DR 812/813 to 818/819
| DR 812/813 - 818/819 | |
|---|---|
 Photo 812/813
|
|
| Numbering: |
DRG : 812/813 - 818/819, DB : VT 72 900a / b |
| Number: | 4th |
| Manufacturer: | Wegmann & Co. Kassel |
| Year of construction (s): | 1928 |
| Retirement: | 1956 |
| Type : | A1 + 1A dm |
| Genre : | C / DüvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | Double carriage: 24,946 mm |
| Width: | 3,050 mm |
| Fixed wheelbase: | Single carriage: 7,000 mm |
| Total wheelbase: | Double carriage: 18,550 mm |
| Service mass: | empty: 39,900 kg occupied: 49,950 kg |
| Top speed: | 70 km / h |
| Installed capacity: | 2 × 55 kW (2 × 75 PS) |
| Wheel diameter: | 1,000 mm |
| Motor type: | MAN W6V 11/18 |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,100 rpm |
| Power transmission: | mechanical with Soden gear from 1934 with Mylius gear from 1945 gear from Maybach |
| Tank capacity: | 2 × 150 l |
| Brake: |
Compressed air brake of the Knorr type from 1937 Hildebrand-Knorr compressed air brake |
| Seats: | 1st car: 50 2nd car 42 |
| Standing room: | 1st car: 8 2nd car 34 |
The railcars 812/813 to 818/819 belong to the first generation of the railcar types of the Deutsche Reichsbahn for passenger traffic on branch lines . They were developed as a comparison car to the DR 713/714 and 715/716 series in order to find out the more effective drive system - petrol engine or diesel engine. The vehicles can also be viewed as a double variant of the DR 801 to 804 series and were intended for use with a regularly large number of passengers. One vehicle was in use at DB until the 1950s. None of the vehicles have survived.
history
Parallel to the production of the DR 713/714 and 715/716, Wegmann in Kassel manufactured these vehicles as a variant with a diesel engine drive in order to determine the most favorable drive variant for the diesel engine drive. As with the DR 801 to 804, the machine system from MAN was created with a mechanical transmission of the Soden type from ZF Friedrichshafen . The vehicles were built in 1928 and were used in various locations of the Reichsbahndirektion Kassel , Reichsbahndirektion Breslau and Reichsbahndirektion Münster (Westf) .
Soon after the vehicles were put into service, it became clear that the Soden transmissions , which had been tried and tested in automotive engineering , were not able to cope with the harsh everyday conditions, as was the case with other first-generation railcars. From 1934, the Mylius gearbox was installed in the vehicles that were still in existence . In 1932 a vehicle, the VT 816/817, was taken out of service after a fire in the Reich Railway Directorate in Münster .
When the war broke out, all cars were initially parked because of the diesel engine, later they were used again for special transport for war purposes. Only the 814/815 saw the end of the war, the other two vehicles were parked in Ingolstadt at the end of the war with a total loss . The remaining vehicle was redesignated as the VT 72 900 a / b series and was based in Nuremberg until 1956 , after which it was retired.
Today only photos and a model remind of the vehicles.
Constructive features
In terms of the car body, the vehicles were very similar to the 713-716 series from the same manufacturer. There were small differences in the length of the vehicles, the room layout and smaller dimensions such as the length over buffers. The railcars of the 812/813 to 818/819 series had , in contrast to the benzene railcars, two entry doors on each side in the driver's cab areas. The reason for this was that the driver's cab at the rear in the direction of travel was also used as a luggage compartment. The 812/813 to 818/819 also had the diagonally arranged entry doors at the short coupling end, but the luggage compartment at the short coupling end that was used in the benzene railcars was omitted, and the vehicles had two toilets instead.
The machinery of each individual car was identical to that of the DR 801 to 804 series.If it was already evident in these vehicles that the Soden gearbox did not achieve satisfactory results in remote-controlled operation in diesel railcars, the quick replacement of the double railcars was the logical consequence. Operating results with the Mylius gearbox cannot be found in the literature; the vehicles were among the few double railcars with this gearbox configuration. With these vehicles, the engine driver could hear the rear machinery even less than with a one-piece railcar with two motors, especially since the electro-pneumatic control of the clutch did not allow synchronous control when changing gears. After these vehicles, the ČSD series M 485.0 is another series of railcars with this drive configuration known, which could not establish itself in operation.
literature
- Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag Freiburg, 1988, ISBN 3-88255-803-2 .
Web links
Individual evidence
- ↑ a b Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 105
- ↑ Heinz Kurz: The railcars of the Reichsbahn-Bauarten EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 102
- ↑ Photo of a model of the vehicle on www.reichsbahntriebwagen.de ( Memento of the original from January 30, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , sketch page 104
