DR 137 153… 234
| DR 137 153–154, 137 233–234 type Leipzig DR class 183.2 |
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| Numbering: | DR 137 153-137 154 DR 137 233-137 234 from 1970: 183 251 |
| Number: | 4th |
| Manufacturer: | Linke – Hofmann , Breslau |
| Year of construction (s): | 1935/1936 |
| Retirement: | 1983 |
| Axis formula : | 2'Bo'Bo'2 '(233/234) B'2'2'B' (153/154) |
| Genre : | BCPwPostK8vT-34 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 60,150 mm |
| Length: | 59,650 mm |
| Height: | 3.775 mm (apex) |
| Width: | End car: 2,858 mm Middle car: 2,830 mm |
| Trunnion Distance: | End car: 16,875 mm Middle car: 17,800 mm |
| Bogie axle base: | End bogie: 153,154: 4,230 mm 233/234: 4,000 mm Jacobs bogie: 3,500 mm |
| Total wheelbase: | 153.154: 55,750 mm 233.234: 55,550 mm |
| Service mass: | unoccupied 124 t (153/154) 133 t (233/234) |
| Top speed: | 160 km / h |
| Installed capacity: | 2 × 600 PS (2 × 442 kW) |
| Driving wheel diameter: | 153,154: 900 mm 233, 234: 1,000 mm |
| Impeller diameter: | 900 mm |
| Motor type: | Maybach GO6 |
| Motor type: | 2 × 12-cylinder four-stroke |
| Power transmission: | electric (233/234) hydrodynamic (153/154) |
| Number of traction motors: | 4 (233/234) |
| Seats: | 2nd class 30 3rd class 109 |
| Classes : | 2nd / 3rd |
As DR 137153-154 and 137233-234 were quick multiple units of "design Leipzig" the Deutsche Reichsbahn referred.
history
The considerable success of the express multiple unit 877 “Fliegender Hamburger” and the resulting “ Bauart Hamburg ” soon led to the desire for more seats. As a result, the "Leipzig" type was developed as a three-part railcar that offered 139 seats. In addition to the 2nd class, there was also a 3rd class section. The trains with the numbers 153–154 received hydraulic power transmission with fluid drives from Voith , while the numbers 233 and 234 received a diesel-electric drive.
With the SVT 137 233 and 234, test drives were carried out by the Grunewald Locomotive Research Office to measure air resistance. One of the two trains reached a speed of 205 km / h on February 17, 1936, a speed that no comparable rail vehicle had previously achieved.
From May 15, 1936, multiple units of this type were used in the then fast "FDt" network on the Berlin - Breslau - Beuthen route. They were the only FDt trains that also offered 3rd class. According to the schedule, they covered this distance in just 4:17 h, the average speed achieved was 109 km / h. This train connection is also known under the name of the "Flying Silesians". On August 22, 1939, the express service of the Deutsche Reichsbahn was stopped due to preparations for the attack on Poland and the trains were turned off.
The 137 153 was taken over by the Soviet railways after 1945 and designated as DP-15. It came to Ramenskoye in mid-February 1946 , where it was adapted to the Russian broad gauge . From August 1946 he was then used for several years until his retirement on the Transcaucasian routes. 137 234 went to the Polish state railway PKP . The two remaining trains resumed FD traffic from 1949. SVT 137 154 was initially used as FDt 54/55 Berlin– Prague , later as FDt 143/144 Berlin– Erfurt .
In the course of an exchange, the 137 234 came from Poland to the DR and was extended to a four-part train using the 137 226b type “Hamburg” car. From 1957 he served as FDt 54/55 “ Vindobona ” on the Berlin – Prague – Vienna route. In 1959 it was withdrawn from regular service and converted into a government train. In 1970 he was given the number 183 251, on December 6, 1973 he was decommissioned. After temporary employment as a youth club on the Baltic Sea , it was finally acquired by the Eisenbahn-Kurier-Verlag. In the Leipzig-Süd depot , where the two-part SVT 137 225 of the "Hamburg" type was already being refurbished, the train was then restored by 1993. The railcar then stood for a few years at EK-Verlag in Freiburg im Breisgau .
For the 100th anniversary of the Delitzsch rail vehicle plant on August 30, 2008, Hubertus Fischer (Managing Director SFW Delitzsch) set up the last three historic express multiple units SVT 137 856 type "Cologne", SVT 137 225 type "Hamburg" and SVT 137 234 “Leipzig” design that had not existed in this way for decades. Today the railcar is in the SFW Delitzsch and is being refurbished by the SVT Diesel Express Rail Car Association.
Constructive features
Car construction part
In contrast to the previously published railcars of the SVT Hamburg , this railcar consisted of two end cars and one middle car. The connection between the individual cars was carried out with Jakobs bogies , which contained the four electric traction motors of the railcars. The car bodies were built in the frame design with vertical columns made of rolled profiles , a continuous top flange made of sheet steel with a thickness of 4 mm and roof bows. The roof skin consisted of sheet steel with a thickness of 1.5 mm, it was reinforced at the head ends with sheet steel caps, as in the Hamburg type . The outer side and front wall cladding consisted of steel sheet reinforced with copper, the thickness below the parapet was 2.5 mm, above it 2 mm. To reduce aerodynamic drag, the vehicles had a continuous side wall apron and a floor apron between the bogies. The three car bodies were connected to one another via the bogies in the usual way. They had transition bridges and the usual outer and inner bellows. The underframe also consisted of rolled profiles, they were stiffened in the entrance area by inserted corrugated sheets. The automatic Scharfenberg couplings were attached to the outer head ends of the end cars , which in this series did not have an electrical coupling option. As a characteristic feature of the vehicles at the time they were built, they had a socket below the headlights. In addition to the engine room, car a offered a luggage room and 30 seats in 2nd class. The seats were in closed compartments with side aisles. The other two cars were designed with 3rd class seats. In the middle car b there were 70 seats and in the end car c 39 seats, which were designed in the arrangement 0 + 4 with an open side aisle. The open walls of the 3rd class were designed as half-height partition walls. With the exception of the door for the post / luggage compartment, the doors for the car body were designed as one-piece sliding doors with a clear width of 760 mm. In the 3rd car class the windows were 1000 mm wide, in the 2nd car class the window width was 1200 mm.
The bogies were a welded construction based on the Görlitz design and had triple suspension. The suspension of the Jacobs bogies with the car body was carried out twice as with the Hamburg type due to the greater load. The brake was designed as a Hildebrandt-Knorr-Bremse and acted as an external drum brake on all wheelsets of the multiple unit. In addition, the multiple unit was equipped with a magnetic rail brake. Each bogie had a brake magnet with a different braking force. The braking effect of the pneumatic brake alone was not enough to bring the train to a stop at a speed of 160 km / h with a main signal distance of 1000 m. With the help of the magnetic rail brake, which only worked when braking quickly, the multiple unit could be stopped with a braking distance of 900 m from maximum speed.
Machine system
In order to ensure the higher load on the multiple unit due to the additional intermediate car, the core of the machinery was the supercharged Maybach GO6 diesel engine , which powered the multiple unit in cars 153 and 154 with diesel-hydraulic power transmission , in cars 233 and 234 with diesel-electric power transmission . In the diesel-electric variant, all axles outside the machine frame were equipped with electric traction motors, in the hydraulic variant the axles of the machine bogies were drive axles and the other running axles.
Electric power transmission
In the case of the vehicles with electrical power transmission, this was essentially adopted from the Hamburg type , the elements were merely adapted to the increased engine power of the GO6 engine. It was ensured that the traction motors closer to the machine bogie were also fed by it.
Hydraulic power transmission
After the tests with the DR 820 , the two cars 153 and 154 can be regarded as the first Deutsche Reichsbahn locomotives with hydrodynamic power transmission. They had a twin-converter gearbox from Voith , in which the starting converter was extended up to a speed of 105 km / h (at speeds 1–3 to 85 km / h). With the Leipzig type, switching between the individual converters was still done manually using a gear switch in the driver's cab. A reversing gear was connected to the gear outlet, from which the axes of the machine bogie were driven with cardan shafts. As an experiment, the SVT 137 154 had a shut-off clutch on one axle at speeds greater than 30 km / h, so that both axles were driven when starting, but only one at higher speeds. The reversing gear could only be shifted pneumatically at a standstill.
The production of the diesel-hydraulic vehicles delayed the timely delivery of the vehicles. There were also many difficulties with the operation of the diesel-hydraulic vehicles; the gearboxes initially only ran approx. 50,000 km without problems, and repairing or replacing them required long downtimes.
Auxiliary systems
The end cars had an underfloor cooling system for water cooling of the engines. The air cooling of the water in the finned tube cooler was different in the two drive variants; In the hydraulic railcars, the cooling elements were cooled by four fan wheels that were driven by the transmission input shaft. These fan wheels were switched off when the cooling water temperature was below 55 ° C. The diesel-electric vehicles only had two fan wheels, they were driven by the main generator shaft.
Each individual car in the railcar was heated by a Pintsch type air heater . The cooling water heat of the diesel engines was used in a water-air heat exchanger in the two end cars . There was an oil-heated boiler in the middle car. The driver's cabs had their own electric heating.
The compressed air of 10 bar was generated by two air compressors , which were located at the close coupling end of the end car and were electrically driven. The compressed air was collected in two containers of 300 l each.
The vehicles already had an on-board network of 110 V, which was fed by the auxiliary generator in the diesel-electric railcars, by an alternator in the diesel-hydraulic railcars, or from the battery when the vehicle was at a standstill. The battery could be charged from a stationary system; this took 5 hours. In terms of safety, all railcars were equipped with a safety driving circuit and an Indusi . If the Indusi failed, the maximum speed of the railcar was limited to 120 km / h. Both different drive variants of the railcars could be controlled from a driver's cab in the association . For this purpose, the diesel-electric railcar also received the reversing gear indicator light in order to be able to monitor the correct direction of travel of the coupled hydraulic car.
literature
- Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 .
- Klaus-J. Vetter: The great manual of German locomotives. Bruckmann, Munich 2001, ISBN 3-7654-3764-6 .
Web links
- dbtrains.com (English)
- svt-verein.de
- An SVT Leipzig 1957 in the AW München-Freimann at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ The SVT "Leipzig" 137 234/183 251-8 " accessed on August 21, 2017.
- ^ Ralf Roman Rossberg : German railway vehicles from 1838 to today. Springer-Verlag, Berlin / Heidelberg 1988, ISBN 978-3-642-95771-0 , p. 128.
- ↑ Виталий Александрович Раков: Локомотивы отечественных железных дорог (1845–1955 гг.) - Vitalij Alexandrovich Rakov: The locomotives of one. Chapter 14.14 Diesel multiple units DP 14 and DP 15.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 65.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 67.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 73.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 82.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 77.
- ↑ Heinz R. Kurz (Ed.): Flying trains. From the “Flying Hamburger” to the “Flying Cologne”. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1986, ISBN 3-88255-237-9 , p. 79.