SŽD series ДП
| SŽD series ДП (DP) | |
|---|---|
 MAV Hargita
|
|
| Numbering: | ДП.01-08 |
| Number: | 8th |
| Manufacturer: | Ganz & Co. , Budapest |
| Year of construction (s): | 1949-1952 |
| Retirement: | Late 1960s |
| Axis formula : | (A1A) 2 '+ 4 × 2'2' + 2 '(A1A) |
| Gauge : | 1520 mm |
| Length over coupling: | 158,700 mm (six car unit) |
| Length: | 26,300 mm |
| Height: | 3910 mm |
| Width: | 3010 mm |
| Empty mass: | 354 t |
| Service mass: | 375 t |
| Wheel set mass : | 20 t |
| Top speed: | 105 km / h |
| Installed capacity: | 2 × 444 kW (2 × 600 PS) |
| Acceleration: | 0.8 m / s 2 |
| Motor type: | ХVI-JV 170/240 |
| Motor type: | Sixteen-cylinder four-stroke diesel engine |
| Rated speed: | 1500 min −1 |
| Power transmission: | diesel-electric |
| Tank capacity: | 4140 l |
| Locomotive brake: | Direct brake |
| Train brake: | indirectly acting brake |
| Train heating: | electric |
| Seats: | 2nd class: 380 Dining room: 12 |
| Classes : | 2. |
The DP ( DP ) series diesel multiple units go back to the Hargita series multiple units developed by Ganz & Co. before the Second World War . After the Second World War, the SŽD procured ten three-part units with diesel-mechanical power transmission and eight six-part units with diesel-electric power transmission from this series . The railcars are known in the literature from as a sleeper train.
history
History of the three-part trains
In 1946 ten three-part multiple units of the Hargita design were delivered as part of reparations . The technology of the railcars corresponded to that of the DR series VT 12.14 or the ČSD series M 495.0 , so that a description can be dispensed with here.
The railcars were located in the Ramenskoye depot on the Moscow - Ryazan route . They were used in the express train service. Later they were passed on to other directorates such as the Transcaucasian Railway , Ordzhonikidze Railway (designation of the North Caucasian Railway from 1937 to 1959), the Turkestan-Siberian Railway and other railways in Kazakhstan . The railcars were in service until the end of the 1950s. No copy of this type has survived.
History of the six-part vehicles
In 1949 the Ministry of Transport and Communications of the Soviet Union ordered 20 six-car multiple units through the company Maschinoimport ; Eight multiple units were ultimately delivered. The first three six-part diesel multiple units arrived in the Soviet Union in 1950; these were given the company numbers ДП-01 to ДП-03 ( DP-01 to DP-03 ). Although the vehicles differed significantly from the three-part railcars, they were given the same designation. The main difference was diesel-electric propulsion system . Together with the five multiple units delivered later, a total of 16 machine cars and 32 intermediate cars were delivered. The multiple units were intended for sleeping car connections between Moscow and the capitals of the Union republics of the Soviet Union. They could be used as both sleeper and normal passenger trains.
Construction of the six-part vehicles
Vehicle part
The car bodies were a welded steel construction, they consisted of the underframe and the box frame with the sheet metal. At the entry steps, the main girders of the frame have been replaced by three welded supporting structures. To reduce air resistance , the underframe was covered with an apron. Side wall panels between the cars also prevented air resistance. The shape of the head, which has existed on all vehicles since delivery in 1944, was characteristic of the vehicles. The driver's cab was raised and had relatively small windows that were protected against destruction by foreign objects with bars. In the apron there were ventilation slots for the electric traction motors of the motor bogie. Boxes for the battery, auxiliary equipment and tools were attached to the base.
The multiple unit only had emergency buffers and a tow hook at the front ends. The coaches of the train were connected to each other with the regular pulling and pushing equipment. The middle axle of the three-axle motor bogies was a running axle . The running bogies were biaxial, all wheelsets ran in roller bearings . All bogies were designed without pivot pins according to the Ganz-Romain design. To mitigate against the car body were coil springs . The brake of the vehicle was designed as a block brake .
Passenger compartment
The multiple unit contained beds or seats in 2nd class .
In the railcar, the engine room followed the driver's cab, which was separated from the adjoining compartments with double hinged doors. There were blinds in the side wall for ventilating the cooling system. The engine compartment was followed by the luggage compartment, followed by four passenger compartments with side aisles, the service compartment, the toilet and the entry area.
Three intermediate cars were used exclusively for passenger transport, each with ten passenger compartments and one service compartment. The compartments were connected by a side corridor. There were eight seats or four beds in each compartment. To prepare the sleeping compartments, the backrests were folded up, which then served as an upper sleeping area, while the bench seats served as a lower sleeping area.
One middle car was designed as a dining car. After the entry area and the toilet, it contained six passenger compartments in the familiar design and a service compartment. This was followed by the kitchen, a pantry and a small dining room, in which there were three tables with four chairs each, as well as a toilet, side rooms and the other entry room. Incandescent lamps lit the passenger compartments, and an automatically controlled air conditioning system , which was present in every car, heated them.
Machine system
The machinery was housed in the engine room of the railcar. This had a length of 9000 mm. In contrast to the three-part DP , the power transmission was diesel-electric .
In contrast to the three-part multiple units, the multiple unit had diesel engines with an output of 444 kW (600 hp). Instead of the twelve-cylinder, sixteen-cylinder engines in a V arrangement were used to provide the additional power required. In addition to this main diesel engine, each railcar also had an auxiliary diesel unit with an output of 162 kW to supply the electrical and pneumatic consumers. The cooling device, which had a large circular cooling opening in the roof, was located in the center above both systems. A main generator was connected to the main diesel engine as a direct current machine. He had a power of 400 kW at a rated current of 870 A and a voltage of 460 V. The connected to the auxiliary diesel engine auxiliary generator as a three-phase machine worked, made 155 kW at 223 A, 380 V and 1000 min -1 .
The DC traction motors drove the outer wheel sets of the three-axle motor bogies and were designed in a tatzlager design . The traction motors had an output of 180 kW at 435 A and 460 V at a maximum speed of 1820 min -1 . The control was designed as a multiple control within the multiple unit. No other units could be controlled. The compressed air required for the Knorr type compressed air brake was generated by a two-cylinder compressor with an output of 1500 l / minute.
Operation of the six-car vehicles
From April 12, 1951, the first diesel multiple unit was used in public service on the Leningrad – Moscow route. Although the multiple unit did not have a high speed of 105 km / h, the overall speed was faster on many sections than in the times of the Krasnaya Strela at that time, the stops for the water taking of the steam locomotives could be omitted. The comfort of the railcar was also appreciated by travelers. The vehicles also looked very elegant thanks to their white paintwork. It was not until 1956 that they were repainted in green.
In 1958 the railcars were relocated to the Leningrad Warsaw Railway Station locomotive depot , where they served the Leningrad - Narva - Tallinn line . After a general overhaul in the Unetscha or Vilnius repair shops , the six-part vehicles were sent to the Vilnius depot to operate the railways in Lithuania .
The majority of multiple units were replaced by new vehicles, such as the SŽD series Д , and parked in 1961 . Many vehicles were then used to transport professional trains in combines. Four wagons of the DP-06 were used in 1969 for public transport in urban traffic. They carried out this service until the early 1980s. Then they were lifted off the bogies and used as a farm building at the Shchokino station . In 2007 a DP-06 machine car was still there.
See also
literature
- Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970.
Web links
- Website on railcar operations in Lithuania
- Films and pictures about the operations of the three-part trains on the Minsk - Riga line
- Advertising brochure of the company Ganz regarding the railcars manufactured since 1925 on the basis of the MAV series Hargita
Individual evidence
- ^ Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970.
- ↑ Rakov WA multiple units and trains , locomotives of the national railways from 1945–1955, 2nd edition, Ministry of Transport of the SU, 1995, p. 564.
- ^ Rainer Zschech: Railcar archive. Transpress Verlagsgesellschaft mbH, Berlin 1970, p. 313.
- ↑ Photo report on the surviving car body of the DP-06 .