DB Class VT 24

The VT 23 and VT 24 series denote multiple units with diesel engines of the German Railways, consisting of two powered end cars and up to two intermediate cars. The intermediate cars were referred to as VM 23 and VM 24. In 1968, the railcars were redrawn in the series 624 equipped with air suspension vehicles were designated 634 The middle car ran henceforth as 924 or 934 to January 1, 1994 changed the vehicles become the property of the successor German Bahn AG and its divisions / subsidiaries.

• 2.1 marshaling
• 2.2 Mechanical Part
• 2.3 Drive
• 2.4 Electrical part
• 2.5 braking device
• 2.6 Heating & Ventilation
• 2.7 Additional safety equipment &
• 2.8 passenger compartment

History

Prototypes

To rejuvenate the stock of DMUs the German Federal Railroad in 1959 ordered two three-section prototype of MAN and the wagon Uerdingen. MAN delivered in the summer of 1961 his two units of VT 23 501 23 501 VM VT 23 502 and VT 23 503 23 502 VM VT 23 504 Almost simultaneously came from Uerdingen the VT 24 501 24 501 VM VT 24 503 and VT 24 502 24 502 VM VT 24 504 Both varieties were very similar. Shortly after the delivery came the four trainsets for Bw Bielefeld, where they were used in a mixed plan with V-100 horsedrawn carriage trains to gain comparative data. From 1964 the common built by MAN and the wagon Uerdingen multiple units of the standard version ( class VT 24.6 with intermediate cars VM 24.6) were delivered. From 1968, both prototype series and the production version in the series 624 were combined, gradually also an approximation to the production vehicles took place over the years. Until recently, however, one could easily distinguish the MAN pre-production vehicles at the rounded front roof or the car Uerdingen to their different door arrangement of their successors.

Series vehicles

From 1961 to 1968 a total of 80 railcars and 55 intermediate cars at MAN and the wagon Uerdingen were built. Of the MAN prototypes while the shape of the front page was taken while eventually applied by the Uerdinger prototypes, the arrangement of the doors in the series production. 1967 began the first experiments with the railway arch -dependent car body control. These numerous VT and VM have been retrofitted with air suspension. Also in 1968 subsequently delivered by the wagon Uerdingen 15 middle cars ( five of them with two first - class compartments ) had already factory air suspension, a total of 13 three-piece 624 units were equipped with tilting technology, up to 140 Km / hr and in the series 634/934 redrawn. However, the costs and benefits of tilting stood in no relation to each other, especially as the inclination angle was limited by the untapered car bodies, so it was removed to 1979 for all vehicles again. What remains are the air-sprung bogies and the associated better running properties compared to 624

Use

The vehicles were initially located in Trier, Braunschweig, Frankfurt, Nuremberg and Osnabrück, their use was carried out with transport, express, special and also fast trains, the latter being catered for the high mileage. The stock was, however, gradually to 1980 focused on the operation works Osnabrück and Brunswick, which were the strongholds of the 624/634 for many years. Only some 934 remained in Nuremberg for the formation of a four-part 614 units. At the same time the range of applications quickly reduced to the vehicles actually intended task, the local and district traffic.

The Osnabrück vehicles had their life priorities in East Westphalia in Münster, in the Oldenburg region as well as in the northern Ruhr area. Downright typical case were the routes from Munster to Gronau, Coesfeld and Rheda-Wiedenbrück/Bielefeld. In addition, they reached during various timetable periods in the resin and in the forested mountains. From 1993 to 2000, even all the 624 and 634 in Osnabrück at home. With the loss of routes to Wilhelmshaven, Esen and Delmenhorst, Rahden and Lemgo at the competition as well as the tender -related use of the 643 on routes to Coesfeld Gronau and numerous vehicles were supernumerary in one fell swoop. All 634 and some 624 moved back to Brunswick. The start-up of Prignitzer railway between Oberhausen and Coesfeld as well as the commissioning of the S9 between holders and Wuppertal were some 624 are delivered to Cottbus. In December 2003, the operational area of ​​the 624/634 has been further curtailed, when the operation was transferred to all diesel routes in Eastern Westphalia to NCAs and Euro car. From now on, it came to a greater extent to turnarounds and scrapping. For one year were the 624 still on the routes Unna - are observed Enschede before had to be increasingly 628 and 643 introduced in the rounds from approximately the fall of 2004 to replace fristabläufige 624 - Neuenrade, Dortmund - Iserlohn and Dortmund - Coesfeld - Gronau. Mid-December 2004 was then concluded, almost all of the remaining, operational 624 were collected in Dortmund- Scharnhorst and transferred a few weeks later to Karlsruhe. There they stood until 2009. Further 624 were initially held in Osnabrück and Münster as operating reserve, there was even at least one use as a 425 replacement. Some Osnabrück vehicles were also to Poland.

The Braunschweig 634 came together with the 614 - some even in mixed units such as 614 914 934 634 - in a large field of application to Bad Harzburg, Kreiensen, Göttingen, Bad Loud Mountain, Walk Ried / Nordhausen, Uelzen, Ottbergen, Altenbeken, Paderborn, Hameln and Bielefeld. After delivery of 628.4 in 1993 gave Braunschweig from all of its 634/934 to Osnabrück, seven years later were all 634 and some 624 to Brunswick, whereby the use of covered with diesel locomotives trains could be greatly reduced there. Although separate rosters for 614 and 634 were prepared, but it 's almost traditional that repeatedly lost vehicles in each other's orbit. Again, the classic VT distances were traveled in Harz and Weser mountain country, but also new areas were reinforced conquered, such as Hanover - Soltau, Uelzen - Soltau - Bremen, Emden Hbf - Emden - outer harbor and empty - Nieuweschans. The loss of the Bielefeld VT route network did, however, directly and indirectly (through surplus 628) a full set of 624/634 superfluous, which were shut down and cannibalized partly scrapped and. Deliveries of the 648 series meant then for the remaining 634, the insert end, the timetable change in December 2005 ended the last 634 inserts.

As a replacement for the Series 219 hauled push-pull trains the Cottbus in 2001 received six three-piece 624 units, which were used, inter alia, on the Eastern Railway. With each performance, the vehicles came to the island of Usedom. The end of 2005 came to an end this chapter, which were replaced by the 628 series 624. A portion of the stock moved to PKP and was still used until 2012 on the railroad tracks Szczecin and Kolobrzeg Szczecin Szczecinek.

Eleven three-car trainsets were sold to Transferoviar Grup in Romania, where they are used in space Cluj.

Construction & Equipment

Train composition

The railcars are usually of two driven traction and a non-driven intermediate cars. However, it may also be formed with or without units of up to two intermediate cars. An even larger number of intermediate cars is not possible in passenger service. The formation of multiple operation is possible up to three units / six machines should operate in a train. 624/924 and 634/934 can be coupled to each other fully mixed, the same applies with tiny restrictions for the 614/914 ( faults in the toilet facility of 914 can in the driver table are the 624/634 not displayed).

Mechanical Part

The car body is made of welded, self-supporting rolled sections; the bogies of a light welded H frame. In between are the 624 sliders and double coil springs, air bags, two at 634 per bogie. The train and braking forces are transmitted via pivot. The air suspension of the 634 fed from the main air reservoir pipe, the ride height is held by three air suspension valves per vehicle constant. The trainset is coupled via automatic Scharfenberg couplers which mitkuppeln also air and control cables. At the ends of the motor car, however, regular train and shock devices and cables and sockets for control and UIC line are available. The transitions within the drive train are protected by dust-proof Rubber Bellows. The transition between coupled trainsets was originally done fold-out transitions, because of the maintenance effort, the front side doors, however, were gradually closed after a few years of use / verblecht. Only a small number of vehicles allowed the transition possibility to keep up to their modernization early 90s for special train operations. The motor car equipped with container for diesel fuel, fuel oil, cooling water and sand. The original existing toilet were almost all removed so that only a few motor cars still have hot water cylinder. In the middle cars, however, are two of them available, and also a fuel oil tank. During the middle car and the MAN prototype motor car two semi- centrally located, have double-leaf sliding doors, with all other motor cars an entry on short dome end were arranged and executed only one wing.

Drive

Is driven each power car of the series 624/634, each a boxer diesel engine type D 3650 HM 1 UB MAN with an output of 331 kW (450 hp) at 1700/min, which has a charge controller with mechanical idle and Enddrehzahlregelung. The power passes through a propeller shaft to a hydrodynamic torque converter with a downstream two reversing gear. The connection to the axle drive in located under the cab bogie via a cardan shaft more. The entire propulsion system is suspended under the car body. The cooling of the cooling water is in a laterally under the floor attached cooler with hydrostatically controlled and driven fan motor. The management of the engine and transmission on a 24 -volt control. The entire propulsion system monitors itself here in its most important functions itself Monitors are there coolant level, coolant temperature, engine oil pressure, engine speed, transmission oil temperature, transmission fill and end position of the reversing gear. Exceeding the limits leads, depending on the priority to different actions such as starting lock, traction lock, engine and transmission idle power limitation up to stop the diesel engine. In the event of a fault to the driver offer extensive possibilities for trouble shooting and setting up emergency circuits, so that a total failure is almost impossible.

Electrical Section

The trainsets have two separate circuits. The 24 volt system is used to control the vehicle and the propulsion plant and the supply of door control, the tip lights, the train radio, the Sifa and the PZB. The 110- volt system supplies the heating and the passenger compartment lighting. The two charging generators for the 24 - and 110 -volt batteries are located together with the air compressor in a flange-mounted to the diesel engine machine frame ( quite comparable to that used in the VT 64x "Power Pack "). About the Scharfenberg couplers, the stresses are also provided The trailers are available. About a so-called KKE selector means the car can be optionally switched to one of two motor cars; to burden evenly around the plants, the position should be changed daily. For four-part units must always be to the motor car facing side are running, as the voltage in the normal way is not fed ( therefore can not be more than two intermediate cars drive in a Train). Also the electrical part has fail- safe design: In case of failure (eg failure of a power plant ), it is possible to connect both the 24 -volt and 110 -volt systems of both power heads together so that the batteries are protected from discharge. The drive is controlled via a Fahrschalterhandrad with the levels 0, LL, 1 - 8 Level LL contributed originally the last no longer active idle loading device. From Step 1, the transmission is filled from stage 2 via the Füllungsversteller increasing the fuel supply. With the modernization of an electrically controlled parking brake and the driver's cabs on the left side of Seitenabfahreinrichtung was installed, which allows the exit from the side of the driver.

Braking device

All vehicles have a continuous, automatically indirectly acting pneumatic brake. The required air is generated by the air compressor in each drive system and stored in the main reservoir. The initiation of the braking is done by lowering the pressure in the main air line with a driver's brake valve. Present in each vehicle control valves can then in proportion to the reduction in pressure air to flow from air reservoir to a variable load relay valve, which works as a pressure booster and is additionally influenced by a load sensing at 624 and the pressure in the air springs at 634 ( in this way the adjustment the braking force to the weight of the passengers realized). From there, the brake cylinders are supplied. In order to prevent flat spots on slippery rails, a fast-acting, mechanical Gleitschutzregler is available on each axis, which bled the brake cylinders as needed for a short time; 934 442 has an electronic WSP. In all vehicles, a spindle brake is available. In each case only to the leading motor bogie acts a manually via a solenoid valve controlled holding brake, which automatically triggers itself when locking the engine performance.

Heating & Ventilation

Each of the vehicles has an oil heater. While these are just the passenger compartment heater is in the middle car is preheated with her in the motor vehicle via a heat exchanger and the cooling water and kept warm. At the same time the engine waste heat can also be used to heat the passenger compartment in this way, but what could never fully satisfy due to technical control deficits. The heating of the passenger spaces via hot water radiators on the side walls, the water flow is controlled via slider. Their operation is for the passengers, so that the temperature can be set individually per room and large compartment. The leaders of space each have two heater fan that get their heat from the cooling water circuit. The passenger compartments are ventilated with individually lockable, static roof vent.

Accessories & safety equipment

Like any other mainline vehicle also has the 624/634 on safety driving circuit ( Sifa ), the point -like Zugbeeinflussungsanlage the type I 60 ( upgraded in 1999-2002 to PZB90 functionality), four sanding devices per motor bogie and a Pfeifeinrichtung. Were later retrofitted mechanical Gleitschutzregler train radio and the type Zf 70, which was replaced in the last few years of use in some, few vehicles against the Zf 90. The external doors can be closed by any doppelflügeligem entry in the train and also release, further also occupied by the driver's cab. The selectivity and door monitoring interval and the buzzer were retrofitted only with modernization. Since then, the vehicles may in operation without conductor (now self-handling by the driver, SAT) drive. The passenger information per serving two roller blind displays behind each cab. The Cottbus vehicles a sentry box for Zuglaufschilder was installed in the front pages yet. Ever since the modernization of all vehicles have a speaker system that can be operated via a gooseneck microphone of the cabs from. Furthermore, UIC audio sockets are in the passenger compartment available for feeding through a mobile sound system. About the UIC regular cable Announcements can also be fed from moving in multiple traction VT or from a Schlepplok from. In the trailers, located at both ends of the coach is a toilet with downpipe. As the only vehicle has the 934 442 over two closed toilet facilities, one of them wheelchair accessible.

Passenger compartment

Originally had the 624 one the pieces of silver corresponding interior, designed as a large room with art leather-covered seats in a 2 2 arrangement. The two first class compartments are located on the short dome end of the motor car. They meet with their pull-out seats and luggage racks also arranged above the pieces of silver. Illuminated are the passenger compartments with fluorescent lamps that are installed in luminaires arranged in two rows. Behind the leaders raumen there was the luggage compartment with side loading doors, carried out at the series as a vehicle can only be opened from the inside double leaf swing door, with the prototypes as a pivot sliding door.

With the modernization of the early 1990s, the interior was - again analogous to the pieces of silver - thoroughly refreshed. The seat frames were repainted in purple, the seats reupholstered in turquoise fabric, the walls re-clad with blue and beige boards. The windows were exchanged for those of a more sealed design; on most vehicles only half of the windows were henceforth to open. In some of the vehicles, the plastic tub covers the ceiling lights were replaced with more attractive grid covers. The baggage compartments were abandoned in favor of additional seats, an empty area next to the front entry into the motor car was instead restated as a multipurpose room. 934 442 has 914 as the intermediate car individual seats instead of benches and is decorated in the so-called RE- style.

Three intermediate car series 934 were converted in 1970 from the special traffic to company car, where the passengers could be hosted. The three intermediate cars were designated as 934 200, 201 and 202

Whereabouts

By 2005, the railcars were replaced by new vehicles and 2006, a majority of 624 in Karlsruhe RBF and RBF in Hamm was parked. Part of the vehicles sold the DB 2005 the West Pomeranian Voivodeship in Poland. The Polish State Railways PKP ordered the vehicles as a series SA110 and used them in regional traffic to Kolobrzeg ( Kolberg). The last of these railcars was taken out of service in 2012 and transferred to the Railway Museum in Gryfice.

A new home found the vehicles since September 2009 in Romania. The Transferoviar Group (TFG ) has announced that it will take a total of twelve three-piece railcar units of series 624 and 614. There, they are processed and modernized. End of 2011, ten sets were already in use. They carry there the numbers 76-2401/2402 ff

The maintenance of a vehicle as a museum railcar moves further and further away, especially since the state of the vehicles parked steadily deteriorating. 2011, the only 624er ​​in Hamm (Westphalia ) was turned off.