DR 137 025 to 027

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DR 137 025 to 027
Company photo VT 137 025
Company photo VT 137 025
Numbering: DR : 137 025 to 027
DB : VT 50 000–002
Number: 3
Manufacturer: Left-Hofmann-Busch
Year of construction (s): 1933/1934
Retirement: until 1955
Type : 2'Bo 'de
Genre : BC4ivT
Gauge : 1435 mm ( standard gauge )
Length over buffers: 22,035 mm
Length: 20,795 mm
Width: 2,804 mm
Trunnion Distance: 14,800 mm
Bogie axle base: Machine
bogie: 3,250 mm. Motor bogie: 3,000 mm
Total wheelbase: 17,800 mm
Service mass: 42,220 kg (empty)
Top speed: 90 km / h
Installed capacity: 220 kW (300 PS)
Wheel diameter: 900 mm
Motor type: Mannheim RS 125 engine works
Motor type: Six-cylinder four-stroke diesel engine
Rated speed: 1,100 rpm
Power transmission: electric
Tank capacity: 400 l
Brake: Compressed air brake type Knorr
Seats: 2nd class 14
3rd class 52
Standing room: 44
Classes : 2nd, 3rd

The DR 137 025 to 027 were three diesel-electric combustion engine railcars of the Deutsche Reichsbahn . They were made in the uniform design of the Reichsbahn railcars, i.e. rounded end walls and basket arch roof. They also had aprons in the underfloor area, only cut out in the area of ​​the bogies. After the Second World War they were run by the Deutsche Bundesbahn and used as VT 50 000–002 until 1955. After that, they were used by various companies as control or sidecars and are no longer available today.

history

One year after the delivery of the railcars 872–874 , these vehicles were built with a car body that was made with consistent lightweight construction and an approximately 100 hp weaker drive system. The Deutsche Reichsbahn wanted to use these vehicles to further expand the testing base for diesel-electric vehicles. The vehicles ordered in March 1932 were manufactured by Linke-Hofmann-Busch in 1933 and delivered at the end of the year and beginning of 1934. All were accepted in the Reichsbahn repair shop in Nuremberg and then used in the Nuremberg area. In 1937 all three cars were based in Würzburg . They were turned off when the war began. There are no known operations during the war.

After the war, all three vehicles found themselves in the area of ​​what would later become the Deutsche Bundesbahn and were later given the designation VT 50 000 to 002 . In this master number, the vehicles with a top speed of 90 km / h and with the 300 hp engine from the Mannheim engine works are grouped together. Until 1949, the vehicles in the Nuremberg area were parked damaged. Only then were they reconditioned and were available again from 1951 in the Buchholz depot . In 1952, the VT 50 000, the first railcar in the series, was retired. The vehicle was converted into a control car and drove in this condition until 1962. The other two vehicles lasted until 1954 and 1955. After that, they were used as a sidecar. They were rebuilt, a car (2nd class) with control device, and used in the Harz foreland until 1968. The control device was no longer available in 1965. They also got computer numbers: 5080 3020 001-0 (ABi) and 5080 2020 020-2 (Bi). The first car was used as a workshop car 8600 in the BD Wuppertal after it was taken out of service.

Constructive features

The structure of the vehicles already corresponded to the basic features of the standard railcars of the Deutsche Reichsbahn with the arrangement of the machinery in one bogie of the vehicle and the two traction motors in the other bogie, as was standard for series vehicles until the early 1960s. In contrast to the standard railcars , the diesel engine was located in the rear of the bogie and the generator in the front. This enabled the diesel engine to be placed in a separate room, which provided better working conditions for the train driver on the diesel engine side. The car body of the vehicle was already made according to a consistent lightweight construction. The passenger compartments could be reached through vestibules, which could be locked from the outside by revolving doors with a clear width of 450 mm. Behind the front entry area was the engine room with the diesel engine. In front of it was a luggage room with a loading area of ​​7 m². This was accessible on both sides with a sliding door with a clear width of 900 mm. When delivered, the vehicles had a dry toilet without washing facilities.

The vehicles were powered by a six-cylinder, four-stroke RS 125 diesel engine from Motorenwerke Mannheim . This gave its torque to the electrical power transmission developed by AEG Berlin . The main generator was an externally excited DC machine , which was roller-mounted and self-ventilated and at the same time served as a starter for the diesel engine. The excitation machine was firmly flanged to the main generator and designed as a shunt machine . The two four-pole traction motors were mounted in the drive bogie in a pin-bearing design . They transmitted their torque to the drive wheels through a pair of gears arranged on one side.

The railcar was controlled by a power control developed by AEG. The speed of the diesel engine was regulated in four speed levels and one overload level in the speed range from 460 to 1,100 revolutions per minute. The overload level at 1,100 rpm and increased filling for 330 HP more power had to be switched on and held on the drive switch against spring force. The diesel engine was switched off via the drive control drum of the drive switch, also against spring force, from idle. In addition to the driving control roller had the travel switch a Umschaltwalze, with the operating positions the start position for , pumping position for the air compressor drive forward I with a full field of traction motors, Forward II with field weakening of the traction motors and backward .

The vehicles were equipped with an on-board network of 110 V. It was designed so that a control car could also be supplied. The so-called dead man's device was used as a safety circuit , in which the train driver had to keep the drive switch crank pressed down. If this was not done by more than eight seconds, an emergency brake was triggered and the diesel engine was set to zero delivery. The same effect occurred when the pressure in the main air line was interrupted , for example when the emergency brake was pulled .

literature

  • Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 .

Web links

Individual evidence

  1. ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 238
  2. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 243
  3. ↑ a b Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 244
  4. ↑ Data sheet of the VT 137 025 at www.roter-brummer.de ( Memento from September 16, 2016 in the Internet Archive )
  5. ↑ Data sheet of the VT 137 027 at www.roter-brummer.de ( Memento from September 16, 2016 in the Internet Archive )
  6. ↑ Two rare passenger coaches in Goslar 1968 (with BR 50 + 86) , Drehscheibe Online
  7. ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 239
  8. ↑ Heinz R. Kurz: The railcars of the Reichsbahn-Bauarten , EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 241