HHA Type DT3

DT3 (double railcars 3 ) is the name of metro traction vehicles which today are mainly on the U3 at the Hamburg U -Bahn used. This type is a development of predecessor DT2, the units are, however, in three parts. The vehicles were produced from 1968 to 1971 and have since been in use. Successor is the model DT4, which is used in parallel with the DT3.

Development

DT3

With the further expansion of the rail network in the 1960s and 70s as well as the desire for more efficiency in the operation led to this time to develop a new type metro vehicle further from the experience of the DT1 and DT2. The multiple units designated as DT3 resembled in appearance largely the DT2, the largest difference was in the art and design of the car. Technically, the DT3 -oriented back to the DT1, with which they were also electrically / operationally coupled after some adaptation work on the DT1. Instead of two cars have the DT3 via a further set between intermediate cars - with wider seat pitch for the optional introduction of the first class - from 10.72 meters in length. The seats are as previously arranged transversely to the direction in which serial delivery, however, in the 2 1 layout with wider seats to increase comfort for longer journeys on the metro line U1.

Through the three-part a complete running gear and two cabs could be saved compared with a DT2 - 6-car train. The greater overall length of a 9 -car train made ​​up of three units instead of an 8 -car train of four units DT1 or DT2 had the consequence that in the early 1970s on the U1 line some platforms (eg on the Long Horner train) to a short piece had to be extended.

The DT3 trains are designed efficient and have a much stronger starting acceleration by additional traction motors and Allachsantrieb on. So the maximum acceleration 1.2 m / s ², in contrast to DT2 0.8 m / s ². In addition, the speed limit is back to 80 km / h was increased as the DT1, as the DT3 were mainly saved for the longest metro line in Hamburg, which was U1, thought and by the rate increase originally rounds. The electronically controlled camshaft gear has 15 series, 6 parallel and 3 Shuntstufen. There are two Anfahrbeschleunigungsstufen. The main brake is a brake resistor externally excited with three separate excitation levels. The command is in contrast to the DT2 again by hand lever. The auxiliary brake is a pneumatic spring-loaded disk brake.

DT3 -E

After color refresher in the early 1980s and the installation of security door, side selective release and outdoor speakers vehicles between 1994 and 2000 were modernized. The first fully upgrading, which is provided with a front end similar to the DT4 DT3 was 1995, the unit 833 in optimization a total of 68 units were included, the remaining vehicles were retired and scrapped by 2003. The DT3 LZB trains 921-926 remained in this work the old front. The conservation measures took the renewal of the inner profile skeleton of the car bodies and a renovation of the long carrier as the supporting parts were now heavily corroded. The passenger compartment was visually refreshed in all cars in a DT4 -like style and brightened by installation of windows in the end walls between the individual cars. The cars can continue to operate in control mode thanks to the modernization. A renewed redesign program was begun in 2007 but not fully implemented on all vehicles. Here, the interior has been freshened up again: the seat cushions were covered with blue covers and the interior painted in a very light shade of gray, so that almost the original color is restored. The name of the ertüchtigten vehicles is DT3 -E.

DT3 LZB

For experiments with automated driving on a larger scale to March 1981, the six - DT3 units were 9963/64/65-9978/79/80 (now 921-926 ) converted for LZB operating. After a long trial operation (also on the trial track parallel to the U1 line between maintenance workshop Farmsen and Berne ), these were used from October 31, 1982 on the forest villages path between folk village and Großhansdorf in regular service with automated driving. The driver remained there further into the cabs. Externally, the vehicles differ primarily in the square instead of round headlights on the still old front, also by the reduced passenger space on a railcar side: was the first window behind the cab halved for the installation of the control electronics in length, instead of the four vis-a -vis cross benches there are now on each side, only two longitudinal seats. The use in automated vehicle operation ended on January 8, 1985 since the units are used together with the other DT3 during normal driving.

In contrast to the "normal" DT3 LZB - cars were only partially modernized, but count on the portfolio of 68 modernized vehicles. Since June 2009, these vehicles are considered as reserve vehicles, but are still often - even with DT3 -E - on the line to find U3.

DT3 -DAT

Another subgenus are the three-phase test trains that have been converted from two existing DT3 units in order to test the AC drive for the newly -ordered subway car series. The new designation was DT3 -DAT ( for AC drive ). 1979, the last delivered DT3 unit was rebuilt with the car 9981/82/83, 1982, it launched the DT3 prototype 9600/01/02. 1988 received the two units, the numbers 931 and 932

In addition to the power-saving drive, the rotational power trains of the series vehicles distinguished by a new front with one-piece windscreen and square headlights and tail lights, which are used also in the LZB vehicles. The interiors have been designed more comfortable. The two units were used, always individually, also in passenger service. 1989 completed the trial runs, the findings were implemented during DT4. Recently an electrical controllability of both DAT had been prepared in the train, this option was used only briefly during trial runs without passengers.

Unit 932 was shut down after the experimental farm in 1989 and scrapped in 1995, the other unit 931 replaced 1995, the two DT1 units at the Hamburg Fire Department, where it was used for training exercises. 1999, the unit 931 was again replaced in the fire service by the unit 918, which was previously discarded as not upgrading, unit.

Future

It was originally planned that the DT5 vehicles completely replace the DT3 2015. This currently stands at the elevated train but for discussion.

Construction

The basic structure is similar to the DT2, the dimensions of the end car with 13,810 mm are identical. What is new is the shorter intermediate cars whereby the capacity of a law enforcement has been increased by 70 seats, the cars use the length of the platform better. However, the number of seats is lower, the compartment seating arrangement was changed to 2 1 2 2 instead of the DT2. This comes in addition to the larger width of the aisle (and thus the number of standing places ) benefit particularly in the seat width (and therefore the seating comfort ).

Although the impression is made, the cars are connected by Jakobs bogies, the trucks are mounted below the end cars. The connection of the pivot points via coupling pipes and elastic pivot.

The electronic equipment was supplied by Kiepe, it is compatible with that of the DT1. The controlled with hand lever cars are equipped with a power - cam controller, which has 15 series, six parallel and three Feldschwächstufen. An electronic switching device controller takes over the driving and braking control. Be braked the car via a resistor brake, as additives and the parking brake is a pneumatically operated spring-loaded disc brake available.