DB class VT 24
| DB class VT 23, VT 24, 624, 634 | |
|---|---|
 Class 634 in Braunschweig Hbf, 2004
|
|
| Number: | 8 railcars and 4 intermediate cars (pre-series), 80 railcars and 55 intermediate cars (series) |
| Manufacturer: |
MAN AG , Uerdingen wagon factory |
| Year of construction (s): | 1961 (pre-series), 1964–1968 (series production) |
| Retirement: | 2005 |
| Axis formula : | B'2 '+ 2'2' + 2'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 79,420 mm (pilot series), 79,460 mm (series) |
| Service mass: | 142 t (3-part) |
| Wheel set mass : | approx. 12 t |
| Top speed: | 120 km / h (634: 140 km / h) |
| Performance indicator: | 4.7 kW / t (3 parts) |
| Driving wheel diameter: | 950 mm |
| Impeller diameter: | 900 mm |
| Motor type: | Diesel engine |
| Power transmission: | hydraulic |
| Train control : | Sifa / PZB |
| Seats: | 224 (3 parts) |
The series VT 23 and VT 24 denote multiple units with diesel drive of the Deutsche Bundesbahn , consisting of two powered end cars and up to two intermediate cars . The intermediate cars were designated VM 23 and VM 24, respectively. In 1968, the railcars were in the range redrawn 624 with air suspension equipped vehicles were designated 634. The intermediate cars were running from now as 924 or 934. For 1 January 1994 changed the vehicles in the ownership of the assignee German Bahn AG and its divisions / Subsidiaries.
history
Prototypes
In order to rejuvenate the stock of diesel multiple units, the Deutsche Bundesbahn ordered two three-part prototypes each from MAN and the Uerdingen wagon factory . In the summer of 1961, MAN delivered its two units, the VT 23 501 + VM 23 501 + VT 23 502 and VT 23 503 + VM 23 502 + VT 23 504. The VT 24 501 + VM 24 501 + VT 24 503 came from Uerdingen almost at the same time and VT 24 502 + VM 24 502 + VT 24 504. Both types were very similar. Shortly after delivery, the four multiple units reached the Bielefeld depot, where they were used in a mixed schedule with V-100- hauled wagon trains in order to obtain comparative data. From 1964, the series-production multiple units built jointly by MAN and Waggonfabrik Uerdingen (class VT 24.6 with intermediate car VM 24.6) were delivered. From 1968 both prototype series and the series version were combined in series 624, and over the years they were gradually brought into line with series vehicles. Until recently, however, the MAN pre-production vehicles could easily be distinguished from their successors by their different door arrangement or those of the Uerdingen wagon factory on the rounded front roof.
Series vehicles
From 1961 to 1968 a total of 80 railcars and 55 intermediate cars were built by MAN and the Uerdingen wagon factory. The shape of the front side was adopted from the MAN prototypes, while the arrangement of the doors was incorporated into series production from the Uerdingen prototype. In 1967 the first attempts with the track curve-dependent car body control began . Numerous VT and VM were retrofitted with air suspension . The 15 intermediate cars (five of them with two 1st class compartments each) that were subsequently delivered by Waggonfabrik Uerdingen in 1968 also had air suspension at the factory, a total of 13 three-part 624 units were equipped with tilting technology, approved for 140 km / h and included in the series 634/934 redrawn. However, the effort and benefit of the tilting technology were in no relation to each other, especially since the tilt angle was limited by the non-tapered car bodies , so that it was removed from all vehicles by 1979. The air-sprung bogies and the associated better running properties compared to the 624 have remained.
commitment
The vehicles were initially based in Trier , Braunschweig , Frankfurt , Nuremberg and Osnabrück ; they were used with local , express , special and express trains , the latter ensuring high mileage. However, the stock was gradually concentrated until 1980 on the Osnabrück and Braunschweig depots, which were the strongholds of the 624/634 for many years. Only a few 934s remained in Nuremberg to form four-part 614 units. At the same time, the range of applications was quickly reduced to the task actually intended for the vehicles, local and regional traffic.
All their life, the Osnabrück vehicles had their main focus in East Westphalia , Münsterland , Oldenburger Land and the northern Ruhr area . The routes from Münster to Gronau , Coesfeld and Rheda-Wiedenbrück / Bielefeld were almost typical . In addition, they reached the Harz and Weserbergland during various timetable periods . From 1993 to 2000 all 624 and 634 were at home in Osnabrück. With the loss of the routes to Wilhelmshaven , Esens and Delmenhorst , Rahden and Lemgo to the competition as well as the tender- related use of the 643 on the routes to Coesfeld and Gronau, numerous vehicles suddenly became redundant. All 634 and also some 624 settled back to Braunschweig. With the start of operation of the Prignitz Railway between Oberhausen and Coesfeld and the commissioning of the S9 between Haltern and Wuppertal , some 624 were handed over to Cottbus . In December 2003, the area where the 624/634 was operated was further reduced when operations on all diesel routes in East Westphalia were transferred to NWB and Eurobahn . From now on there was a large amount of storage and scrapping. For one year, the 624s could still be observed on the Unna - Neuenrade , Dortmund - Iserlohn and Dortmund - Coesfeld - Gronau - Enschede routes , before an increasing number of 628 and 643 had to be brought into circulation from around autumn 2004 to replace the 624 that had expired. In mid-December 2004 it was over, almost all remaining operational 624s were collected in Dortmund-Scharnhorst and transferred to Karlsruhe a few weeks later . They stood there until 2009. A further 624 were initially held as operating reserves in Osnabrück and Münster, and at least one was even used as a 425 replacement. Some Osnabrück vehicles also made it to Poland .
The Braunschweiger 634 arrived together with the 614 - sometimes even in mixed units such as 614 + 914 + 934 + 634 - in a large area as far as Bad Harzburg , Kreiensen , Göttingen , Bad Lauterberg , Walkenried / Nordhausen , Uelzen , Ottbergen , Altenbeken , Paderborn , Hameln and Bielefeld . After delivery of 628.4 was in 1993 Braunschweig, all of its 634/934 to Osnabrück from seven years later were again all 634 and some 624 to Brunswick, which of the applications where diesel locomotives hauled trains could be greatly reduced. Although separate schedules have been drawn up for the 614 and 634, it is almost traditional that vehicles repeatedly get lost in the other schedule. The classic VT routes in Harz and Weserbergland were used again, but new areas of application were also increasingly conquered, such as Hanover - Soltau , Uelzen - Soltau - Bremen , Emden Hbf - Emden-Außenhafen and Leer - Nieuweschans . The loss of the Bielefeld VT route network, however, made a whole series of 624/634 superfluous, both directly and indirectly (through redundant 628), which were parked and partly cannibalized and scrapped. The delivery of the 648 series meant the end of operations for the remaining 634s; the last 634 operations ended when the timetable changed in December 2005.
As a replacement for push-pull trains hauled by the 219 series, the Cottbus plant received six three-part 624 units in 2001. a. were used on the Eastern Railway . Operations on the Cottbus – Forst, Cottbus – Hoyerswerda, Angermünde – Szczeczin routes and as a weekend train from Berlin – Wernigerode are also documented. With individual services, the vehicles reached the island of Usedom . This chapter also ended at the end of 2005, the 624 were replaced by the 628 series. Part of the stock changed to PKP and was used on the Szczecin-Kołobrzeg and Szczecin- Szczecinek railway lines until 2012 .
Eleven three-car multiple units were sold to Transferoviar Grup in Romania and are used there in the Cluj area.
Construction & equipment
Train formation
The multiple units usually consist of two powered multiple units and one non-powered intermediate car. However, units can also be formed with no or with up to two intermediate cars. An even larger number of intermediate cars is not possible in passenger service. The formation of multiple traction is possible, a maximum of three units / six machine systems may be operated in a train formation. 624/924 and 634/934 can be coupled with one another without restriction, the same applies with tiny restrictions to the 614/914 (faults in the toilet system of the 914 cannot be displayed on the driver's desk of the 624/634).
Mechanical part
The vehicle body consists of welded, self-supporting rolled sections; the bogies made of a light, welded H-frame. In between there are sliders and double coil springs on the 624, and two air bags per bogie on the 634. The pulling and braking forces are transmitted via pivot pins. The air suspension of the 634 is fed from the main air reservoir line, the vehicle level is kept constant via three air suspension valves per vehicle. The multiple unit is coupled via automatic Scharfenberg couplings , which also couple air and control lines. On the other hand, there are regular pulling and pushing devices as well as cables and sockets for control and UIC lines on the end of the motor vehicle. The transitions within the multiple unit are protected by dust-tight rubber bellows. The transition between coupled multiple units could originally take place via fold-out transitions, but due to the maintenance effort, the front doors were gradually locked / braided after a few years of use. Only a small number of vehicles were allowed to keep the transition option for special train operations until they were modernized in the early 1990s. The motor vehicles have containers for diesel fuel, heating oil , cooling water and sand . Almost all of the originally existing toilets have been removed so that only a few motor vehicles still have used water tanks. In the middle car, on the other hand, there are two of them, as well as a heating oil tank. While the intermediate car and the MAN prototype motor car each have two semi-centrally arranged, double-leaf swing-sliding doors, all other motor cars have an entry at the close coupling end and only have one wing.
drive
Each power car of the 624/634 series is driven by a type D 3650 HM 1 UB engine from MAN with an output of 331 kW (450 PS) at 1700 rpm, which has a filling regulator with mechanical idle and maximum speed control. This engine was, although the design might indicate no Boxer - diesel engine . The arrangement of the connecting rods of the opposite cylinders on a crank pin resulted in a V-engine with the unusual opening angle of 180 °. The power reaches a hydrodynamic two-converter gearbox via a cardan shaft (with 624 501 - 504 initially also a hydromechanical gearbox from EMG) with a downstream reversing gear . The connection to the axle drive in the bogie located under the driver's cab is via an additional cardan shaft. The entire drive system is suspended under the car body . The cooling water is cooled in a laterally underfloor cooler with a hydrostatically controlled and driven fan motor. The engine and gearbox are controlled by a 24-volt controller. The entire drive system monitors itself in its most important functions. The cooling water level, cooling water temperature, engine oil pressure, engine speed, gear oil temperature, gear filling and end position of the reversing gear are monitored. Exceeding the limit values leads, depending on the priority, to various measures such as start lock, traction lock, engine and transmission idling, power limitation and even turning off the diesel engine. Even in the event of a malfunction, the driver has extensive options for troubleshooting and setting up emergency circuits, so that a total failure is almost impossible.
Electrical part
The multiple units have two separate circuits. The 24-volt system is used to control the vehicle and the drive system as well as to supply the door control, the headlights, the train radios, the Sifa and the PZB. The 110-volt system supplies the heating and passenger compartment lighting. The two charging generators for the 24 and 110 volt batteries are located together with the air compressor in a machine frame flanged to the diesel engine (comparable to the “Powerpack” used in the VT 64x). The voltages are also made available to the intermediate cars via the Scharfenberg couplings. A so-called KKE selector switch can be used to switch the intermediate car to one of the two motor cars; In order to load the systems evenly, the position should be changed daily. In the case of four-part units, the side facing the motor vehicle must always be switched, as the voltage is not fed through in the normal way (this is why no more than two intermediate cars can drive a multiple unit). The electrical part has also been designed to be fail-safe: in the event of a fault (e.g. failure of a drive system), it is possible to connect both the 24-volt and 110-volt systems of both power cars to one another so that the batteries are protected from discharging. The drive is controlled via a drive switch handwheel with levels 0, LL, 1 - 8. Level LL originally controlled the idle load device that was last no longer active. The gearbox is filled from level 1; from level 2, the fuel supply is increased via the charge adjuster. With the modernization, an electrically controlled holding brake and a side exit device were installed in the driver's cabs on the left side , which allows the driver to exit from the side.
Braking device
All vehicles have a continuous, automatically and indirectly acting compressed air brake . The air required for this is generated by air compressors in each drive system and stored in the main air reservoir. The braking is initiated by reducing the pressure in the main air line with a driver's brake valve. The control valves in every vehicle then allow air to flow from the supply air tank to a controllable load brake valve in relation to the pressure reduction, which works as a pressure booster and is also influenced by a weighing valve on the 624 or by the pressure in the air springs on the 634 (this is how the adjustment the braking power is realized based on the weight of the passengers). The brake cylinders are fed from there. In order to prevent the formation of flat spots on slippery rails, a fast-acting, mechanical anti-skid regulator is available on each axle, which briefly ventilates the brake cylinder if necessary; 934 442 has an electronic wheel slide protection system. A spindle handbrake is available in all vehicles. A holding brake controlled by hand via a solenoid valve only acts on the leading motor bogie, which is automatically released when the motor power is switched on.
Heating & ventilation
Each of the vehicles has an oil heater . While this only serves to heat the passenger compartment in the intermediate car, it is also used to preheat and keep the cooling water in the motor car via a heat exchanger. At the same time, the engine waste heat can also be used to heat the passenger compartment in this way, but this was never entirely satisfactory due to control deficits. The passenger compartments are heated by hot water radiators on the side walls, the water flow of which is regulated by sliders. It is the responsibility of the passengers to operate them, so that the temperature can be set individually for each open space and compartment. The driver's cabs each have two heating fans that draw their heat from the cooling water circuit. The passenger areas are ventilated via individually lockable, static roof ventilators.
Additional & safety devices
The 624/634 has the safety driving control (Sifa), a point train control system of the type I 60 (upgraded to PZB90 functionality in the years 1999–2002), four sand spreading devices per motor bogie and a whistle device. Mechanical anti-skid regulators and train radio of the type Zf 70, which in the last few years of use were exchanged for the Zf 90 on a few vehicles, were retrofitted later. The outer doors can be closed and released from every double-leaf entrance in the train, and also from the occupied driver's cab. The side selectivity and door monitoring as well as the interval warning beeper were only retrofitted with the modernization. Since then, the vehicles can run in operation without a train attendant (today: self-handling by the driver, SAT). Passenger information is provided by two roller tape displays behind each driver's cab. A sign box for train route signs was installed in the front of the Cottbus vehicles. Since the modernization at the latest, all vehicles have had a loudspeaker system that can be operated from the driver's cabs via a gooseneck microphone. There are also UIC audio sockets in the passenger compartment for feeding in from a mobile sound system. Announcements can also be fed in via the regular UIC cable from VTs traveling in multiple units or from a tow locomotive. In the middle car there is a toilet with a downpipe at each end of the car. The 934 442 is the only vehicle with two closed toilet facilities, one of which is wheelchair accessible.
Passenger compartment
Originally the 624 had interior fittings corresponding to the Silberlingen, designed as a large room with artificial leather-covered benches in a 2 + 2 arrangement. The two first-class compartments are located at the close coupling end of the motor vehicle. With their pull-out benches and luggage racks above, they also correspond to the silver coins . The passenger compartments are illuminated with fluorescent lamps installed in two rows of lights. Behind the driver's cabs was the luggage compartment with side loading doors, in the series vehicles it was designed as a double-leaf revolving door that could only be opened from the inside, in the prototypes it was a swivel-sliding door.
With the modernization at the beginning of the 1990s, the interior furnishings - again analogous to the Silberlingen - were thoroughly refreshed. The seat frames have been repainted in purple, the bench seats have been reupholstered with turquoise fabric, and the walls have been newly clad with blue and beige panels. The windows were exchanged for those of a better sealed design; in most vehicles, only half of all windows could be opened from now on. In some of the vehicles, the plastic tub covers for the ceiling lights were replaced with more attractive grid covers. The luggage compartments were given up in favor of additional seats; instead, an empty area next to the front entrance to the motor vehicle was redesignated as a multi-purpose room. Like the 914 intermediate car, the 934 442 has single seats instead of the bench seats and is furnished in the so-called RE design.
From 1970, three intermediate cars of the 934 series were converted into company cars for special traffic in which passengers could be entertained. The three intermediate cars were given the designations 934 200, 201 and 202.
Doors
The railcars (except 624 505–508) have a double-leaf swing-sliding door on each side in the front third and a single-leaf swing-sliding door at the short coupling end. The middle car and also 624 505–508, on the other hand, have two double-leaf pivoting sliding doors on each side, arranged in the front and rear third. The doors can be closed, locked and released centrally from the driver's cab and from every double-leaf entrance. The monitoring device in the driver's cabs and the 3-second delayed closing with a warning sounder were only retrofitted with the modernization, since then a side-selective door release has been possible. Until the modernization, all railcars (except 624 501 - 504) had a two-wing folding door behind the driver's cab on each side for loading and unloading the luggage compartment. 624 501–504, on the other hand, had a single-leaf pivoting sliding door in the same place, similar in design to the passenger compartment doors.
Whereabouts
By 2005 the railcars were replaced by new vehicles and in 2006 a large number of the 624 were parked in Karlsruhe Rbf and Hamm Rbf. In 2005, DB sold some of the vehicles to the West Pomeranian Voivodeship in Poland . The Polish State Railways ( PKP) classified the vehicles as the SA110 series and used them in regional traffic around Kołobrzeg ( Kolberg ). The last of these railcars was taken out of service in 2012 and transferred to the Railway Museum in Gryfice .
Since September 2009, the vehicles have also found a new home in Romania . The Transferoviar Grup (TFG) has taken over eight three-part railcar units of the 624 series. They have been refurbished and modernized. At the beginning of 2015 they were all in action for Transferoviar Călători and have the numbers 76-2401ff.
Individual evidence
- ↑ a b c d e f g h i Horst J. Obermayer: Paperback German Triebwagen . Franckh'sche Verlagshandlung, ISBN 3-440-04054-2 .
- ↑ First scheduled missions. ( Memento from November 27, 2009 in the Internet Archive ) at: baureihe614.de
- ↑ The VT 24.6 series railcars. ( Memento from November 27, 2009 in the Internet Archive ) at: baureihe614.de
- ↑ Air suspension and "track curve dependent inclination". ( Memento from November 27, 2009 in the Internet Archive ) at: baureihe614.de
- ↑ Pictures of the TFG multiple units ex DB 624
- ↑ Conversions. ( Memento from November 27, 2009 in the Internet Archive ) at: baureihe614.de
- ↑ Gazeta Wyborcza Szczecin: Smerf zastąpił Helmuta ('A Smurf replaced Helmut'), April 26, 2012
- ↑ msm: With the VT 624 through Wallachia. In: Eisenbahn-Revue International. 3/2015, p. 149.
- ↑ railway magazine. 1/2012, p. 28.
