DR 133 006 to 008
| DR 133 006 to 008 | |
|---|---|
 Factory photo
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| Numbering: | DR : 133 006 to 008 |
| Number: | 3 |
| Manufacturer: |
Henschel & Sohn LHB Bautzen |
| Year of construction (s): | 1933 |
| Retirement: | until 1945 |
| Type : | originally B bm from 1934 A1 bm |
| Genre : | CtrvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,460 mm |
| Length: | 11,290 mm |
| Height: | 2,850 mm |
| Width: | 2,800 mm |
| Total wheelbase: | 5,000 mm |
| Service mass: | empty: 11,500 kg occupied: 15,840 kg |
| Top speed: | 70 km / h |
| Installed capacity: | 74 kW (100 PS) |
| Wheel diameter: | 965 mm |
| Motor type: | Henschel D. |
| Motor type: | Six-cylinder four-stroke gasoline engine |
| Rated speed: | 1,600 rpm |
| Power transmission: | mechanical with three-speed transmission |
| Tank capacity: | 150 l 8 l auxiliary fuel tank |
| Brake: | Bosch-Devandre vacuum brake |
| Seats: | 34 + 12 folding seats |
| Standing room: | 10 |
| Floor height: | 822 mm |
| Classes : | 2nd / 3rd |
The DR 133 006 to 008 are the first rail buses for the Deutsche Reichsbahn and a parallel development to the Wismar rail buses . After the introduction of the railcars 720 to 722 , the vehicles were further reduced in weight through the use of construction methods and components from automotive engineering. The rail buses were more like road vehicles than railcars. The three rail buses had some operational disadvantages compared to the lightweight multiple units that were purchased at the same time, which is why there were no further developments or replicas before 1945. All three vehicles are considered war casualties. Historically, the vehicles were referred to as Henschel type rail buses and were considered to be the pioneers of Uerdingen rail buses .
history
In 1931, Henschel & Sohn received the order to build three such rail buses, which were based on a rail bus construction for the Grifte-Gudensberger Kleinbahn . The vehicles were intended for use in the Reichsbahndirektion Regensburg and were delivered to RAW Nuremberg for approval in 1933 . Since the originally planned two-axle drive did not prove itself and the design of the steering axles with drawbar frame was still inadequate, none of the three vehicles achieved high mileage. For all vehicles up to mid-1938, 110,000 km were given in the register. The handlebar equipment of the drawbar frames in combination with the rubber disc wheels used has not proven itself in the long term, so that the maximum permissible speed had to be reduced to 40 km / h.
The mileage of the vehicles was significantly lower than that of the 720 to 722 , which, apart from the defects mentioned, was due to the fact that the rail buses with the low number of standing places could not react flexibly to peak times and did not have a coupling option for a sidecar. After the renovation, the specified locations were Waldenburg-Dittersbach for the Silesian Mountain Railway (VT 133 006), Saalfeld (VT 133 007) and Munich East (VT 133 008). Operations in the war are not known, it was only mentioned that the rail buses were converted to run on liquid gas . All three railcars are considered war losses.
Constructive features
In terms of their design and structure, the vehicles sometimes differed considerably from the design of the vehicles used by the Deutsche Reichsbahn up to that point . The 11,290 mm long underframe was made of pressed nickel steel and had recesses for the wheel sets to pass through. The side members were arranged deep and carried the 2,434 mm long cross members on their upper side, which consisted of rolled U-profiles. The entire underframe weighed 7,200 kg. The cross members carried the approximately 4,700 kg car body, which was created in the usual way using steel frame construction and, for the conditions at the time, with an internal height of 2,000 mm, took some getting used to. The floor was extremely low at 822 mm above the upper edge of the rails (SOK), which only required a step at a height of 463 mm in the entry area.
The four ends of the side members each carried a box column that was connected by a tube and functioned as a bumper . Two buffer disks on it with a plate diameter of 240 mm served as impact protection and a hinged pull bar as an emergency coupling for towing the defective vehicle. The roof of the vehicle was curved very flat and consisted of pine boards with sheet metal cladding 2 mm thick.
The passenger compartment had a central entrance door on each side of the vehicle. It was designed as a double sliding door and had a clearance height of 1,988 mm in relation to the step and a clearance height of 1,629 mm on the floor of the car. The other side doors were designed as simple sliding doors with a clearance of 700 mm and at the same time the access doors for the driver's cabs. A driver's cab with luggage space of 2.5 m² also had an access door from the passenger compartment. The rail bus was only intended for short distances and was therefore not equipped with a toilet. The floor was covered with pine planks and covered with linoleum . There were flaps in the floor for maintenance of the machinery. The wall paneling was made of plywood up to the lower edge of the window and covered with linoleum. All other wall surfaces and the partition walls were made of lacquered ash wood . The seats in the passenger compartment were arranged in the 3 + 2 arrangement and made of natural-colored ash wood. The backrests had handles on the aisle side. The car body had a total of twelve windows with a height of 700 mm. Eight of them were designed as crank windows, the rest were permanently glazed. The windows in the driver's seats also had visors and electrically operated windshield wipers . Originally, the rail bus was heated with the exhaust gases from the engine. This was later replaced by hot water heating.
The four wheels of the rail bus were designed as disk wheels with rubber fabric. The 60 mm thick wheel tires of them were connected to the wheel hubs by the rubber fabric washers. The rubber fabric washers were supposed to transmit all radial and circumferential forces and were protected from excessive stress by fixed stops. Obviously, the design of the wheels has not proven itself, because after a few years the speed of the rail bus had to be reduced. Each wheel was supported by two roller bearings and spacer rings in the form of floating bearings on axle bridge tubes. The axle bridge tube was passed through a recess in the longitudinal frame and screwed to the housing of the final drive. Originally, both wheelsets of the rail bus were to be driven. There were significant operational disadvantages, especially with the design of the steering axles. The VT 133 006 and 007 were converted to single-axle drive after acceptance, while the VT 133 008 was converted in the manufacturer's works.
The vehicle's machinery was developed by Henschel & Sohn and largely made from truck components. The specialty of the gasoline engine was that it was equipped with an engine brake. The camshaft could be moved axially with an angle lever and linkage . This kept the inlet valves closed and the engine worked as a compressor. The engine exhaust valves were controlled by two auxiliary cams during engine braking.
The power transmission was realized by a three-speed gearbox with reverse gear and carried out by the engine driver with a single-disc dry clutch and gear shifts with stick shifts . The three forward gears had the top speeds 17/32/60 km / h, the reverse gear 12.6 km / h. The reverse gear was only used for maneuvering, otherwise a reversing gear was used to reverse the direction of travel . In the reversing gear, the gear pairs were constantly in mesh. The power transmission of the required directional wheel was implemented via a sliding sleeve.
The engine was water-cooled and connected to a recooling system, the circuit of which was set in motion by a centrifugal pump driven by the camshaft. The radiator was located on the front of the car in front of the engine, and the cooling water temperature was displayed on the driver's cabs via remote thermometers. When driving forward, the air came from the front through the radiator housing, past the engine and back out over the roof. When reversing, the air was directed to the radiators by two catch plates that were 20 mm across the width of the vehicle. The vehicle also had a fan wheel driven by V-belts .
The rail bus was equipped with an electrical driver monitoring device of the Henschel design. If the engine driver let go of the throttle, the ignition of the car was interrupted, the gas supply was throttled and the vacuum brake of the vehicle was triggered. The rail bus had two signal devices, two bells, two emergency bells, two fire alarm bells and a bell system.
The driver's cab was equipped with the following monitoring devices: speedometer, engine tachometer, remote cooling water thermometer, oil pressure meter, brake manometer and fuel gauge.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .
Web links
- Website with the presentation of the vehicle as a model
- Presentation of the Henschel rail bus on reichsbahntriebwagen.de
Individual evidence
- ↑ a b c d e Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 49
- ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 48
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 47