TAG gear
The TAG transmission was a compact, semi-automatic mechanical manual transmission that was used in light, two-axle internal combustion railcars . It was developed by Triebwagen AG . It can be called the predecessor of the more famous Mylius gearbox .
It had its origin based on the gears of the first diesel-mechanical railcars from around 1926. This gearbox was driven by the engine via a bevel gear pair. The gears consisted of two shafts in which the gear pairs with the individual gear ratios were arranged parallel to the vehicle axis. The power transmission was carried out by claw clutches , of which only one always enabled the appropriate gear selection. This power transmission was sufficiently proven practice , especially in off-road vehicles in automobile construction with the FAKS transmission . In contrast to the automotive industry, the claws had to be controlled remotely on the railroad. In addition, the mounting of the gearbox in the unsprung gearbox mounted on the axle turned out to be disadvantageous in the case of rail joints.
A second forerunner of the TAG transmission were the mechanical transmissions of the DWK railcars , which can be shifted by gearwheel shifting , where the shifting required a great deal of sensitivity on the part of the railcar operator and with which no automatic control was possible with multiple traction .
The TAG gearbox was connected to the vehicle's diesel engine via a double rubber fabric disc coupling. The gear pairs for the four top speeds 12.3 km / h / 23.4 km / h / 46.3 km / h / 71.6 km / h were constantly in mesh. In contrast to the first railcar transmissions , the reversing transmission was integrated in the transmission block and downstream of the manual transmission. The gearbox was connected to the engine on a separate support frame. The transmission to the drive axles was carried out by a cardan shaft via the axle drive. In contrast to the Mylius gearbox , each claw, which was designed as a friction clutch , was switched by a pneumatic cylinder . A throttle valve was connected upstream of the shift cylinder of the first gear in order to achieve a smooth engagement when starting up. This type of gear shift was reliable, but brought the weight of 950 kg for the entire gearbox with it, which is why the Mylius gearbox was ultimately more advantageous. In the last version of the transmission, a shift cylinder was saved. The claw shifting was carried out alternately between 3rd and 4th gear by a pneumatic cylinder.
Three vehicles that were factory-fitted with the TAG transmission have been preserved to this day. These are the VT 135 054 in the traditional Staßfurt depot , the T 3 of the Minden Museum Railway and the DEW 10/718 Regensburg of the Franconian Switzerland steam railway .
literature
- Heinz Kurz: The railcars of the Reichsbahn design. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
- Rolf Löttgers: The railcars of the Deutsche Werke Kiel. Verlag Uhle and Kleimann, Lübbecke 1988, ISBN 3-922657-61-3
Individual evidence
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 26
- ^ Olaf von Fersen: A Century of Automobile Technology - Commercial Vehicles , VDI-Verlag, 1987, ISBN 3-18-400656-6 , page 141
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 27
- ↑ Rolf Löttgers: The railcars of Deutsche Werke Kiel. Uhle and Kleimann Verlag, Lübbecke 1988, ISBN 3-922657-61-3 , p. 50
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 107
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 118
- ↑ Heinz Kurz: The railcars of the Reichsbahn types. EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2 , page 110
- ↑ Detailed information about the VT 135 054 in the traditional Staßfurt depot
- ↑ Detailed information about the VT 135 060 of the Verkehrsgemeinschaft Osnabrück
- ↑ Detailed information about the DEW 10/718 Regensburg of the DFS