SŽD series Д1
| SŽD series Д1 (D1) | |
|---|---|
 D1 749
|
|
| Numbering: | SŽD Д1.201-805 |
| Number: | 605 |
| Manufacturer: | Ganz-MÁVAG , Budapest |
| Year of construction (s): | 1964-1988 |
| Axis formula : | originally (A1A) 2 '+ 2' 2 '+ 2' 2 '+ 2' (A1A) from no.376 (1B) 2 '+ 2'2' + 2'2 '+ 2' (B1) |
| Gauge : | 1,520 mm |
| Length over coupling: | 99,080 mm (4 cars) |
| Height: | 4600 mm from No. 336: 4880 mm |
| Width: | 3120 mm |
| Bogie axle base: | Motorized bogie: originally 4170 mm from No. 336: 4500 mm running bogie: 2400 mm |
| Smallest bef. Radius: | 100 m |
| Empty mass: | 210 t |
| Service mass: | 274 t |
| Wheel set mass : | 17 t |
| Top speed: | 125 km / h |
| Installed capacity: | 2 × 730 hp |
| Acceleration: | 0.4 m / s 2 |
| Wheel diameter: | 950 mm |
| Motor type: | 12 VFE 17/24 |
| Motor type: | 12-cylinder four-stroke diesel engine |
| Rated speed: | 1250 min -1 |
| Power transmission: | hydromechanical power transmission |
| Tank capacity: | 2400 l |
| Locomotive brake: | Direct brake |
| Train brake: | indirectly acting brake |
| Train heating: | Air heating |
| Seats: | 2nd class: 400 |
| Classes : | 2. |
The DMU series Д1 ( D1 ) are diesel railcars for suburban services after 1964 in the company Ganz MÁVAG as the successor of the SZD series Д been developed. A total of 605 copies were produced from 1964 to 1988 and were used by the SŽD to ensure suburban traffic on non-electrified routes across the country. In contrast to the previous series, the trains were designed as a four-part series and had, as an additional distinguishing feature, a hydrodynamic power transmission in the form of a starting converter in the first transmission stage and a mechanical power transmission in the second and third transmission stage. The train, together with the SŽD series ДР1, is one of the main series of railcars in the USSR .
history
Prerequisite for the appearance of the trains, pre-operational checks
Ganz-MÁVAG is one of the main suppliers of railcars with diesel engines for the railways of the former SŽD . From 1960 to 1964 the factory delivered 89 SŽD class Д railcars to the railways of the USSR . These vehicles were mainly used in the Baltic States and showed some structural defects in operation, which were primarily due to insufficient passenger capacity and defects in the transmission design.
In parallel with the delivery of the last vehicles, the plant began manufacturing a four-part unit of diesel multiple units in 1963 , which were given the designation Д1 (D1) and the serial numbers from 201 onwards . The first vehicles up to the serial number 295 still had the designation Д (D) like the previous series . The delivery of the entire series extended until 1988. The delivery of the trains was carried out by the company Maschinoimport . The vehicles were transferred to the former USSR via the border stations Sachon and Tschop . The first delivery of vehicles arrived in the USSR in the middle of 1964, after which it was given to the Baltic railways for inspection . The last train in the series was delivered to the USSR in April 1988.
In September 1964, the diesel train with the number 202 was given to carry out the test at the All-Russian Research Institute of Rail Transport , where it passed the power-energy test. The greatest power was output in the fifth position of the drive switch when driving in the second transmission stage. It was 1230 hp, the speed was 83.5 km / h. That was 84% of the maximum output. An efficiency of 29.8% was determined.
Delivery of the series vehicles
The series vehicles were delivered between 1964 and 1988. A total of 605 multiple units with inventory numbers 201 to 805 were built. The scope of delivery included 2540 wagons, of which 1210 were motor vehicles and 1330 were trailer cars. The motor cars were built at the Ganz-MÁVAG plant, where the trailer cars with the numbers 201 to 205 and 661 to 685 were also manufactured. The sidecars with the numbers 206 to 660 were manufactured by the Raba company in Győr . After 1982, sidecars were also manufactured in the Astra Vagoane Călători plant in Arad as part of the cooperation between the then Council for Mutual Economic Aid . In addition, supplementary vehicles from inventory numbers 581 to 640 with supplementary numbers 6 and 8 were produced.
The delivery of the vehicles was staggered according to the year of construction and the number of items according to the following table:
| Construction year | number | Unit number | manufactured wagons |
|---|---|---|---|
| 1964 | 15th | 201-215 | 60 |
| 1965 | 40 | 216-255 | 160 |
| 1966 | 40 | 256-295 | 160 |
| 1967 | 40 | 296-335 | 160 |
| 1968 | 40 | 336-375 | 160 |
| 1969 | 45 | 376-420 | 180 |
| 1970 | 40 | 421-460 | 160 |
| 1971 | 30th | 461-490 | 120 |
| 1972 | 30th | 491-520 | 120 |
| 1973 | 20th | 521-540 | 80 |
| 1974 | 20th | 541-560 | 80 |
| 1975 | 20th | 561-580 | 80 |
| 1976-1988 | 225 | 581-805 | 1020 |
business
The DMUs series Д1 received for the operation of the Gorky Railway (depots Gorki , Judino , Kazan ), the Donetsk Railways (depots Svatove , Sentjanowka , Popasna , Rodakowo , Debalzew , Ilovaisk ), the Moscow Railway (depots Smolensk , uzlovaya , Kaluga , Lgow ), the railway company in the Lviv area ( Chop , Sdolbuniw , Kolomyja , Korolewo depots ), the Odeska Salisnyzja ( Chrystyniwka , Nikolayev , Shevchenko , Odessa , Kishinev depots ), the October Railway ( Vyborg , Nizhny Novod , Leningrad depots ) , the railways in the Baltic States (depots Vilnius , Radviliškis , Tartu , Tallinn , Kaliningrad ), the Yugo-Vostochnaja schelesnaja doroga (depots Otroschka , Tambov ).
As of January 1, 1976, the SŽD operated 371 diesel railcars, the Gorkovsky 46 vehicles, the Donetsk 53 vehicles, the Moskovsky 54 vehicles, the Lviv railways 40 vehicles, the Odessa 61 vehicles, the Oktoberbahn 20 vehicles, in the Baltic States 79 vehicles and on the Yugo-Vostochnaja 18 vehicles. The multiple units of the series Д1 were used for organized suburban traffic and city traffic on non-electrified routes. In the nodes of Smolensk , Kazan , Kishinev , Odessa , Vilnius , Kaliningrad, etc. a. all suburban and part of the urban traffic were carried out by vehicles. As of January 1, 1992, the SŽD had 472 railcars .
The vehicles with earlier numbers showed some operational uncertainties in the context of the power transmission, due to breaks in various shafts. In this context, the administration of the locomotive industry recommended installing dampers. 1980 to 1990 specialists of the VNIIZhT carried out an exchange of the power transmission of the vehicles on the basis of the SŽD series ДР1А . The project saw the replacement of the hydrodynamic power transmission HM 612-22 with the fluid transmission of the GDP 750/021 type and the original diesel engine 2 VFE 17/24 with the diesel engine M 773 A (a twelve-cylinder four-stroke diesel engine with a 180 mm cylinder diameter and 200 mm Piston stroke). The modification was in the repair shop in Velikiye Luki carried out in the period from 1995 by 2002. The renovated diesel trains were given the designation Д 1M (D 1M ).
As of mid-2014, the operation of the diesel trains is gradually ending. In 2001, the operation of the vehicles on the railways in Estonia ceased , in 2004 the October railway , 2007 the Yugo-Vostochnaja schelesnaja doroga , 2008 the railway in Lithuania , 2011 the railways around Kaliningrad and 2013 the Moskowskaja schelesnaja doroga . As of January 1, 2012, there were 68 diesel trains of the series Д1 in passenger train service on the CIS railways , including four vehicles on the Moskovskaya seleznaja doroga ( Novomoskowsk depot ) and 17 vehicles on the Odeska Salisnyzja ( Shevchenko , Chrystyniwka , Nikolayev depots ) 32 vehicles on the railway around Lviv ( Sdolbuniw , Chop , Kolomyja depots ), 15 vehicles on the Donetska Salisnytsja ( Swatowe , Ilowajsk depots ) and 20 vehicles in Moldova ( Kishinev depot ). Some of the multiple units and motor vehicles built on their basis were used for service trains. The RŽD stopped operating in 2013. A railcar with the number 748 has been preserved in the Novomoskowsk depot . Currently in reserve. A renewal of the company is not planned. The train has z. Currently still a valid maintenance level Kr 2 with modernization. However, there is no technology for maintenance level Tr-3 in the Novomoskowsk depot , so restarting the train is rather hopeless.
In 2012 the railways in Moldova signed a contract with Remar Pascani for the repair and modernization of their Д1 diesel trains. In the course of this, the interior fittings and the drive system of the trains were replaced. The first train delivered was returned to operation in 2012 after repairs had been carried out. More trains followed. The trains modified in this context were given the designation D1M in 2012-2013.
Technical specifications
A class D1 multiple unit is usually made up of two power cars and two non-powered intermediate cars. The multiple unit could also be operated as a five- or six-car train, and consisted of two power cars and three or four intermediate cars. Two multiple units could be controlled in double traction from a driver's cab . The axis formula of the basic unit was (1B) '2' + 2 '2' +2 '2' + 2 '(B1)'.
Vehicle part
The main frame is an all-metal construction in a load-bearing construction. It served as a supporting structure for the box unit and for the transmission of the drive and braking forces as a dynamic shock load that occurs when the train is moving. The frame of the power end consists of the head part, the intermediate part and the end part. The head part of the frame consists of welded profiles that have been reinforced with ribs and belts made of sheet metal. The head part has a recess for the diesel engine mounted in the drive bogie. The middle part of the frame also consists of profiles, arranged lengthways, crossways and diagonally. The end part of the frame consists of the buffer beam , intermediate profiles and struts. The construction of the frame of the intermediate car is analogous, except that the head section has been replaced by another end section.
The box of the wagons is put together as a solid, fully supporting welded metal structure. It is set up on the frame; It is made of longitudinal and transverse elements, consisting of sheet steel. The top side consists of fixings between the window and door stands, they are covered on the outside with smooth sheet metal. The roof is made of fixings between the longitudinal and transverse beams and is also covered with sheet metal. The car body is designed in such a way that the multiple unit D1 can be used on routes with low platforms as well as those with high platforms. An automatic center buffer coupling is attached to each end of the frame . The head shape of the power end has a snow plow. The entrance doors are double-sided sliding doors, they have a pneumatic drive that is controlled electro-pneumatically from the driver's cab.
Bogies
The box of the trib head is supported on a three-axle drive and a two-axle non-drive bogie. The box of the intermediate car is supported on two two-axle bogies. The wheelbase of the motorized bogie is 4700 mm, the running bogie is 2400 mm.
The frames of the bogies are welded. The load is transferred from the car body to the trunnion-free drive frames via two slideways. Originally the motorized bogies of the railcars had the same wheel arrangement as the previous type with A1A, from number 376 onwards this series went back to the 1B wheel arrangement familiar from Ganz-MÁVAG. The wheels have roller bearings and, like the previous model, are asymmetrically guided in the bogie. The roller bearings are guided in their bearings in the bogie frame, the load is transferred to the bogie frame via coil springs . The two-axle non-powered bogies are connected to the chassis by means of pivot pins. All wheels on the diesel train have a diameter of 950 mm.
Diesel engine
A motor of the type 12 VFE 17/24 is installed. It is a twelve-cylinder four-stroke diesel engine in 40 ° V-type with indirect injection , the installed capacity of 730 hp (537 kW) at 1250 min -1 . Unlike the naturally aspirated engines of the previous design , the 12 VFE 17/24 is turbocharged with charge air cooling. The cylinder bore is 170 mm, the piston stroke 240 mm. The total displacement is 65.37 l.
The cylinder block, crankcase and oil pan are made of silumin , the pistons are made of aluminum alloy and the crankshaft is made of alloy steel. The specific fuel consumption of the engine is 168 g / PSh (228 g / kWh), the dry weight of the engine is 4600 kg. The engine is started with two electric starter motors that draw electrical energy from an accumulator. The firing order is 1-4-2-6-3-5 on the left and 6-3-5-1-4-2 on the right.
Power transmission
The multiple unit D1 has a three-stage hydromechanical automatic transmission based on the Hydro-Ganz HM612-22 system . It consists of 14 gears, a hydrodynamic converter , drum-shaped connections and clutch plates as well as the output, intermediate and input shafts. The transmission has three speeds; the first is hydraulic , the second and third are mechanical. The transmission ratio in the first stage is 1.616; in the second stage 1.443 and in the third stage 0.95. You can drive backwards in every gear, and a reversing gear with two gear wheels is integrated into the gearbox. The final drive has a gear ratio of 1.857.
At the nominal speed of the diesel engine (1250 min −1 ) and a drive wheel diameter of 950 mm, the maximum speed of the train in the first stage is 54.6 km / h; 84.3 km / h in the second stage and 126.7 km / h in the third stage. Switching to the second stage occurs automatically at 55.6 km / h and the third stage at 83.5 km / h. Compared to the previous design , this transmission made work easier for the train driver, as he no longer had to shift the speed steps himself. The clutch no longer needed to be actuated to start off.
The torque is transmitted from the crankshaft of the engine to a connecting coupling, which is connected to the input shaft of the transmission by a cardan shaft. In the first stage, the torque is transferred to the pump wheel of the hydrodynamic converter . In the second and third speed levels, the torque is only transmitted mechanically. The efficiency is 80% in the first speed level, 94.7% in the second speed level and 94% in the third speed level. The maximum power of the mechanical power transmission is 550 kW, with the hydrodynamic 500 kW. The dry mass of the gearbox is 2715 kg.
Electrical equipment
The use of electrical equipment on the diesel train is used to control the individual components and the lighting. A nickel-iron accumulator of the type 2SK-400 is installed for this, which has a capacity of 400 Ah at a voltage of 48 V. A generator of the type EDZ-6914R is used to charge the accumulator ; the EH-262 cooling system has its own EH-261 generator . A control unit of type KV6 / VII is installed in the train, and there are contactors of various types. For the commissioning of each diesel engine, two direct current operated direct current machines of the type AL-FTB are used.
Braking system
As an active brake, the train has a block brake in each bogie and pneumatic brakes in the drive bogies. The indirect brake is designed as an electropneumatic brake . A handbrake is also installed in each car .
The active brake is implemented on both sides. The total calculated braking force on the 16 braked wheels is 136.2 Mp (1336 kN), that is 66% of the unladen weight or 52% of the service weight of the train. The brake of each car consists of one system per bogie. In each brake system there is a brake cylinder with a diameter of 10 in (254 mm) and automatic regulation by the lever transmission of the type SAW-300 . The braking force is transmitted from the brake cylinder to the wheels with the aid of compressed air via a lever system and the brake pads. If the brake is released again, tension springs return the lever system to its starting position. An automatic compensation device regulates the brake when the brake pads are worn. This automatically ensures a brake cylinder stroke within the limits of 100 to 150 mm. The transmission ratio of the lever systems is 8.53. The calculated force of the brake pressure on the axles is 10 Mp (98 kN) (up to Д1.376 12 Mp (118 kN)). The handbrake is operated by a handle, a brake shaft is displaced via vertical forces, and this creates the connection to the brake lever system.
The brakes of the non-powered bogies each have their own brake cylinder with a diameter of 12 in (305 m) and an automatic regulator SAW-300 . The transmission ratio here is 6.07: 1, the calculated force on the axle of the bogie 8 Mp (78.5 kN) (up to the Д1.376 12 Mp (118 kN)). The handbrake facility is correspondingly higher.
Systems for operating liquids and gases
- The fuel system is intended for supplying the diesel engine with fuel, storing and cleaning it. It consists of three tanks - two main tanks with a capacity of 1200 dm 3 each and a reserve tank with a capacity of 80 dm 3 , a fuel pump , the fuel filter and the lubrication system for the turbocharger .
- The oil system is responsible for storing, cleaning, cooling and supplying the oil to the lubrication points of the diesel engine and the power transmission for the starting converter . The system includes oil containers for the engine lubricating oil or the fluid transmission, the oil pumps used for this, filter groups as well as waste containers, heat exchangers and pipelines with flaps and valves. The supply of oil in the diesel engine system is 200 dm 3 , in the system of the fluid transmission 210 dm 3 .
- The cooling system is designed for cooling the oil of the diesel engine or the transmission, it consists of the cooler with a cooling surface of 204 m 2 , two heat exchangers for the engine lubricating oil or the oil of the flow converter, a water tank, pumps and systems of the turbo lines. The supply of water in the system is 1200 dm 3 .
- The pneumatic system supplies the work of the brake system , the diesel engine, the control of the gearbox, the sand spreader and the pneumatic access doors. The system consists of a compressor, a cooler, pressure devices and the air tank.
- The heating and ventilation systems supply the interior of the diesel train with heating and fresh air. Naturally, the ventilation is provided by fans on the ceiling of the passenger compartment. The heating of the multiple unit is realized with an air heater. Fresh air is fed into a chamber via blinds on the side walls of the motor vehicle. There, if necessary, the fresh air is mixed with the waste heat from the cooling circuit from the diesel engine and is forced into the passenger's compartments by fans. When the diesel engine is not running, a preheater is used to heat the air.
- The fire fighting system includes two foam extinguishers with a foam generator, each of which is housed in the motor vehicle. These extinguishers have a rubber duct with a length of 12 m to extinguish the fire both in the train and in the immediate vicinity. The device is controlled with compressed air.
- The water supply system is used to supply water for the purpose of travelers and consists of a 350 dm 3 tank that is installed above the toilet. So no pump has to convey the water to the toilet. Since it is located near a duct with warm air, it is protected against freezing during the cold season. In addition, a drinking water tank with a circumference of 30 dm 3 is provided.
Change in construction
Numerous design changes were made during the delivery of the trains. A more powerful three-cylinder air compressor of the type MK-135 was installed in the trains from serial number 306 . It produces 1450 dm 3 / min at a nominal drive shaft speed of 695 min −1 . Starting with the train with serial number 306 , the luggage compartment was removed and the air filter for ventilation was installed in its place. From the train with the serial number 336 , the height of the car body was increased from 4600 mm to 4880 mm. Starting with the railcar with the serial number 376 , due to insufficient work of the motor bogie, this was changed in such a way that the first axle is the running axle and the two following axles are the driving axles. The wheelbase of the drive bogies then increased from 4170 mm to 4500 mm. From 1972 the multiple units then had the uniform track width of 1520 mm. The electrical equipment of the train was also changed.
Interior furnishings
In the power end, the engine compartment follows, starting from the driver's cab. This is followed by a medium-sized partition that was originally used as a luggage compartment. It had five folding seats. Should no luggage be carried, this compartment could also be used as an auxiliary compartment for the passengers. From trains with serial number 306 , it was removed and used to accommodate the air filter. This is followed by an anteroom with entrance doors, a passenger compartment with a toilet and a second anteroom with entrance doors. In the sidecar, most of the space is taken up by the passenger compartment, which is designed as a large area and is delimited by two vestibules with access doors. The open-plan compartment consists of rows of two to three seats with a central aisle. The seats are designed in the so-called hard construction. The frames of the benches are made of tubes that are reinforced with steel angles. They were originally covered with wooden strips made of beech wood. In some cases, the slips were also covered with foam. There are 72 seats in the passenger compartments of the powered end car and 128 seats in each of the intermediate cars. The luggage racks are attached to the side walls above the windows and are made of aluminum profiles. The interior lighting is installed on the ceiling. It is arranged in two rows above the seats. Up to the vehicles with the 600 serial numbers, the lamps were fluorescent lamps . Since these could not be delivered in the USSR , as part of the KR-1, the lamps were removed, their openings closed, and incandescent lamps were installed in their place . A vestibule of the car was intended by the manufacturer as a place for smokers. Later the facilities for operation were removed.
Operation of the train
control
All operating systems are arranged in the front part of each power car. In normal operation, the entire train is controlled from a driver's cab. There is also the possibility of multiple traction. The driving switch, the reversing lever for the reversing gear, the driver's brake valve , the tachometer for the diesel engine, thermometers for the various systems, ammeters , voltmeters , electric speedometers , signal lamps and other devices are located on the driver's control panel . To the right of the driver's seat there is a pressure gauge for the oil pressure in the oil system of the diesel engine and the hydromechanical power transmission, as well as a pressure gauge for the compressed air in the pneumatic brake system . Above that there is a panel where faults in the systems were displayed.
The drive switch of the railcar is the type KV6 / VII, which has been further developed from the previous design . It has a rotatable handle for control and has the positions 0, A, W, 1,2,3,4,5 . In the 0 position , all apparatus in the train are switched off, all electrical lines are dead; in position A , reversing the reversing gear, maneuvering and starting the diesel engine are implemented; in the W position , the speed of the diesel engine increases from 530 to 830 min −1 , the diesel engine is idling here; in positions 1-5 the power transmission is closed and the speed of the diesel engine increases according to the switch position. In contrast to the previous model , the engine driver no longer needs to control the transmission except for the drive switch control. The reversing lever for the reversing gear has five positions; 0 , forwards , forwards Fk , backwards , backwards Fk .
Equipment for the serviceability of the train
Complex work is planned for preparing the unit for service on the route, which depends on the specific route situation in the stations or stops. This work includes the supply of fuel, oil, water and sand in accordance with the official instructions. Upgrading a railcar takes about 50 to 60 minutes. Every two days in operation, the unit is washed from the outside in stationary wagon washing systems, and the interior is cleaned once a day.
Technical service and repair
The technical operation of the multiple unit are complex tasks to maintain the technical integrity and operational readiness. In accordance with the service regulations of the Ministry of Transport and Communications , maintenance work was carried out at various levels of maintenance; in level T0-1 when accepting and dropping off the train; at level TO-2 every 48 hours, at level TO-3 every ten days.
The repair of the diesel train was carried out in complex maintenance stages for the restoration of the intactness and working condition. In accordance with the service regulations of the Ministry of Transport and Communications , this periodic repair work was also carried out in maintenance stages, namely; within the scope of level TR-1 every two months; in the maintenance level TR-2 every 75,000 kilometers of mileage, only not longer than 7.5 months; in the maintenance level TR-3 every 150,000 kilometers of mileage, but not longer than 15 months. The periodic work was carried out in the depots for the diesel locomotives. There were repeated problems in the individual depots because of the length of the maintenance tracks, since a multiple unit should not be disconnected during the work if possible. In the depots that carried out the TR-3 , there was also a possibility to repair the diesel engine, the gearbox and the reduction gearbox for driving the auxiliary gearbox.
The general repair of the multiple unit was carried out in the repair shops. They were also carried out in periodic work according to maintenance levels, namely in maintenance level KR-1 every 600,000 kilometers of mileage, but at least every five years; in the maintenance level KR-2 every 1,200,000 kilometers, but at least every ten years. The capital studies were carried out by the Velikiye Luki , Shmerinsk and Daugavpils repair works .
A railcar train D1 is controlled by a driver and an auxiliary driver. The driver has his place at the head of the powered end car, the auxiliary driver, depending on the conditions, in the cabin at the head or at the end of the train. In the case of double traction of two multiple units, a second auxiliary driver is accommodated on the second multiple unit.
Traffic as a double traction
In principle, it is possible to run two multiple units as a double unit with control from the front multiple unit. To connect two multiple units, there are connection cables that connect the multiple units via two 30-pin plugs. The main systems of all motor vehicles are connected to one another via this connection. Due to the different design of the control systems, multiple units are classified in different groups, namely in group 1 : the trains with the serial numbers 201-255 , to group 2 : the trains with the serial numbers 256-355 , to group 3 : the trains with the Serial numbers 356-375 and for group 4 the multiple units from serial number 376 . Within a group, the multiple units can be driven in double traction without restriction. When group 3 trains are coupled with group 2 and group 1 trains , only the pneumatic brake of the leading train can be controlled; These restrictions do not apply to the coupling of trains in group 1 and group 2 , and also in the coupling of trains in group 4 with trains of any other group. The work of the trains with double traction in the individual groups is laid down in a law of 1969 on the system of many units at the Ministry of Transport and Communications . The subdivision became necessary because some essential functions of the controlled train, such as the compressor and sand spreader, did not work.
Marking of the train
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Originally the trains up to inventory number 299 were designated with the inner index Д (D). They received the index Д1 (D1) only from the railcar with the inventory number 300 . The numbering of the multiple unit was given the name and number of the unit as well as the numbering of the car. The motor cars were only given odd numbers with 1, 3, 5 and the sidecars the numbering 2, 4 . In history it has happened that z. B. in the case of a motor vehicle that had to be retired, the replacement vehicle was given the number 5 .
Outside, the cars were given a manufacturer's plate with the information on the year of manufacture. The vehicles manufactured at Raba in Győr also had the factory number on the manufacturer's plate. An eight-digit code is also attached to the vehicles of the multiple unit. The first digit of the code is always 1 , the second digit denotes the type of unit ( 7 is diesel train), the third digit describes the use ( 0 is passenger transport). The fourth digit means e.g. E.g .: 2 is an intermediate car of a multiple unit, 3 is a motor car of a train. The inventory number of the wagon is coded from the fifth to the seventh digit, the eighth digit is a control digit.
See also
Web links
- Website on railcar operations in Lithuania
- Statistics on the delivery and stationing of trains
- Advertising brochure of the company Ganz regarding the railcars manufactured since 1925 on the basis of the MAV series Hargita
- Description of the railcars on perecheek
- Photo of the D1-719 on bahnbilder.de
- Travel report from the Ukraine from 2007 with the diesel trains of the D1 series
- Документальный фильм - дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles) on YouTube