DR 135 032 to 045
| DR 135 032-045 | |
|---|---|
 historical photo
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| Numbering: |
DRG : 135 032-045 DB: VT 70 911, 981 DR : 135 033, 036, 039, 040, from 1970: 186 001, 002, 003 |
| Number: | 14th |
| Manufacturer: | MAN Nuremberg |
| Year of construction (s): | 1935 |
| Retirement: | until 1975 |
| Type : | A1 dm |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,095 mm |
| Height: | 3,549 mm |
| Width: | 3,100 mm |
| Fixed wheelbase: | 6,200 mm |
| Service mass: | 032–039: 16,130 kg 040–045: 16,550 kg (unoccupied car) |
| Top speed: | 75 km / h |
| Installed capacity: | 88 kW (120 hp); 99 kW (135 hp); DB: 95.5 kW (130 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | MAN W6V 15 / 18c |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 rpm |
| Power transmission: | 032-039: mechanical with Mylius gear 040-045: mechanical with TAG gear |
| Tank capacity: | 300 l |
| Brake: | Hildebrand-Knorr air brake |
| Seats: | 35 + 10 folding seats |
| Standing room: | 25th |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The railcars DR 135032-045 are a 1,935-developed series of German Railway for passenger transport on branch lines . The design of these dates back to the DR 720 to 722 and was part of the first larger series of two-axle railcars manufactured by MAN Nuremberg . To distinguish between other railcars of the VT 135 series , they are classified as VT 135 angular design with mechanical power transmission . A railcar from the series has not been preserved.
history
This series of railcars was created at the same time in 1935 with the third series of the DR 135 002… 059 from Waggon- und Maschinenfabrik Aktiengesellschaft vorm. Busch, Bautzen . In terms of appearance, the vehicles were largely similar to the DR 135 012 to 021 , which were manufactured in the same plant in 1933. Outwardly, the vehicles differed from the cars from Bautzen by the different head shape (smaller front windows, rounded front wall corner pillars) and the underfloor radiators.
Technically, the two railcar series differ primarily in the changed drive configuration. While the first series (135 032-039) was equipped with the Mylius gearbox , the second series (135 040-045) had the TAG gearbox as the transmission unit. What both series have in common is the design of the brake system as an external-shoe drum brake. This and the equipment with the 150 hp engines allowed the vehicles to reach a maximum speed of 75 km / h.
The vehicles were used in Bavaria , Silesia and West Pomerania before the Second World War . When the war broke out, they were initially shut down due to the diesel quota system and later used for war purposes. Eight vehicles can be considered war casualties. Of the vehicles preserved after the war, two were assigned to the Deutsche Bundesbahn and designated as VT 70 911 and 981 . The vehicles were retired by 1949. Four vehicles were assigned to the DR after the war (VT 135 033, 036, 039 and 040). The drive system of the VT 135 036 was expanded (to obtain spare parts for the other vehicles) and the car continued to be operated as a sidecar until 1980. Then it was scrapped. The other three vehicles were still in use, although the VT 135 033 and 039 are known to have been in use on the island of Usedom from 1953 to 1962 .
All three vehicles were still numbered 186 001 to 186 003 . In 1975 they were scrapped.
Constructive features
The car body is largely taken over from the DR 135 012 to 021 published in 1933 and, like this one, was made from profiles and sheet metal in a welded construction.
The drive engine was the six-cylinder four-stroke diesel engine W6V 15 / 18c from MAN, which had a nominal output of 110 kW and a continuous operating output of 103 kW. The idling speed was 500 rpm. The engine worked according to the pre-chamber method . It was 1,800 mm long, 1,140 mm high and 852 mm wide. In addition to the inlet and outlet valves and the fuel injection nozzles, the block spaces for the prechamber with the glow plug for preheating the cold combustion chamber were also located in the cylinder heads . With the VT 135 041 , tests were carried out in 1936 with lignite tar oil as a substitute for diesel fuel.
The Mylius transmission was used for power transmission in the first eight railcars and the TAG transmission in the remaining vehicles. About the reasons why even then not later than standard gear in the unit railcars used Mylius gear was used further, we can only speculate. Arranged both types of transmissions were with the downstream Radsatzwendegetriebe always in the vehicle center, space for the two mounted inside the wheels which adequately brake drums was present.
As a safety device, the railcar had the electromagnetic driver monitoring EV 91 , which monitored the driver only by whether he pressed the drive lever. When he let go of the drive lever, emergency braking occurred after twelve seconds, which could only be canceled by pressing the drive lever again.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
Web links
- Vehicle overview of the railcars
- DB VT 70 941 in Laufach station on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Internet page with database on railcars in Germany, sub-page vehicle list
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 128.
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 129.
- ^ A b c Heinz Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , p. 131.
- ↑ Technical details and locations of the VT 70 981
- ↑ Technical details and locations of the VT 135 036
- ↑ Technical details and locations of the VT 135 039
- ↑ Technical details and locations of the VT 135 040