Bogie type Görlitz
Bogies for passenger coaches of the Görlitz type are bogies developed by Waggonbau Görlitz for passenger train traffic , which have been built into the passenger coaches of several railway companies since 1923 in regional and long-distance traffic. The current type is the Görlitz IX bogie , which is used in the Görlitz double-decker cars .
history
Pre-war developments
Type Görlitz I
The Görlitz I type bogies were redeveloped by what was then Waggon- und Maschinenbau AG (WUMAG) in Görlitz for the upcoming procurement programs of the Reichsbahn in 1923. These bogies have cradles that are mounted on leaf springs arranged in the longitudinal direction . The Görlitz I bogies had a relatively large bogie axle base of 3600 mm and double suspension.
Type Görlitz II
The Görlitz II bogies were originally developed three years later for the wagons of the FD Rheingold in order to offer passengers particularly smooth running. They were later used for the Hapag-Lloyd type express train passenger cars and other high-quality type 28 express train passenger cars. As with the predecessor, the wheelbase is 3600 mm. Compared to the Görlitz I bogie, the Görlitz II type has additional suspension. Initially, torsion springs were used, later coil springs.
Type Görlitz III
From 1929/30 the type Görlitz III was available, which was produced in a light and a heavy version. The Görlitz III bogies did not have a rocker pendulum since the longitudinally positioned cradle springs were suspended in hooks as damping elements. Rocker pendulums are complex components that are also located in relatively inaccessible places in the bogie. Eliminating them was a remarkable advance in terms of maintenance. Like its predecessor, the Görlitz III heavy type has a bogie axle base of 3600 mm. In the Görlitz III light type, this was reduced to 3000 mm; the length of the bogie frame was reduced to 4500 mm. Up to four suspension systems acting one behind the other were installed to ensure smoother running.
The Görlitz III bogies soon became widespread and were manufactured in many different designs. More than 20 variants are known for the Görlitz III light bogie. In 1932 Rheingold wagons were equipped with Görlitz III bogies, followed by type 35 express train wagons, apron wagons , dining wagons and rail mail wagons of the Deutsche Reichspost . The saloon cars of Adolf Hitler's Führerzug also rolled on Görlitz III bogies.
Even when Waggonbau Görlitz was declared a state- owned company after the establishment of the German Democratic Republic , Görlitz III bogies were still being manufactured. The last time the Görlitz III light bogies with fourth suspension was installed was in 1954 and 1955 in the type E5 center entry wagons, later the Bghe type. Furthermore, the end bogies of the two- and four-part double-decker units were derived from the Görlitz III type. The Deutsche Bundesbahn , on the other hand, developed the Minden-Deutz type bogies for their new wagons .
Type Görlitz IV
The Görlitz IV bogies were specially developed for combustion railcars from 1932 onwards. At 3000 mm, the wheelbase corresponds to the Görlitz type light; however, the wheel diameter has been reduced from 1000 mm to 900 mm.
Post-war developments
Type Görlitz V
The originally axle bracketless Görlitz V bogie was developed from 1950. It was the first Görlitz bogie to have an axle base of 2500 mm, which was retained in most of the subsequent Görlitz bogies. In contrast to earlier bogies, both primary and secondary suspension were implemented with coil springs . In the years that followed, the Görlitz V-bogie was fitted as standard under many Deutsche Reichsbahn wagons , especially under the OSJD type B and the very similar UIC type Y wagons . After the gooseneck bogies ( American design ), bogies of the Prussian standard design and the Görlitz prewar designs that were taken over from the donor vehicles were used up, the modernization wagons and four-axle Reko wagons were also equipped with Görlitz V bogies. Due to many exports, these bogies are still widely used today. They were also supplied with different gauges, for example in Cape gauge for Indonesia and meter gauge for Greece. In both types, the solebar between the wheel sets are cranked downwards. Broad gauge versions were also built.
The double-decker articulated trains from 1957 ran on reinforced Görlitz V-Do bogies. In these (and all of the following for double-decker cars), the mechanical braking device, including the brake cylinders, was completely built into the bogie for reasons of space.
The RIC sleeping cars, which have been supplied since 1974 and are intended for alternating traffic between Central Europe and the USSR , run in the standard gauge network on modified Görlitz V bogies. Many parts, for example the axle bearings, correspond to the Soviet standard design KWS-ZNII.
The last time the Görlitz V type was installed in series in the Halberstädter Bmh (e) and in the block-braked express train passenger cars from the same manufacturer. With these, however, one reached the limits of the justifiability of the block brake. These vehicles responded to the strain with increasing wheel disc breakages, which is why deliveries were switched to GP200 bogies with disc brakes from 1986 onwards.
The wheel diameter was initially 950 mm when new, the wheel sets were braked by a double-sided block brake with double brake blocks. In the 1980s, this value was changed, analogous to the successor Görlitz VI, to a running circle diameter of 920 mm when new and to one-piece brake blocks. The axle bracket-free design did not ultimately prove itself to the hoped-for level, which is why wheel set guides were retrofitted inside the axle bearing springs and, in the 1990s, GRP axle links also based on the Görlitz VI model. In terms of running technology, the Görlitz V type is designed for a speed of 160 km / h, with block brakes only for 140 km / h in terms of braking. Disc brakes were technically possible; they were only installed in series production in the 1990s, particularly when the ČSD and its successors were modernizing . The overhead line inspection railcars of the 188.3 series , which were also built in Görlitz from 1987 onwards , were equipped with modified Görlitz Va type bogies. In addition to an axle drive, they are equipped with disc brakes, the cradle suspension was equipped with Flexicoil springs , which meant that the sliding pieces could be omitted.
Type Görlitz VI
From the mid-1960s, Waggonbau Görlitz developed the Görlitz VI bogie together with the DR development department . In this case, the running circle diameter was 920 mm from the start, the wheel sets were guided without play by articulated and therefore wear-free axle links made of glass fiber reinforced polyester . The car body is supported on the bogie frame via polytetrafluoroethylene sliding pieces , the cradle is suspended on 600 mm long pendulums. The Görlitz VI bogie was designed for speeds of up to 180 km / h, but was only approved for operation up to 160 km / h.
The type Y / B 70 cars, the double-decker articulated trains of type 1970 and all double-decker single cars up to the type DABgbuzf control car built in 1992, which later received the DB type number 760, were partially equipped with Görlitz VI bogies . Until 1985, the DR only procured the types with block brakes; since 1986, the double-decker single cars have been supplied with disc brakes. The installation of magnetic rail brakes is possible, the required installation space has been kept free. As with the Görlitz V design, the Görlitz VI Do-K and Do-S double-decker versions have all parts of the braking equipment built into the bogie, and they are designed for axle loads of up to 18 tons.
Type GP200
In 1982 the GP200 type was developed in cooperation with VÚKV Prague. The designation GP stands for Görlitz-Prague , the number 200 for the intended travel speeds of up to 200 km / h. Optionally, it is possible to equip it with a block or disc brake and an additional magnetic rail brake, whereby no block brakes are used in German vehicles. The wheelbase increased to 2600 mm, the wishbones are on the inside and the axle box housings are divisible. This made it possible to swap the wheel sets without having to readjust the parallel position of the axles. The Z2 express train wagons from Halberstadt and the wagons built in Bautzen with this type of bogie have been delivered since 1986 . This design is also prepared for the installation of the magnetic rail brake; it is installed in vehicles that are approved for 200 km / h. Bogies of this type have become widespread through exports. For the 520 series intercity multiple units delivered in a joint production by LEW , Wagonbau Bautzen and AEG for Greece in 1989, the bogies of the multiple units had to be expanded into motorized bogies. In the 1990s, sleeping and Halberstadt center entry cars were also converted to GP200 bogies, particularly those with first-class bogies because of their smoother running. This also included the Modus cars . When Halberstadt express train wagons were converted into Interregio control wagons of the type Bimdzf 269 from 1995 , the bogies also received track clearers , sand spreaders , wheel flange lubrication and vehicle magnets for the Indusi . The IC multiple units built in cooperation between LEW and MAN around 1990 for OSE , which were later given the series designation 520, also run on type GP200 bogies. The ones for the railcars had to be adapted for the installation of the traction motors. For the RIC sleeping cars of the types WLABmee and WLSRmee still ordered by the SŽD, which were first delivered to the successor companies by Waggonbau Görlitz, the manufacturer added automatic couplings from the Stäubli company between the car body and the bogie, which facilitate and speed up the gauging .
Type Görlitz VII
A Görlitz VII bogie was never built. At the end of the 1980s there were plans for a bogie called Görlitz VII, based on the GP200 type, which was to be used for double-decker cars. After reunification , however, bogies with air suspension were available, especially from the Schweizerische Industrie-Gesellschaft , which had already produced over 1200 bogies with air suspension in the early 1990s. The Görlitz VII bogie would only be equipped with coil springs, with which a load-independent height adjustment is not possible.
Type GDS300
Under the designation GDS300 (for Görlitz-Dresden-Salzgitter) a running bogie was designated, which was to be used for the intermediate car of the ICE 2 . In the early 1990s, two prototypes were built and tested in passenger service on an intermediate car of the ICE 1 . However, Simmering-Graz-Pauker with the SGP 400 bogie was awarded the ICE 2 contract ; the GDS 300 project was not pursued any further.
Type Görlitz VIII
After reunification, Waggonbau Görlitz was incorporated into Deutsche Waggonbau AG (DWA) together with other East German wagon factories . In May 1994, DWA received an order from Deutsche Bahn for 250 double-decker cars for a top speed of 140 km / h. The bogies for these wagons were designed in Görlitz and were given the designation Görlitz VIII. This bogie has an axle base of 2500 mm and a net weight of 6.75 t with a load capacity of 29 t. As before, the primary suspension is provided by coil springs, the damping is hydraulic. A contemporary air suspension with height adjustment was installed as secondary suspension, and a rubber spring acts as an emergency spring if an air spring fails. A bogie of the Görlitz VIII type has two air springs which are attached to the elongated girder, which is cranked downwards for this purpose and which are connected to the pivot pin at their upper end via a spring carrier. The air springs allow lateral movements of up to 50 mm. The bogie frame is made up of welded profiles made of St 52-3 steel . There is a mechanical roll stabilization . Each wheel set shaft of the bogie has three brake discs , and in some cases there is an additional magnetic rail brake . The wheel sets are guided by wishbones, which are designed as a swing arm.
A prototype of the bogie was subjected to speeds of 250 km / h on the Munich-Freimann roller test stand ; this speed was also achieved in driving tests on the high-speed line from Hanover to Würzburg . Series production was initially carried out at the DWA in Vetschau-Spreewald. In 1998 the DWA was taken over by Bombardier Transportation . In 2001, Bombardier also took over Adtranz , which had a bogie factory in Netphen near Siegen . From then on, the Görlitz VIII bogies were manufactured in Siegen.
In addition to the first order, Deutsche Bahn ordered further double-deck cars with Görlitz VIII bogies, from 1998 also in a version for 160 km / h. In 1998 the prototype of the 445 "Meridian" series was also built, which received the 140 km / h variant of the Görlitz VIII bogie. All Bombardier double-decker cars delivered by Deutsche Bahn up to 2013, as well as the double-decker cars from the Metronom Eisenbahngesellschaft and exported vehicles derived from them, such as the double-decker cars delivered to the Luxembourg State Railways between 2004 and 2005, received Görlitz VIII bogies.
Type Görlitz IX
In 2004, Bombardier carried out a market analysis that showed that double-decker cars will reach speeds of 200 km / h in the future and that the axle load will increase to 20 t through the necessary measures such as pressure upgrading. The Görlitz VIII bogies, however, only allow speeds of 160 km / h with axle loads of 18 t. Bombardier therefore developed the Görlitz IX bogie in Siegen without having received a specific customer order. The construction is based on the widespread Görlitz VIII design, many components are downward compatible . Changes have been made to the bogie linkage and the brake calipers . In addition, the number of individual parts of the bogie frame has been reduced in order to save costs, so that the length of the weld seams is reduced by 35%. Compared to the Görlitz VIII type, the previous four cast parts per frame are no longer required . In 2007 six prototype bogies were manufactured, two of them with new, more compact brake calipers. DB Systemtechnik carried out driving tests with four bogies , in which 230 km / h were reached on the high-speed route Hanover – Berlin between Wolfsburg and Rathenow . A bogie is in Siegen on one with flats provided roller dynamometer a fatigue test subject. In June 2008, a preliminary approval was granted by the Federal Railway Authority ; from September 2008, four bogies were tested in operation at DB Regio in the Dresden area.
The bogies of the type Görlitz IX are in the double-deck cars of the type Bombardier TWINDEXX installed. The first customer is Deutsche Bahn, which has been using double-decker intercity buses since the timetable change in December 2015. These double-deck cars are designed for a top speed of 189 km / h, but were initially only approved for 160 km / h.
Web links
Individual evidence
- ↑ a b c d Drehgestelle.de: Freight wagon bogies with cradle: Görlitz (2600 mm wheelbase) . Retrieved November 12, 2011 .
- ↑ a b c d e f g h i Karl Gerhard Baur: Bogies - Bogies. EK-Verlag , 2nd edition, Freiburg 2009, ISBN 978-3-88255-147-1 , pp. 197-204.
- ↑ Heiko Mannsbarth, Jürgen Jakob: Bogie Görlitz IX - consistent further development of proven bogie technology. ( Memento of the original from December 8, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. In: Glasers Annalen 132 (October 2008), accessed October 30, 2015.
- ↑ Bombardier Transportation : Twindexx Vario - more capacity on the rails ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. at bahnonline.ch , accessed on October 30, 2015.
