DR 137 901 to 903
| DR 137 901 to 903 | |
|---|---|
 |
|
| Numbering: | 137 901 to 903 |
| Number: | 2 |
| Manufacturer: | MAN , BBC |
| Year of construction (s): | 1938 |
| Axis formula : | 2'Bo '+ 2'2' + 2'2 '+ Bo'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 87,450 mm |
| Trunnion Distance: | a: 10,200 mm b / c: 16,780 mm d: 15865 mm |
| Bogie axle base: | 3000 mm |
| Service mass: | 212.7 t |
| Wheel set mass : | 18.0 t |
| Top speed: | 160 km / h |
| Installed capacity: | 1086 kW |
| Traction power: | 1000 kW |
| Driving wheel diameter: | 1000 mm |
| Impeller diameter: | a, d: 1000 mm b, c: 930 mm |
| Motor type: | MAN W 8 V 30/38 |
| Motor type: | 8-cylinder in-line engine with charging, 4-stroke, water-cooled |
| Rated speed: | 700 min-1 |
| Power transmission: | electric |
| Number of traction motors: | 2 |
| Seats: | 126 |
| Classes : | 2. |
The railcars of the type Berlin of the Deutsche Reichsbahn in 1938 were the last new developments in the field of express railcars before the Second World War . The two multiple units were given the numbers 137 901 and 137 902 . A replacement machine car was given the number 137 903a . After the war, remnants of the multiple units remained in East and West Germany. The Deutsche Bundesbahn used it to build the multiple units of the VT 07.5 series and the Deutsche Reichsbahn to build the DR SVT 137 902.
history
The expansion of the long-distance express traffic network planned by the Reichsbahn required more comfortable multiple units due to the longer travel times. Compared to the previous multiple units for high-speed traffic, a significantly different concept was used this time. Instead of distributing several diesel engines on the train, they opted for a construction with a machine end car in which a slow-running diesel engine generated the drive energy. The electric drive motors were in the end car. The enlargement of the compartments and a larger kitchen ensured a higher level of equipment compared to the previous vehicles.
In 1938, Maschinenfabrik Augsburg-Nürnberg AG (MAN) delivered the two advance multiple units 137 901a / b / c / d and 137 902a / b / c / d as well as the reserve machine car 137 903a. Test drives were carried out on the Berlin – Basel and Berlin – Karlsruhe routes. The beginning of the Second World War and the associated rationing of diesel fuel forced all express trains to cease.
The Wehrmacht later used the machine car as a power generator. The remaining wagons were used by the Reichsbahn as an office train. After the war, the machine car 137 902a remained in Central Germany and was used in 1955/1956 to build the SVT 137 902 multiple unit. This multiple unit consisted of former Dutch coaches from multiple units Mat'36. 137 902b was NS Ce 600, 137 902c was NS C 600 and 137 902d was Bk 600. Unfortunately, the exact numbers are not known. In West Germany only the two intermediate cars 137 901c and 137 902c and the end cars 137 901d and 137 902d were available. In 1947 these were initially intended to be re-designated as the 08.0 series. By adding new machine cars, the multiple units of the 07.5 series were created in 1950/1951.
Constructive features
Vehicle part
The welded car bodies were made in frame construction with load-bearing side walls made of sheet metal and steel profiles. Windows and doors were flush with the skin. As with all multiple units for high-speed traffic, the front ends were rounded and had no transition. The apron was continuous. The transitions between the cars were protected by an inner bellows . A smoke deflector plate served as external protection between the machine car and the first intermediate car, and another bellows was used for the other transitions.
The machine car had a car undercarriage that served as a support frame for the diesel engine. Stiffeners were made with high sheet metal longitudinal and cross members. The side wall panels were also designed as longitudinal beams up to the height of the window sill. The roof over the main and auxiliary diesel engines could be removed up to the window sill.
The design of the Görlitz type bogies was adapted to the requirements. The wheel sets had roller bearings . The suspension was provided by leaf and coil springs. The cradle was cushioned by means of leaf springs. All bogie axles were sanded by an electro-pneumatic spreading device.
The multiple units had a Scharfenberg central buffer coupling at the ends . The machine car and the first intermediate car were also connected by means of this coupling. The electrical and pneumatic lines were also coupled. The other cars were connected by means of a coupling rod and side buffers.
The Hikss type block brake (Hildebrand-Knorr-Bremse for particularly fast trains) was multi-release and electrically controlled. A centrifugal governor was used to brake by 200% at speeds over 60 km / h and by 75% at speeds below 60 km / h. In addition, the multiple units had a magnetic rail and a spindle handbrake.
Machine system
The slow-running 8-cylinder 4-stroke diesel engine MAN W 8 V 30/38 was housed in the machine car. The engine had a supercharger, water cooling and an electric starter. The main generator GE 1100/8 had a built-in auxiliary exciter machine G 500/6. This auxiliary exciter was only used when the auxiliary diesel engine failed. The GLM 2375 H traction motors (223 kW hourly output) were located in the machine car and in the control car and were designed as direct current series motors . The engines were suspended in the bogie frame. The drive wheel set was driven by a hollow drive motor shaft, an eight-armed driver and pre-tensioned helical springs.
It was controlled by a BBC servo field regulator control, which was designed as a multiple control for two multiple units. The control had five driving and one overload level. A bell and a telephone system were available for communication between the driver's cabs.
The 6-cylinder in-line auxiliary diesel engine had a nominal output of 89 kW and operated an auxiliary generator with a nominal output of 71.5 kW. This engine operated the lighting, fan motors, air compressor, battery and supplied the starting current for the main diesel engine and the excitation current for the main generator. The auxiliary diesel engine could be used for slow travel if the main drive failed. The coolers for the drive were in the side wall.
As additional equipment, the multiple units had a time-dependent safety driving circuit and Indusi .
inner space
In the engine room there was a 3 m² luggage room with double wing doors and a 2.8 m wide mail compartment with a revolving door. The intermediate cars each had nine closed 2nd class compartments with a compartment depth of 2095 mm. In each compartment there were three padded seats with a width of 651 mm. The side aisle was 700 mm wide.
In the control car there were three compartments, a dining room, a sideboard and a kitchen. The dining room offered 29 seats in the 2 + 1 division. The benches were firmly mounted, the cushions could be folded up. The kitchen was 1.88 m long and only accessible from the 1.8 m long sideboard.
The air heating had an oil boiler and a heat exchanger. Room temperature and air exchange were controlled automatically. The system could be used as a pure ventilation system in summer. Each car had a separate heater.
literature
- Rainer Zschech: German Locomotive Archive: Steam and combustion railcars . transpress, Berlin 1993, ISBN 3-344-70766-3 .
Web links
- Info and photo (English)