle base: | 3,600 mm |
| Total wheelbase: | 17,500 mm |
| Smallest bef. Radius: | 120 m |
| Payload: | 10,000 kg |
| Service mass: | 60,500 kg (loaded) |
| Top speed: | 110 km / h |
| Installed capacity: | 331 kW (450 PS) after conversion 441 kW (600 PS) |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 930 mm |
| Motor type: |
Maybach G 56 after conversion of Maybach G 6 |
| Motor type: | Twelve-cylinder four-stroke diesel engine |
| Rated speed: | 1,400 rpm |
| Power transmission: | hydromechanical with Mekydro gear after hydraulic conversion |
| Tank capacity: | 1,280 l |
| Brake: | Hildebrand-Knorr air brake |
| Floor height: | 1,240 mm |
The DR 10 004 and 005 freight railcars belong to a railcar series designed in the 1930s. As a further development of the DR 10 001 to 003 from 1930, with improvements in terms of power and top speed, they were the last railcar series with a combustion engine to enter service before the Second World War .
The railcars are the first Deutsche Reichsbahn vehicles to be factory-fitted with a Mekydro gearbox . Since their commissioning dragged on until 1941, deployments before the Second World War were no longer possible. After the war, both vehicles were taken over by the Deutsche Bundesbahn and designated as GVT 20 500–501 . The vehicles were only rarely used by the DB and in 1956 they were retired and scrapped.
history
Both railcars were accepted at RAW Friedrichshafen , but no longer assigned to a home depot . Originally, the delivery of 20 more railcars had been agreed; ten railcars with the same G 56 engine and ten with the more powerful G 6 . These deliveries were canceled when the war started. The two railcars supplied were initially used for special services. The mileage of the railcars was correspondingly low. The 10 004 ran 4,000 kilometers by the end of the war, the other car had covered 2,000 kilometers.
Both railcars were prepared for the installation of a second machine system. This could be seen from the unused exhaust hood above the bogie, which was initially designed as a bogie. The railcar 10 004 was converted into a contact line testing vehicle in 1944. Both railcars survived the war with repairable damage.
After the war damage had been repaired, they were taken over by the DB and designated as GVT 20 500–501 . Both vehicles were stationed in Frankfurt am Main . The mileages are known from August to December 1948 they were in the now than GVT 20,500 designated 10,004 20,000 km. Nevertheless, the DB never had a real purpose for the vehicles. Both loners were retired in 1956.
Constructive features
The underframe and the car body, which was still separate from it, were both a welded construction and consisted of rolled profiles, perforated sheets and corrugated sheets . The loading space determined the vehicle floor plan, it was accessible via two doors on the 10 004 and one door on each side of the 10 005 . The loading doors were designed as double sliding doors , they had barred fixed glazing. The usable loading area was 34.5 m², with two built-in machinery it would have been only 28.5 m². In addition to the hold, they had two driver's cabs and one compartment each for the driver and the conductor. These compartments and the cab side walls had drop windows, all other glazing was designed as fixed glazing. The windows at the driver's desk and at the driver's seat had spring blinds as protection from the sun . The train crew had the option at the front of the railcar to switch to sidecars while driving via a transition device. This facility consisted of a central door, a transition bridge and a protective grille.
The bogies of the cars were similar box frame parts in welded construction with a middle cradle. They were designed in exactly the same way in order to possibly accommodate the second drive system. The car body was supported on the cradle of the bogie by coil springs, the wheel sets were supported by leaf springs on the wheel set bearings. The wheel sets ran in roller bearings , the wheel bearing guide was a plain bearing. An oil pump for the central lubrication was installed on each bogie; it supplied the slide guide for the wheelset bearings, the guide for the cradle coil springs, the swivel base and the sliding pieces between the cradle and the car body.
The drive system initially consisted of the twelve-cylinder four-stroke diesel engine G 56 and the four-speed Mekydro transmission M 21 . The dimensions of the diesel engine are largely the same as those of the Maybach GO 56, except that it was equipped as an engine with pre-chamber injection and had different cylinder heads. After the conversion, both cars received a G6 diesel engine and a hydraulic two-converter gearbox. The motor was controlled with an up-down control in five stages.
In its original form, the gearbox had a device that automatically moved the reversing gear to the center position when the engine was stopped and enabled the railcar to be towed without any further measures. The reversing gear was integrated in the gear housing. While the engine was mounted on a separate support frame in the bogie, the gearbox was rigidly attached to the bogie at three points. The drive wheels were driven by cardan shafts from the gearbox output.
The diesel engine was originally started by an electric starter from Bosch , later a combined light starter was used for this. Both railcars could be heated with a high-pressure steam heater. The electric lighting of the railcar consisted of 59 light bulbs. A new system of monitoring the machinery was applied to the vehicle. This made troubleshooting easier for the train driver in the event of an accident, but increased the failure rate due to failure of the monitoring device. The vehicles could be operated with a multiple control. For this purpose, they were equipped with a 110 V control line at the front. In the middle of the solebar on each side there was a socket for 110 V and 220 V, the latter for power supply from the local network.
literature
- Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .
Individual evidence
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 431
- ↑ a b Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 436
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 434
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 435