SŽD series ДР1
| SŽD series ДР1 | |
|---|---|
 |
|
| Number: | 54 |
| Manufacturer: | Rīgas Vagonbūves Rūpnīca |
| Year of construction (s): | 1963-1970 |
| Axis formula : | B'2 '+ 2'2' + 2'2 '+ 2'B' |
| Gauge : | 1520 mm |
| Length over coupling: | 101,080 mm |
| Trunnion Distance: | 18,000 mm |
| Bogie axle base: | Motor bogie: 2,700 mm running bogie: 2,500 mm |
| Service mass: | 177 t |
| Top speed: | 120 km / h |
| Installed capacity: | 2 × 735 kW (1,000 PS) |
| Acceleration: | 0.54 m / s² (up to 25 km / h) |
| Motor type: | 12-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 min -1 |
| Power transmission: | diesel-hydraulic |
| Seats: | 384 |
| Classes : | 2. |
The ДР1 ( DR1 ) is a multiple unit built at the Rigaer Waggonfabrik (RVR) in Latvia, especially for fast suburban traffic on non-electrified broad - gauge lines . The photo shows a three-part Latvian DR1A with a slightly different head shape.
history
While most of the suburban lines in the former USSR were electrified early on, there was a need for powerful diesel multiple units for the less frequented and non-electrified suburban railways .
In 1963, two prototype vehicles were built in the Riga wagon factory and subjected to extensive testing. Series production of a total of 54 multiple units began in 1964. A multiple unit consists of two multiple units and two intermediate cars.
In the summer, two more intermediate cars can be added to the multiple unit due to the car heating being switched off without affecting the mileage.
The vehicles quickly established themselves in suburban traffic and formed the basis for further railcar developments such as the ДР1А series developed from it . The ДР2 series was also developed from it . In this row, the drive motors were arranged under the floor, which led to an increase in the space available.
It can be seen from the literature that the series ДР1А still 2012 in the Baltics is in use. There it is used in local passenger transport and on long-distance routes such as Tallinn - Saint Petersburg . In the future, they are to be replaced by new vehicles from Stadler Rail .
Latvia
In 2014, further modernized three-part Latvian railcars with the designation DR1AM were in use on the Riga - Valga route . The three-digit serial number ends with a wagon number behind it (example of a motor vehicle: DR1AM - 254.3).
Technical descriptions
The standard version of the multiple unit consists of two motor cars at the head and end of the multiple unit and two non-powered intermediate cars . The specified technical data refer to the version with two intermediate cars.
So that the installed power can be used economically, great importance was attached to lightweight construction when building the vehicles . The car bodies are therefore a self-supporting structure made of light metal profiles. The side panels are beaded and are 1.4-2.5 mm thick. The front section of the leading motor vehicles in the prototypes was designed like the SŽD series ЭР1 , the series vehicles were designed more modern. There are transition options between the individual vehicles within the multiple unit, the end cars have no transition options. The vehicle has the usual SA-3 central buffer coupling as a pulling and pushing device .
The bogies are a special design to save weight. The motor bogies are designed without pivot pins and connected to the main frame via control arms. They are connected to the main frame by coil springs. In addition, rubber elements ensure that the vehicle runs more smoothly. The brakes are designed as disc brakes. Two cast iron brake discs are arranged on each axle shaft. The brake shoes are made of plastic .
The passenger areas are designed as large rooms with 2nd class seats. The railcar has ten compartments and the intermediate car has twelve compartments. Each car has two entry areas. The seating arrangement is 2 + 3. The passenger compartments are air-heated and air-conditioned.
The machine systems are self-contained and arranged at the end of the machine car. The diesel engine and the hydraulic transmission are attached to the main frame of the vehicle. The power transmission to the drive axles and the auxiliary gears is carried out by cardan shafts. The multiple unit is controlled by a multiple control. The usual monitoring and safety devices are available.
See also
literature
- Rainer Zschech: German Locomotive Archive: Steam and combustion railcars . transpress, Berlin 1993, ISBN 3-344-70766-3 .
Web links
Individual evidence
- ↑ Eisenbahn-Kurier 10/2012 page 33