DR 135 046 and 047
| DR 135 046-047 | |
|---|---|
 Dimensional sketch
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| Numbering: | DRG : 135 046-047 |
| Number: | 2 |
| Manufacturer: | Wegmann & Co. Kassel |
| Year of construction (s): | 1935-1936 |
| Retirement: | 1944 |
| Type : | A1 ie |
| Genre : | CvT |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,200 mm |
| Fixed wheelbase: | 6,200 mm |
| Service mass: | empty: 17,400 kg occupied: 22,430 kg |
| Top speed: | 75 km / h |
| Installed capacity: | 110 kW (150 PS) |
| Wheel diameter: | 900 mm |
| Motor type: | MAN W6V 15 / 18c |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 1,700 rpm |
| Power transmission: | hydraulic with Trilok transmission |
| Brake: | Hildebrand-Knorr air brake |
| Seats: | 36 + 5 folding seats |
| Standing room: | 25th |
| Floor height: | 1,240 mm |
| Classes : | 3. |
The DR 135 046 and 047 railcars were test railcars . which emerged in the 1930s as a comparison railcar to the usual railcars with an angular design . The vehicles did not get beyond the experimental stage. Regular use cannot be proven. They are not included in the usual statistics.
history
The vehicles were to be equipped with a revised transmission configuration from railcar 803 . Since its Trilok gearbox did not prove itself, the cars originally received the revised type F gearbox from KSB Aktiengesellschaft . Since there were difficulties with this transmission, the acceptance of the vehicles dragged on until the end of 1937 or beginning of 1938. As a result, there is no information in the literature about the use and probation of the vehicles, it is only mentioned that in 1938 both transmissions were again removed in the RAW Nuremberg and had to be reworked by the manufacturer. Both cars were not operational again until early 1939. They were turned off at the start of the war. They were destroyed in an air raid on Nuremberg and retired that same year.
Constructive features
The car body and the external appearance correspond to DR 135 002 ... 059 . Only the suspension of the machine frame had been solved differently.
The difference to the vehicles with a multi-stage fluid transmission was the version with a Trilok converter, in which the stator of the fluid converter could be switched over pneumatically as an additional turbine wheel above a certain speed. By equipping it with the Trilok gearbox , the manufacturer wanted to reduce the cost of the gearbox. Switching from the converter to the clutch area resulted in a torque boost when shifting the vehicle with road number 803, so that the transmission turned out to be less economical than a pure fluid transmission. The Trilok transmission on railcars 135 046 and 047 had an additional clutch that was automatically engaged when the converter was switched to the clutch area. If the converter-clutch transition was sufficiently far overrun, the additional clutch had to be pneumatically emptied by the driver. It is not possible to find out why the Trilok transmission, which has proven itself in automotive engineering, did not prove itself here. In addition, the beginning of the war put an end to all further attempts.
The vehicles were equipped with the six-cylinder four-stroke diesel engine W6V 15/18 c from MAN .
literature
- Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .
Individual evidence
- ↑ Vehicle list of combustion railcars in Germany
- ↑ a b c Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 133
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 134