DB Class 628

The 628 series is a two-part diesel railcar of Deutsche Bahn AG, each consisting of one motor ( 628) and vehicles ( 928) or in a few vehicles from two motor cars. In German Vehicle Register the series number 95 80 0628 was awarded for these vehicles.

These vehicles are used widely in Germany transport on secondary and subordinate primary paths. They are regarded as the successor to the rail and buses are like this, often dubbed the savior of branch line. Due to the high number nichtelektrifizierter routes are the vehicles, despite the increasing replacement by numerous successor, still on a variety used.

• 3.1 marshaling
• 3.2 carbody
• 3.3 Drive
• 3.4 Electrical and Controls
• 3.5 braking device
• 3.6 Heating and ventilation
• 3.7 cab
• 3.8 Additional and safety devices
• 3.9 passenger compartment

History

628.0

The development of the 628 series began in the early 1970s, when the railcars of series 795 and 798 reached the end of its estimated useful life. The Federal Railroad Central Office in Munich began therefore in cooperation with the wagon Uerdingen with the design of a transport railcar class 628, which should replace the rail cars and the battery railcars of Class 515. The new vehicles should be usable on main lines, which increase top speed, enhancing the braking system and increased comfort over the rail buses required, but should not cost more than a rail car at the cost of his. 1974, only two years later, the wagon factory Uerdingen and MaK the prototypes of the two-part series 628.0 as well as their one-piece variant series 627 could imagine for use on routes with weaker passenger numbers. The vehicles were tested and proved themselves exceedingly, although even then sometimes the apparent lack of efficiency of the machinery.

What is striking is the 1984/1985 was carried out demolition of automatic Scharfenberg coupler on the regular train and draw gear. Apparently the Scharfenberg coupler in winter caused extra problems, so also was the possibility of multiple units with the later 628- series and be able to form 627.1 and take coaches; the 627.0 were rebuilt. As early as 1980 were in the development of the 628.1 to 628 006, 628 016, 628 007 and 628 017 expanded the engines and coupled with 628 021, 022, 023 and 024, which had received more powerful engines.

The trainsets 628 004 / 014 628 005 / 015 628 009 / 019 and 628 010/ 020 arrived first to the Bw Braunschweig and from there to the non-electrified lines in Harz and Weser mountain country. The remaining 628.0 were stationed in the depot Kempten (Allgäu ), whereas them, the Braunschweig 628.0 followed in June 1980. Henceforth, all pre-production series were located 628.0 in Kempten. From there they came on all routes in the Allgäu for use by the end of 2002. As of 2003, their use radius was reduced to the Außerfernbahn, and in January 2005 the last vehicle of this series (628 008/ 018) was finally shut down. Some have already been scrapped, others sold to Poland, where they are repainted and gone with minor adjustments in the winter 2005/2006 for the Koleje Mazowieckie again.

628.1

After delivery, testing and probation of 628.0, it did not come to mass production, as has just been re-evaluated from the political side of the rail transport and was not yet clear how many and which vehicles would be for ever still needed. The project 628 series came four years almost to a complete stop. Behind the scenes, the engineers developed but the railcar unabated. 1981 presented to the motor coach series 628.1, were built by the three copies. The most important difference was the absence of the second machine system, since the remaining engine alone was strong enough to move around the railcar. The second part of the wagon could be to control car BR 928.1. Along with some other changes as a simplified electrical system, the abandonment of one of the two toilets and one of four previously entrances per page as well as the equipment for one-man operation made ​​this for even greater economic efficiency of the vehicles.

Additionally, there was again a one-piece variant called 627.1, were obtained from the five prototypes. The new vehicles were also tested for two years and proved themselves as their predecessors excellent, so now a series production nothing stood in the way. The one-piece variant did not go to series, because it offered little more seats than a bus and was therefore not economically viable. A special feature has the 628 102 as the only this small series a 1st class compartment.

The three multiple units of the transition series 628.1 ( 628/928 101, 102 and 103) were all home from the beginning in Kempten im Allgäu. From here, they came to 8 December 2007 a ​​separate circulation plan on the Außerfernbahn and on the Iller Valley Railway for use until the timetable change in 2006 they reached still further objects in the Allgäu region, eg on the route from Augsburg to Füssen. In its last major investigation in the years 2001 and 2002, the vehicles were adjusted for technical standardization in some respects to the sub- series 628.2. Early 2008 were all 628.1 z- placed. In early April 2008, they were transferred to Hamm.

2011, the railcars were sold 628 102 and 103 to the Société de gestion of Sodema Inc. équiquements publics de Charlevoix to Canada, they were to (FWM ) has been overtaken at Hennigsdorf the vehicle works Miraustraße.

628.2

Before it came to series production, some short-term needs were still integrated into future production vehicles 628.2, including a large capacity compartment first class, improved ventilation, and a partition between the driver's cabs and the passenger compartment. Externally, the front was more tilted and moved the upper tip light under the front wheels, further received the vehicle instead of the rolling band display the previous four electronic destination displays on the front sides and side walls. The proportion of Non smoking area was increased. A total of 150 units of this type were procured between 1986 and 1989. When operating plant in Kiel some of these railcars were for a time operated at 140 km / h; as this, however, it actually led to the weak drive system to increased wear, this high-speed inserts were terminated soon. The 628.2 DB regional train Schleswig- Holstein were all now a redesign with new seats, new interior paint, wheelchair ramp and others. Few years earlier had already been subjected to a 628.2 Karlsruher a fundamental modernization of the interior.

The multiple units of class 628.2 arrive on schedule in Hesse, Rhineland -Palatinate, Baden- Württemberg and Bavaria are used. Only a few years also routes in North Rhine -Westphalia, Mecklenburg- Vorpommern and Saxony- Anhalt were busy. Currently run under other on the track - Worms Alzey -Bingen and around Ulm units consist of two coupled together 628 motor coaches of the series and thus differ from the trains running on the route Mainz- Alzey 628.9/629-Kompositionen. Striking are the missing first - class compartment and the two toilets in the middle of the train. For lack the otherwise in the control van or 629 on the existing short- dome end folding seats.

The regional train Schleswig-Holstein has basically completely sold their 628.2 fleet in December 2009 in favor of LINT 41, however, are within the scope of transport substitutes for missing or damaged lint repeated 41 628.2 loan came several used.

628.4

In the second series, the experiences were included that had been made ​​in everyday operation with the railcars. In 1992, the Düwag (formerly wagon Uerdingen ) before the motor coach series 628.4, which was again technically improved and further developed. By intercooling performance of the diesel engine could be increased by 20 percent. When the doors of the lower windows were omitted because they sometimes went by stones to break the predecessor 628.2. To the short end of the dome can install a double door, both parts of the vehicle have been extended by 50 cm. Between November 1992 and January 1996, a total 309 railcars were built, but some of which came to other railway companies, among others, to Luxembourg ( see inset ), and Romania.

The first vehicles in the Rhine- Ruhr and Southwest received a modernization of the interior. The railcars were adapted to the current DB interior design. The seats have blue upholstery and armrests in beech wood, the partition walls are silvery, the completely white luggage racks; the beige side wall paneling was retained design unconstitutional. The color in the entrance hall is now white also partially bigger bike compartments were set up in the middle of the train.

The Luxembourg State Railways CFL possess two 628.4/928.4, which are also numbered according to DB system (628 505-0/928 505-7 and 628 506-5 506-8/928 ). Since 2001, first in mint green / white, now in red livery: This corresponded to the corporate logo on the front getting their DB sister vehicles. They run on Trier 628- rounds of the DB (ie, between Trier and Luxembourg as well as between Trier and Gerolstein ) and for the CFL itself in transport within Luxembourg.

Since the early 1990s, other railcars were hardly offered, procured some private railways railcars of this type. The railways and transport companies Elbe- Weser ( EVB ) received in 1993/94 Five units and driving trailers 628.4/928.4, the Frankfurt- Königstein Railway (FKE ) received order to secure capacity in 1994 and 1995, a combination 628.4/928.4 two 628.9/629-Triebzüge. The Westerwaldbahn GmbH took over in 1995 with the Daadetalbahn also a quad version of the DB and 2008 four of the FKE. In the Railways that do not offer first class in urban transport, accounted for the appropriate signage outside and inside. The seating and lighting, however, was built in the otherwise provided for first class compartment as it was also common in the car for the German railway. The FKE the toilet was also kept constantly closed, because all other railcars FKE not have toilets and no one wanted to operate the maintenance effort for a single car.

628.9/629

Specially designed for use on steeply graded railway line Alzey -Mainz by the Alzey hills five railcar units were procured on the basis of the series 628.4, in which both car parts were motorized. These trains were designated as Class 628.9/629, however, do not differ technically up to twice the motorization of the 628.4. For use in the lowlands, the 628.9/629 came at the time of procurement because of the higher entertainment and operating costs of the question. The 628.9/629 requires not twice as much fuel as a 628 because the two machine systems have shorter load times.

Another Headquartered at DB Regio West unit was created from the assembly of two injured 628.4. For both vehicles, the VS was assembled from and the two remaining, undamaged VTs. The special feature of this car is compared to the 629 that the vehicle that it was due to the originally two separate vehicles at 2xSifa, 2xPZB, 2xtoilet (where one has been converted to a service area ) and two air compressors features. This unit has no first class, as in the 628, the first class is always on the control car.

A sixth unit was created by the engine of a control car. Two other 629 emerged in 2004 from 628.2, which operate instead of a control car with another 628.2 as a team. These variants are located in Ulm at DB ZugBus Regional Alb -Bodensee GmbH (RAB ) and at DB Regio southwest. In 2010, two more units for the RAB were formed.

Current use

The vehicles ( their number accordingly) are currently used in almost all of Germany. Due to the often required in the regional rail procurement procedures new vehicles, however, a decline in the inserts of series 628 is anticipated in the coming years. There is a detailed deployment summary for the following regions:

In Baden- Württemberg, the 628 series is stationed at the depot Ulm, including coupled motor cars ( Power Pack ). In addition, trains are used, which are located in Ludwigshafen am Rhein and Schöllkrippen.

In Bavaria are 628.2 and 628.4 in the operation works Kempten ( Allgäu- Schwaben DB Regio ), Mühldorf ( SüdostBayernBahn (DB) ) and Schöllkrippen ( Westfrankenbahn (DB) ) home. The lower list currently contains only the features used by the SüdostBayernBahn and Westfrankenbahn. The trains of the sale service Eastern Bavaria ( VSO) are the accounts located in Straubing, and maintained in Mühldorf ( Oberbay ) of the SOB.

In Lower Saxony are located exclusively 628.4, they belong to DB Regio AG, Northern Region and are supervised by the workshop Braunschweig. Furthermore, the EVB 628.4 has in its portfolio. As planned, they are used in the following relations:

In NRW only 628.4 are located, they belong to DB Regio AG NRW region and are supervised by the repairers Dortmund and Dusseldorf. However, come on some routes also 628.2 and 628.4 of Hesse used. As planned, they are used in the following relations:

Furthermore, the vehicles are often used for special trips such as used at football matches and so drive on other stretches. Occasionally, inserts in circulation of other vehicles such as Series 648 down.

In Rhineland -Palatinate and Saarland multiple units of class 628.2 and 628.4 and the 629 series are located. They are managed by DB Regio West (Kaiserslautern ) and DB Regio Rhein Neckar ( Ludwigshafen, Germany). As planned, the vehicles are used in the following relations:

RB 14

In Schleswig- Holstein, Kiel is currently a small number of the 628 individual equipment options available, which are to replace missing or damaged 648er in use without long-term fixed rounds. These missions are usually on the routes Kiel - instead of Neustadt ( Holst ) / Puttgarden - Lübeck, Kiel - Flensburg and Lübeck.

Construction and equipment

Train composition

The multiple units of the series 628.0 were initially all double motorized, so consisted of two exactly identical construction railcars. Later, a more powerful engine, the engine was developed in four railcars, with four other installed. These vehicles were coupled together and drove henceforth in combination railcars control car. This combination proved to be largely, so that the following series to reduce costs only received a diesel engine, it passed thus from one power car and driving car. As a special small batch 628.9 / 629.0 again received two motors and thus there like the 628.0 from two railcars.

During the first class was realized at 628.0 and 628.1 only with each a copy, all vehicles have the 628.2 from a small first - class large capacity. This is always in control car at the cab end behind the multipurpose room. The 628.9/629-Einheiten it is in 629, at the provisionally assembled units of two railcars they lack it.

Carbody

Each of the two car parts is based on two -axle bogies. These have a torsionally flexible frame. The primary suspension between bogie axle box frame via rubber springs, the secondary suspension between bogie and body by means of air bellows and air suspension height control valve. Case of a defective air spring, the car body rests on an integrated, flexible emergency support and can thus still with a maximum of 70 km / h moves. The transmission of forces via train - pressure rods, the side guide on rubber buffer with parallel transverse dampers.

The car body was built using lightweight rolled profiles and lightweight steel sheet profiles (St 37 and St 52 ). From 628.2 ( 1.4512 ), the roof in stainless steel (1.4301 ) are to prevent corrosion entry boxes and side wall in half stainless steel. Particular attention was paid to the thermal and acoustic insulation, to have been two- and bitumen sound deadening and corrugated foil packets and uses a wood plastic wood - stratification in the floor area. The windows are made of insulating auresinbedampften. The car crossing at the short end dome has at 628.0 and 628.1 a bellows, which is dust-proof from 628.2.

The 628.0 was first delivered to the front sides with automatic Scharfenberg couplers, these vehicles were converted later to the screw couplers and shock buffer used in the subsequent series. At the short end of the dome cars at 628.0 and 628.1 are connected by means of Scharfenberg coupler, from 628.2 takes its place a simple, fixed thread, which can be solved only in the workshop.

Drive

As driving two diesel engines have been used for the 628.0. Later, some cars of 628.0 trainsets were tentatively a more powerful motor, but the associated other car was converted to non-motorized control cars. The episode series from 628.1 received from the factory, only one engine which was enhanced and improved from series to series in performance and on. The traction power passes to a hydraulic transmission, which features two transducers at 628.4 and 628.9/629 via a converter and a clutch. Diesel engine and transmission are suspended elastically under the frame. About drive shafts and final drives is located by the short dome end bogie of the train carriage is driven in each case. Integrated in the hydraulic transmission is a stationary pneumatically switchable reversing gear for changing direction. A rotating device allows the automatic cancellation of a switch block. In some vehicles, the series 628.0 gearbox possessed additionally via a hydrodynamic brake. Part of 628.0 was air-cooled, all other vehicles are water-cooled, the radiator fan is hydrostatically driven and is sideways under the vehicle frame.

The drive system is monitored with respect to speed, coolant and transmission oil temperature, transmission oil pressure, cooling water and other things. Depending on the fault state control imposed various restrictions, such as Start off lock, speed limiting, idle motor. The control and regulation of the drive is performed at 628.0 and 628.1 even with relay technology and hard-wired electronics. From the 628.2 is a programmable logic controller is used, concrete is the system " MICAS "; the logical links of the engine control, monitoring and control are thus enshrined in a variable when needed software. At the same time error and operational data can be stored for diagnosis in this way.

Because of the very low friction weight of the simple electronic anti-skid was the 628.0 and 628.1 further developed in the subsequent series. The detection of the speed difference between running and motor bogie allows driving at the friction limit. From the 628.4 is also used in sudden spin emptied the transmission to achieve rapid interruption of tractive performance. Can completely satisfy the anti-skid system, however, in any 628- series, since changing friction values ​​at run suddenly (eg crossings with slush or ice) the control processes too slow.

The drive of the 628 distinguished overall by a very low fuel consumption, which is certainly due to the low weight of the vehicle and the lack of air conditioning. At idle, the consumption of 628.4 is about 5 liters of diesel fuel per hour. With an average operating program about 0.8 liters consumed per kilometer. This value is, however, inferior to strong fluctuations, since the range of requirements is very large.

Electrical and Controls

In contrast to the previous railcars of series 614/624 comes out of the 628 with only a 110 -volt battery circuit. The lead acid storage battery has a capacity of 165 Ah and is loaded by a 14 kW payable light occasion machine which also serves as a starter for the diesel engine. Important Consumer in the 110 V circuit, the lighting, the magnetic rail brakes, parts of the control and the air compressor for the air supply. For electronic devices will be available from 628.2 a 15 -V power supply. The heater, blower, circulation pumps and mixers on the other hand are all designed from procurement cost reasons from 628.2 for 230 volts AC and are therefore supplied by an inverter.

The entry doors can be selectively enabled for each one or both sides and the center closed. Not closed doors will be displayed on the cab as the sum message. At least from 628.2 is a pinch provided which vents the lock cylinder, when the door is prevented from closing. The control and monitoring of the doors is made from the 628.2 as those of the drive computer-supported on the programmable vehicle control " MICAS ". All other functions, however, are wired directly and are thus in a failure of the computer available. By means of a Notsteuerfunktion can also even in a catastrophic failure of the computer the track to be cleared on its own yet. Disturbances and operating conditions can be read directly from the control computer via a four-digit display. For almost all the error states there is engagement and bridging possibilities, so that it must have been a large defect, so a 628 fails.

The multiple unit control allows one cab several coupled trainsets can be driven. The upper limit for vehicles in passenger service three trainsets are committed, without passenger service, up to four active vehicles are controlled. At times it was under special requirements serves regional certifications for quadruple traction in passenger service. Operating and fault states of the guided vehicles are displayed as the sum message on the leading cab, all relevant functions can be controlled remotely.

Braking device

The vehicles are equipped with an indirect, self-acting, continuous air brakes with disc brakes and automatic load-proportional braking to adjust the braking force to the occupation. At 628.0 mechanical Gleitschutzregler are present, from the 628.1 an electronic antiskid. In emergency braking in addition a magnetic brake is used, it can also turn on separately. To secure the drive train a spindle brake is available in the older vehicles with newer vehicles, a pneumatically operated spring brake. In the passenger and multipurpose rooms are emergency handle, when actuated, rapid braking is triggered. Some of the vehicles were retrofitted with emergency brake to be used in tunnels may, for which this facility is required. To improve the coefficient of friction, require the first and fifth axis, in the direction of travel ahead of the VT third axis in the direction VS sanded.

Heating and ventilation

For heating the passenger compartment and pre-heating of the cooling water come 628.0, 628.1 and 628.9/629 each have an oil heater per railcar. 628.2 and 628.4 have only a heater and a common hot water circuit which is connected to the short dome end on hose couplings. The waste heat of the engine is used for the passenger compartment, so that the oil burner is used only to pre-heat, and very cold days. The heat passes via lateral convection heater as well as from the 628.2 by heating the fresh air supplied to the passenger compartment.

The ventilation of the passenger compartment takes place at 628.0 and 628.1 means of roof ventilators and on the side windows, from 628.2 via an electrically driven pressure ventilation with an air exchange rate of 1600 m³ / h per car. For emergency ventilation part of the side window in the top quarter are still foldable. However, opening this window on warm days is counterproductive in ongoing ventilation, since then not a complete air exchange more can take place; unfortunately missing the matching notes on the windows. In contrast to most vehicles follow the ventilation system of the 628 can also be operated with the engine stopped. Because of the battery load but this is usually avoided.

The entire control and regulation of heating and ventilation including the Vorheizbetriebes done from 628.2 again with computer support via a programmable logic controller. The heat output adjusts to a total of 12 mixer valves individually to the temperature conditions in the individual passenger and multipurpose rooms to.

Cab

The driving cabs were initially designed to be open while 628.1 for one-man operation, guide tables were covered with a telescopic hood; Later a cab door has been fitted, the cap could be eliminated. For all vehicles the cab falls from quite narrow. He has from about 628.1 glazed rear walls, so that was made ​​possible with the 628 for the first time to a greater extent after the rail car to the customer to look at the route. Furthermore, a roof fan and a fan with heat exchanger is available. The leaders of tables with their distribution according to occupational health requirements in a horizontal operating and oblique display level similar to the DB unit cabs and have green from 628.2. In some vehicles, the driver panels have now been repainted in blue. Besides the usual displays and controls it contains the train radio equipment and for several years the EBuLa display, for its installation the driver's desk had to be redesigned. The train radio display used to walk into a later -built tower. The vehicles of the EVB and FKE can still examine the original arrangement.

A novelty were also automatically ausklappenden side mirror for clearance from the in-cab; they are heated at low outside temperatures.

Additional and safety devices

For acoustic information of passengers a gooseneck microphone is available for all series per cab. The visual information are lateral roll band indicator at 628.0 and 628.1 as well as electronic external indicator from 628.2, which from a driver's cab can be set for the entire train, with also differentiated targets for wing moves are possible. For a portion of 628.4 new passenger information systems with GPS - driven announcements from the voice storage and display of the next stop, and possibly even the entire Zuglaufes have already been installed on displays in the passenger compartment. In many regions also ticket machines were installed at the short end of the dome 928.4, as it was already prepared constructively from 628.2. Also validators can be upgraded when needed with relatively little effort.

Some, 628.2 formerly employed in Schleswig -Holstein have a fold-out wheelchair ramp to bridge the gap.

At safety devices prescribed in Germany Sicherheitsfahrschaltung and PZB 90 are present on the basis of I60R at 628.4 or I60 with ER24 recording device at 628.2 and train radio. From 628.1 a wheel flange lubrication was built which selectively controlled by centrifugal force page works later than the 628.2.

The 628.0 has one face-up toilet in two railcars from the 628.1 is only one available. From the 628.2 the open toilet was later converted into a vacuum toilet. The holding tank is in a cabinet next to the toilet, and what had to account for two seats in the passenger compartment VT.

Passenger compartment

The seats, however, are predominantly arranged in series at 628.0 exclusively vis- à-vis, from 628.1. These are designed as individual seats and from 628.2 vandal resistant. At 628.0 hang the luggage racks nor the 614 accordingly across the seats; longitudinally over the windows they are, however, in the follow series and consist of painted sheet metal profiles. In the 628.0-628.2 typical of the 70s orange and brown tones dominate. 628.4 and 628.9/629, however, received a comparatively dreary interior design, inspired by the in the n- cars and the 624 as part of its modernization realized " Design Hannover ". Lighting is provided from centrally located ceiling luminaires with louvre cover to 628.2 complete with plastic cover. At the latest from 628.2 the lighting of the first class is integrated into the luggage racks. When 628.0 is located in one of the two halves between cab and front entry a luggage compartment with side loading doors, came in the later series instead, each a multi-purpose room at both ends of the train engine for installation.

• Interiors of 628

Original interior at 628.2

Modernized interior of the 928 224 WFB as a bicycle -car variant

Compared to the DB unchanged original interior of a 628 FKE

Modernized interior of a Düsseldorf 628.4

Highly modernized interiors of the DB Class 628: Parts of seats include leather

Meanwhile, there are some regions in 628.2 and 628.4 market with a fresh interior in the current DB - media design ( DBM). So all have set up in Schleswig -Holstein 628.2 now received a redesign, while new seats came for installation; continue the interior trim were painted in light gray. Native to Dusseldorf 628.4 also received a redesign, while maintaining only the seats have been reupholstered and repainted the partition walls of the passenger spaces and wall coverings of multi-purpose rooms. The color of the side walls was retained design unconstitutional in passenger spaces. Some of the employed in the Westfrankenbahn 628.2 meantime have a great bicycle area within the passenger compartment received. For this purpose, all seats were removed and replaced with folding seats on a wall side. 2012 were overtaken by DB Regio Hessen and provided with an improved interior with newly upholstered seats and armrests in beech real wood as well as more bins nine trainsets.

Conclusion

The railcar class 628 are distinguished by reliability and economy. After the appearance of newer vehicles, passengers miss the 628 mainly air-conditioned passenger areas, modern passenger information systems and more convenient, disabled and more efficient boarding areas, there are three steps directly behind the doors ( single or double doors in the middle of the vehicle, single doors next to each cab ) to also low platforms to achieve.

Over the years, the vehicles were never actually completely free of technical problems, the list of shortcomings, however, falls off quite short. Thus, the cooling water on hot days tends to overheat if the radiator were not thoroughly cleaned. Under unfavorable conditions of friction necessary at scheduled speeds are only hesitantly or not achieved because of the low friction weight. Since the vehicles are underpowered by today's standards, their use leads to hilly routes partly to longer travel times. In newer vehicles such as the 641 series, the Desiro ( 642), talent ( 643 and 644 ), the LINT ( 648 ) or the Regio-Shuttle (650 ), which replace the 628 part, therefore, be at the expense of higher complexity reinstated two machinery.