DR 137 241 to 270

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DR 137 241 to 270 and 442 to 461
360 hp railcars with hydraulic power transmission
description
numbering DR : 137 241-270
DB VT 36 500-511
GME VT 1		 DR : 137 442-461
DB VT 36 513-519
GME VT 2
Manufacturer Dessauer Waggonfabrik
Düwag
Years of construction 1937/38 1940/41
Retirement until 1967
number 30th 20th
design type B'2 'ie
genus BCPw4itrv
Gauge 1,435 mm
smallest traveled radius 150 m
Top speed 90 km / h 100 km / h
Length over buffers 22,350 mm
Total wheelbase 17,720 mm
Wheel diameter 900 mm
Bogie wheelbase MD = 3,600 mm
LD = 3,000 mm
Pivot spacing 14,420 mm
Service mass empty approx. 36,700 kg,
occupied approx. 41,570 kg		 empty 40,000 kg
occupied 44,800 kg
Brakes Air brakes of the Hildebrandt-Knorr type
Parking brake Handbrake
Installed capacity 265 kW (360 hp)
Engine type MAN W6V 22/30
Engine type Six-cylinder four-stroke diesel engine
Rated speed 870 rpm
Power transmission hydraulic with JJ 14 CG 8.8
Seats 51
+ 14 folding seats		 49
+ 14 folding seats
Standing room 67 42
Floor height 1,070 mm
Classes 2nd / 3rd

The DR 137 241 to 270 and DR 137 442 to 461 series were four-axle railcars that were manufactured by the Dessauer Waggonfabrik and Waggonfabrik Uerdingen companies for the Deutsche Reichsbahn from 1937 to 1941 .

With these vehicles the production of a larger series took place, which was produced until the Second World War . The vehicles were used for military operations during the war. Numerous vehicles were war casualties. After the war, 18 vehicles were taken over by the Deutsche Bundesbahn and designated as the VT 36.5 series, five vehicles were in service with the Deutsche Reichsbahn . Two vehicles continued to be used by GME until 1978.

history

Railcars with hydraulic power transmission have the advantage of lower weight compared to those with electrical power transmission. Compared to those with mechanical power transmission, they had the disadvantage of lower efficiency , but at that time they still had the operational advantage that they could be switched fully automatically. After a few test copies since 1934, the Deutsche Reichsbahn then ordered a total of 50 vehicles with hydraulic power transmission for various operational areas from 1936.

The vehicles had a squat shape and a round forehead. To this end, control cars that look the same from the outside were procured; a railcar was to form an operational unit with a control car.

The first series were used at the Reichsbahn directorates in Mainz , Regensburg and Dresden . The vehicles were accepted by RAW Nuremberg . They carried out start-up attempts on the inclined plane near Neuenmarkt-Wirsberg . In the combination VT and VS they reached a speed of 36 km / h after six minutes, on arrival in Marktschorgast a temperature of the gear oil of 100 ° C was measured.

VT 36.5

23 vehicles survived the Second World War . 18 pieces were taken over by the Deutsche Bundesbahn with the designation VT 36.5 and five by the Deutsche Reichsbahn . The vehicles taken over from the DB were in use until 1966.

GME VT1 and VT 2

Two of them could be sold to the Georgsmarienhütter Eisenbahn (GME). These performed their service with the GME until 1977 and 1978. The former VT 137 456 ended up on the Paderborn Museum Railway , where it burned out in 1995.

Use at the DR

The DR had their vehicles in use until 1967. Some of them were then used as sidecars. A car body of such a sidecar stood in 1990 as an office complex in the Dresden depot .

Constructive features

The railcars did not have an apron in the frame area, so that maintenance of the sub-floor units was made easier.

The car body was a lightweight welded construction made from sheet metal, square and rolled profiles. All steel sheets used were made with the addition of copper in order to improve the corrosion protection . For use on branch lines with their often low platform heights, the vehicles had a floor height of 1,070 mm. The floor height was only 1,175 mm above the machine bogie due to the location of the drive units. The difference between the two heights was realized by a sloping plane in the adjoining 3rd class compartment. In the first series, the passenger compartments were designed as open- plan compartments with a central aisle. The seat division was 2 + 2 in 2nd class and 3 + 2 in 3rd class. The vehicles of the second series had a different seating with 3 + 0. This resulted in different numbers of seats.

The machine system was completely housed in the machine frame. It consisted of a slow-running six-cylinder four-stroke diesel engine and a twin turbo transmission, each consisting of a converter and a clutch that acted on one axis of the machine frame. The V 36 diesel locomotive was used as the drive motor . In the starting area, both transmissions worked in parallel in the converter area; in the section area, only one axle was driven by a clutch of a transmission. The two clutches had different gear ratios, so that a total of three gears resulted in the driving characteristics of the entire vehicle. In order to reduce the gearbox dimensions, the gearbox in the primary area was stepped up from the engine speed to 2,765 revolutions per minute. The wheels were driven via cardan shafts and an axle reversing gear on the axle concerned with the fluid transmission concerned. Switching could only be carried out when the vehicle was stationary and was done electro-pneumatically.

For remote control, the control lines were routed in a channel. The front ends of the cars each had a 32-pin connector. The following monitoring devices were available on the driver's cabs:

  • electric speedometer ,
  • Measuring device for the engine speed,
  • Remote thermometer for cooling water temperature, engine and gear oil,
  • Temperature display of the exhaust gases,
  • Monitoring of the permissible lubricating oil pressure,
  • Monitoring of the end position of the two reversing gears and
  • Fire alarm system.

A bell was installed in them for communication between the driver's cabs. The bell also rang when the cooling water level was too low.

literature

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

See also

Web links

Individual evidence

  1. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 363
  2. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 370
  3. ^ Article about the vehicles of the Georgmarienhütte railway
  4. ↑ Data sheet of the VT 137 251 on rote-brummer.de
  5. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 356
  6. ↑ Heinz R. Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 358