DR 851 to 852
| DR 851 to 852 | |
|---|---|
 |
|
| Numbering: | DR 851-852 |
| Number: | 2 |
| Manufacturer: | Wismar wagon factory |
| Year of construction (s): | 851: 1924 852: 1926 |
| Retirement: | 1944 |
| Axis formula : | B'2 ' |
| Length over buffers: | 851: 19,360 mm 852: 20,900 mm |
| Trunnion Distance: | 851: 11,440 mm 852: 13,300 mm |
| Bogie axle base: | Machine bogie: 851: 3,700 mm 852: 3,500 mm |
| Total wheelbase: | 851: 15,180 mm 852: 16,800 mm |
| Service mass: | 851: 36,850 kg 852: 38,300 kg (empty trolley) |
| Top speed: | 60 km / h |
| Installed capacity: | 110 kW at 1,300 rpm |
| Driving wheel diameter: | 1,000 mm |
| Motor type: | Maybach G 4a (for delivery) |
| Motor type: | 1 × 6 cylinder 4-stroke diesel engine with compressor |
| Power transmission: | mechanically |
| Seats: | 851: 63 852: 89 |
| Standing room: | 851: 37 852: 20 |
The railcars 851 to 852 belong to the first series of serial railcars procured by the DRG . They were incorporated into the so-called heavy construction . In addition to the two railcars, the DR 853 ... 871 vehicles were integrated into this design. The 851 is known as the EVA Maybach railcar and was shown at the Railway Technical Exhibition in Seddin in 1925 .
history
Reichsbahn time
The 851 was produced in 1924 as an in-house development by Waggonfabrik Wismar and Maybach-Motorenbau and was subjected to numerous tests after the railway technology exhibition in Seddin. The vehicle was then taken over by the DRG as "101 Stuttgart" and later as "851 Stuttgart". The 852 followed in 1926 and differed only slightly from the test car.
What both vehicles had in common was the heavy, riveted car body with beveled corners, the heavy chassis , also made with rivets, and the drive system, consisting of the six-cylinder four-stroke diesel engine G 4a from Maybach-Motorenbau and the mechanical T1 transmission from the same manufacturer. The entire drive system was housed in the machine bogie. It transmitted the torque to the wheels by means of a jackshaft and connecting rods. Differences between the two railcars resulted in the length of the car body, the arrangement and number of seats.
The drive system was designed in such a way that all transmission gears were constantly engaged in the vehicle's five-speed transmission. The diesel engine was switched off when the vehicle was at a standstill. The engine was started with compressed air while first gear was engaged, so the railcar started when it was started. The engine was started via a foot-operated distributor. A multi-plate clutch was used to shift between the different gear steps . Due to the high air consumption when starting at short distances between stops, this system was later changed for vehicles 853 to 861 so that the engine could be started with compressed air while the engine was running and the engine could be started with the clutch engaged. Whether the two prototype vehicles were converted to this system cannot be found in the literature.
The vehicles were initially used in the Stuttgart and Munich area , from 1934 they were used in the Schwerin area, where they proved themselves quite well. The photos show the vehicles with three or one sidecar in action. Operationally, the vehicles were allowed to tow on four axles. From operational data it can be seen that the 852 was used on the 56.5 km long Rostock - Wismar route and undercut the times previously achieved on steam locomotive trains by more than 15 minutes. The operating costs were much cheaper than with steam trains due to the personnel savings. Design changes resulted from the change of the drive motors to the type G 4b , whereby the drive power could be increased to 129 kW. The mileage of the diesel engines is interesting. According to the literature, the average mileage of the diesel engine without expansion was 89,000 km. This value may be considered to be very high compared to the GO engines , but does not take into account the lower load of the G 4b engines in the branch line service and the operational characteristics. Engines on routes with a smaller distance between the terminus and destination stations were more prone to high wear. In addition, there was a large spread in the range of the expansion-free mileage in the early days of rail engines. In addition, this value does not describe the repairs carried out in the meantime (at that time the engines were removed, repaired and reinstalled if damaged).
The vehicles ran in the Reichsbahndirektion Schwerin until 1940 and were then used for war purposes. They were so badly damaged that they had to be retired in 1944 and were scrapped.
literature
- Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
Web links
Individual evidence
- ^ Photo of test drives in 1924 with the 851 railcar
- ↑ View of the 851 railcar on an old photograph ( memento of the original from December 11, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ View of the G 4a diesel engine when changing the engine ( Memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ View of the gear unit T 1
- ↑ Basic sketch of the drive system of the EVA Maybach railcars
- ↑ Interior design of the 851 ( Memento of the original dated December 11, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Interior design of the 852
- ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 164
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 183
- ↑ a b c Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 170
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 166
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 231
- ↑ Heinz R. Kurz: The railcars of the Reichsbahn types . EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 204
