DB class 611

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DB class 611
DB class 611
DB class 611
Numbering: 611 001 / 501-050 / 550
Number: 50
Manufacturer: Adtrance
Year of construction (s): 1996-1997
Retirement: 2019
Axis formula : 2'B '+ B'2'
Gauge : 1435 mm ( standard gauge )
Length over coupling: 51,750 mm
Service mass: 116.0 t
Top speed: 160 km / h
Installed capacity: 2 × 540 kW
Motor type: 2 × MTU 12 V 183 TD 13
Rated speed: 2100 rpm
Power transmission: hydraulic
Tank capacity: 2 × 1300 l
Seats: 148
Classes : 1st / 2nd
Particularities: up to four units in traction

The DB series 611 are two-part tilting technology - multiple units for fast local rail passenger transport . The vehicles are the newly developed successors to the 610 series . ADtranz was able to prevail over the manufacturer consortium of the 610 series in a vehicle tender. In contrast to these, the multiple units were not equipped with hydraulic Fiat tilting technology, but electric tilting technology derived from German military technology.

In contrast to the 610 series, the vehicles did not prove themselves. The tilting technology and cracks in classic, but newly optimized chassis parts cause major problems, so that the vehicles were driven at low speeds for a long time and the active tilting technology was not used. Due to the problems, the planned larger series production was limited to 50 railcars. Instead, Deutsche Bahn commissioned Adtranz from Hennigsdorf to develop the successor series 612 . This was largely redeveloped to counter the problems with tilting technology in the DB class 611 (see section Problems with the interference immunity of tilting technology ).

commitment

Class 611 railcars in Schaffhausen

The use of the 611 series began on September 29, 1996 between Mannheim and Heilbronn on the Neckar Valley Railway . With the financial participation of the neighboring communities, the tilting technology vehicles were procured for this line in order to quickly connect Heilbronn to the long-distance trains in Heidelberg and Mannheim. However, technical problems ensured that the trains were repeatedly withdrawn from the route and had to be replaced by other trains that could not tilt.

In their first years of operation, the class 611 multiple units were on the road in Rhineland-Palatinate and the Rhine-Neckar region. They mainly drove as a regional express from Saarbrücken to Frankfurt am Main (via the Nahe Valley Railway ) and to Cologne (via the Saar route and the Eifel route ). Other routes were the Gießen - Koblenz , Karlsruhe - Neustadt (Weinstrasse) and Heilbronn - Heidelberg routes . On all these routes they were replaced by the successor series 612 or by non-tiltable trains.

From 2003 the trains were serviced in Ulm . From Ulm, the trains came to Stuttgart , Lindau (Lake Constance) and Basel Bad Bf . The 611 series also served the regional express from Neustadt (Schwarzw) to Rottweil or Ulm.

The IRE trains on the Aulendorf –Tübingen – Stuttgart route ( Zollernalbbahn , Neckar-Alb-Bahn ) were mostly also served by the 611 series until September 2014 (since then replaced by the 612 series), and the series also came regularly on various regional trains - Lines around Ulm and on Lake Constance are used. From 2008 the IREs on the Brenzbahn between Ulm and Aalen were also driven with the 611 series.

In September 2014, the vehicles of the 611 series were replaced by eleven vehicles of the 612 series on the Zollern-Alb-Bahn between Stuttgart and Aulendorf. In the summer of 2015, the last 611 received an overhaul, since then, railcars requiring overhaul should be parked, but due to vehicle bottlenecks 7 were still stationed in Ulm and will be used on the IRE Ulm - Aalen and the RE and IRE from Ulm to Donaueschingen in spring 2019. Some vehicles received another revision in 2017.

On April 30, 2018, the 611 series was also replaced by the 612 series on the IRE line from Ulm to Basel, and has only been used as a replacement since then. The last railcar, 611 021, was parked on July 5, 2019.

Unfortunately, the preceding sentence and the notice of decommissioning in the info box is not adequately provided with evidence ( e.g. individual evidence ). Information without sufficient evidence could be removed soon. Please help Wikipedia by researching the information and including good evidence.
For decommissioning and, if possible, the suspicion that the trains are in Mukran for recycling

Problems with the interference immunity of the tilting technology

Multiple units of the series had been in use since September 1996, and the first defects with the tilting technology appeared as early as March 1997. In September, the railcars were temporarily withdrawn from approval by the Federal Railway Authority , after which only a use without tilting technology at a top speed of 120 km / h was approved. From May 1999, after a technical revision, driving with tilting technology was permitted again. In the following time the railcars had to go to the workshop again and again due to various problems, including with the tilting technology. In August 2004, the tilting technology of the vehicles had to be switched off, because a crack on a wheelset shaft was detected during an ultrasonic test on a vehicle of the successor series 612. Due to this find, the tilting technology was switched off for several years. It was not until December 2006 that individual routes in the area of regional traffic Alb-Bodensee (RAB) were driven again as fast as an arc after the series 611 had been equipped with new molybdenum-hardened axles. With the timetable change in December 2007, all routes of the 611 series were again operated with tilting technology.

From October 21, 2009, after malfunctions in the tilt technology drive, the series 611 and 612 drove again with the tilt technology switched off and, since April 3, 2011 again with tilt technology.

As of December 19, 2015, the 611 and 612 series again ran without tilting technology due to malfunctions. At the beginning of March 2016, more than half of the class 611 railcars were running again with tilting technology at an arc speed due to the linear drives being replaced or checked. Arc-fast vehicles could be recognized by the blue dot on the windshield.

Of the last five vehicles of the 611 series, only two still had an operational tilting technology, the other three vehicles drove with the tilting technology switched off.

Passenger compartment

A 1st class compartment is available at the end of the 611.5. There are face-to-face compartments with four seats and a table as well as two-person rows of seats in an open space. The interior is illuminated indirectly via spotlights attached to the luggage racks. If necessary, additional reading lights can be switched on at each seat. A revolving door is available at each end of the car in order to be able to enter the passenger compartment. Some of the windows can be tilted in the upper area if necessary. However, this is usually prevented by a lock so that the air conditioning system can take full effect.

Between 2003 and 2005, the interior of all railcars was redesigned. The basic layout of the passenger compartment was largely retained. The main focus of the redesign (ground internally redesign called) was on new, contemporary colors (blue and silver) in the style of the current designs of DB Regio . The first class seats have been renewed and the multipurpose room has been enlarged to accommodate more bicycles. For this purpose, the previously existing partition walls were removed.

Car body

611 in the original paintwork

A construction similar to that of the 610 series was chosen for the car body . Lightweight extruded profiles were used and these were welded together to form a self-supporting structure.

The carriages of a unit are closely coupled and fitted with a bellows transition that allows passengers to pass freely. This close coupling can only be released in the workshop. Automatic Scharfenberg couplings were attached to the front sides to enable multiple traction. These also automatically connect all control and brake lines. The car body is suspended on the box-shaped bogie frame primarily by coil springs and secondarily by air springs.

The class 611 railcars were delivered in the then current product colors of the German Federal Railroad of Local Transport, i.e. pastel turquoise / light gray, and repainted in the current traffic red color scheme at the end of the 1990s.

Tilting technique

In contrast to the hydraulically operated Pendolino tilting technology from Fiat, ADtranz developed an electrical system. In contrast to the Fiat system, sensors are used to measure the acceleration forces and the rotational speeds that act on the car body and the bogies when driving through a curve in six degrees of freedom (two × three axes). The tilting drive is driven by electric motors via a spur gear and a spindle, which tilts the car body by a maximum of 8 ° via an articulated lever. The main advantage of the Neicontrol-E system is that no installation space is required in the car body and only little maintenance is required during operation. The complete tilting technology could be installed under the floor and in the bogies, while the hydraulic Fiat system had to accommodate components in the car body.

The functional principle of the Neicontrol-E from ADtranz is based on the patents developed by AEG Wedel for the drive (successor today: ESW GmbH , Jenoptik Defense & Zivile Systeme) and Atlas Elektronik Bremen for the sensors (successor today: Rheinmetall ).

These patents were inspired, among other things, by the laws of Isaac Newton on the movement of inert bodies in space, and also include know-how of stabilizing the line of sight for the cannon of battleships and battle tanks, which are the line of sight for the while moving Always fix the cannon on the targeted target and the cannon follows this line of sight, corrected for the ballistic properties of the projectile used. The patent specifications for the technically robust solution from Atlas Elektronik Bremen, taken over by Siemens Steyr, serve as a comparison, but do not show any direct reference to the patents from Cadillac / Hughes Aircrafts with other solutions.

drive

Each car has its own drive. The MTU diesel engine (12 V 183 TD 13) is suspended from vibration under the car body and transmits its torque to the two axles of the inner bogie at the close coupling end via a fluid transmission and a cardan shaft . The transmission is a microprocessor-controlled , hydrodynamic Voith fluid transmission T 312br with a flow converter and two fluid couplings.

literature

Web links

Commons : DB Class 611  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ Die Zeit, Zug in Schieflage, Ulrich Pick, March 21, 1997
  2. ↑ Baden-Württemberg: Zollern-Alb-Bahn: 612 replace 611. In: Eurail press. July 17, 2014, accessed July 5, 2015 .
  3. ↑ railway magazine . No. 11 , 2014, p. 22 .
  4. ^ BR 612 Baden-Württemberg: modernization / redesign? Turntable Online Forums, November 22, 2017, accessed November 27, 2017 .
  5. ↑ Bahn orders trains with tilting technology from Adtranz. December 22, 1999, accessed July 5, 2015 .
  6. ↑ Tilting technology: The VT 611 now also drives without it. In: Eurail press. February 21, 2002, accessed July 5, 2015 .
  7. ↑ Track must not lean. In: TAZ. August 20, 2004, accessed on July 5, 2015 (dpa report).
  8. ↑ Jan Bartelsen: Tilting technology temporarily switched off in the VT 611 and VT 612. In: Bahninfo.de. October 22, 2009, accessed July 5, 2015 .
  9. ↑ All changes to the timetable change on December 12, 2010. VVS, archived from the original on February 20, 2011 ; Retrieved July 5, 2015 .
  10. ^ Johannes Schmid: bogenschneller.de - tilting technology. Retrieved March 18, 2018 .
  11. ↑ Method and device for controlling the earth-related car body  inclination in a rail vehicle - European patent EP000000770233B1 (accessed on October 22, 2009)
  12. ↑ Method and device for regulating the inclination of a vehicle body  - German patent DE000004416586A1 (accessed on October 22, 2009)