Bogie type Minden-Deutz
The Minden-Deutz design is a family of bogies for passenger coaches that was developed from 1948 by Westwaggon , Klöckner-Humboldt-Deutz and Waggon Union . Minden-Deutz bogies were used in the n-wagons , in the Bpmz wagons and in the intermediate wagons of the ICE 1 .
Beginnings
Development and first delivery
Before the Second World War, the Görlitz type was often used for bogies for passenger coaches , which was no longer available due to the division of Germany . From 1948 to 1950 a new bogie was developed by the United West German Waggon Factory (VWW or Westwaggon) in Cologne-Deutz and the Federal Railway Central Office in Minden . The two locations can be found in the name of the bogie family. The first delivery of Minden-Deutz bogies took place in 1951: 1000 bogies for UIC-X wagons were manufactured.
Establishment of numerous variants
In the period that followed, different versions of the bogie were developed. Designations between MD 32 and MD 38 were used to designate bogies for 16 t axle loads, the light version for axle loads up to 12.5 t received the designations MD 40 to MD 44. Smaller differences in the design were recorded with a third number in the type designation. Common to all Minden-Deutz bogies was the center distance of 2500 mm and the installation of a cradle. The highest speeds achievable according to the schedule were 140 km / h, in high-speed tests higher speeds were reached.
These variants of the Minden-Deutz bogies were used by the Deutsche Bundesbahn in conversion cars of the type B4yg and in the n cars . MD 44 were also mounted under car transport wagons of the type DDm. In 1964, the introduction of the MD 36 bogie was a particular success. 7500 bogies of this type were built, of which the Deutsche Bundesbahn received 4,000 bogies, mainly installed in m-cars.
Production by Waggon Union and license production
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In 1953 the company Klöckner-Humboldt-Deutz (KHD) acquires shares in the United West German Waggon Factory and takes it over completely in 1959. From now on Minden-Deutz bogies will be manufactured by Rheinstahl Siegener Eisenbahnbedarf (SEAG). In 1971, SEAG was incorporated into Waggon Union , and from 1975 all bogies were manufactured under the Waggon Union name. In 1976, construction was relocated from Cologne-Deutz to Siegen .
Minden-Deutz bogies were manufactured under license in several countries, including the countries of Scandinavia , Italy , France and Spain as well as socialist countries such as Poland and Romania . In Spain and Finland there were versions for use on broad gauge . In 1976, 500 Minden-Deutz bogies were delivered to the USA under the designation MD 76. There it was used in double-decker coaches of the Superliner type . The axle load of these wagons was 22 t and required extensive modifications to the design.
Use in intercity traffic
In the mid-1970s, the Federal Railroad planned to increase the speed of intercity trains to 200 km / h. The MD 33 bogies with block brakes , which were built into the UIC-X wagons, reached top speeds of 140 km / h. The MD 36 equipped with disc brakes were approved for 160 km / h. To make this type of bogie suitable for 200 km / h, the MD 36 bogies were retrofitted with magnetic rail brakes and roll dampers from 1977 .
In 1979 there was a much more extensive further development of the MD 36 bogie to the type MD 52 bogie: The end supports at the ends of the bogie are omitted, so that the length is reduced by 806 mm with the same axle base and the same wheel diameter. Each wheelset shaft usually has two brake discs with a diameter of 640 mm - a larger diameter would not be possible for reasons of space. The steel grade St 52-3 was used for the frame . What is striking is the change in the position of the cradle, which is now located above instead of below the solebar as in earlier Minden-Deutz bogies. Depending on the version, the primary suspension is ensured with coil springs and vibration dampers or with self-damping elastomer springs; four coil springs with two secondary dampers in between are used for the secondary suspension. Due to the secondary springs located far outwards, anti-roll supports are no longer required; on the other hand, this arrangement no longer allows cardan generators to be attached, which is why wagons with MD 52 bogies usually require a train busbar . The mechanical anti-rotation mechanism via friction plates replaces the hydraulic roll dampers. Thanks to these innovations, the MD 52 is less complex than the MD 36. The weight of the bogies varies from 6.2 t to 7 t depending on the type of substructure.
Different versions of the MD 52 bogies were created, which can be distinguished by adding a third number. The type that is regularly installed under Intercity wagons of the Deutsche Bundesbahn is the MD 523. In comparison, the type MD 524 differed, for example, in having a third brake disc on each axle.
In the mid-2000s, around 1000 Deutsche Bahn bogies were refurbished at Bombardier Transportation , the successor company of Waggon Union through various mergers. In particular, the bogie frames were replaced, which after around 25 years of use showed corrosion due to environmental influences and the use of downpipe toilets .
Use in high-speed traffic
The first prototype for the ICE, the InterCityExperimental , had three different bogies in the intermediate car delivered in July 1985: a coupling frame bogie from MAN , a "high-performance bogie " from Messerschmitt-Bölkow-Blohm and the test bogie MD 52-530 from Waggon Union . This bogie came from the Minden-Deutz family, but had a center distance of 2,800 mm. On May 1, 1988, the InterCityExperimental set an interim speed record for rail vehicles with the MD 52-350 bogie.
In parallel to the tests in the InterCityExperimental, tests were carried out with a modified MD 52 bogie in order to examine whether the previous center distance of 2500 mm offers sufficient smoothness even at the speeds of high-speed traffic. For this purpose, this bogie was installed in a French TGV unit, using both new and worn wheel sets. A speed of 283 km / h was achieved during the TGV test drives. This was followed by tests on the Munich-Freimann roller dynamometer , which were continued up to its rated speed of 500 km / h. With a modified MD 52 bogie, which was built into a Bpmz 291.2 , tests were carried out on the new Mannheim-Stuttgart line in April 1987 . The car was simply coupled behind the ICE V for this purpose .
Due to the positive experiences during the test drives, the series vehicles of the type ICE 1 received Minden-Deutz bogies with the proven wheelbase of 2500 mm. These bogies are named MD 530 and have a length of 3480 mm and a width of 2800 mm. During the construction, great importance was attached to making the bogie compact enough not to have to interrupt the aerodynamic cladding of the car body. The wheel diameter is now 920 mm and is reduced to 860 mm during operation. The mass is 7.40 t, a magnetic rail brake is installed. There are four cast brake discs on each shaft , each with an 8 '' brake cylinder . The parking brake acts on one bogie per car and there only on one set of wheels. The multiple unit and bogie are approved for speeds of up to 280 km / h; As part of the approval drives, operational safety had to be proven at a 10 percent higher speed, i.e. 308 km / h.
60 ICE 1 units were built in which a four-digit number of MD 530 bogies is used. Both the primary suspension and the secondary suspension consist of coil springs. Since this led to vibrations during operation, the wheel sets were equipped with rubber-sprung wheel sets to increase driving comfort at high speeds . The Eschede ICE accident was triggered by a defect in one of these tires .
End of production of Minden-Deutz bogies
For the ICE 2 , an ICE 1 unit was equipped with bogies from various manufacturers. This also included the type WU 92 bogie belonging to the Minden-Deutz family. However, it was not Waggon Union with the Minden-Deutz bogie that won the contract for series production, but Simmering-Graz-Pauker with the SGP 400 bogie The decision was the availability of air suspension on the SGP 400. The ICE 3 also received SGP type SGP 500 bogies, which were further developed for the DB class 407 .
After the rail reform , Deutsche Bahn AG ordered more multiple units and double-decker coaches instead of conventional passenger coaches . The double-decker cars produced from 1994 on were not equipped with Minden-Deutz bogies, but with Görlitz bogies , which were available again after reunification . There was no longer any need for Minden-Deutz bogies that were not compatible with low-floor technology. Waggon Union was bought by ABB Henschel in 1990 , which in turn was first merged into Adtranz and then into Bombardier Transportation . Bombardier still operates the former Waggon Union bogie plant in Siegen, where it manufactures, among other things, FlexCompact bogies for Bombardier Talent 2 multiple units as well as the ICE 4 bogies on behalf of Siemens .
Individual evidence
- ↑ a b c d e f g h i j k l m n Karl Gerhard Baur: Bogies - Bogies. EK-Verlag , 2nd edition, Freiburg 2009, ISBN 978-3-88255-147-1 , pp. 174-196.
- ^ Christian R. Günther: Mittelwagen . In: ICE - Train of the Future. Hestra Verlag, Darmstadt 1985, ISBN 3-7771-0192-3 , pp. 116-124.
- ^ ICE 1 (class 401) high-speed train operated by Deutsche Bahn AG. In: www.hochsitzszuege.com. Retrieved June 7, 2016 .
- ↑ Dierk Lawrenz: Eisenbahn-Kurier - Prototype and Model - As a Siemens development partner, Bombardier takes on an important role in the major ICx project. In: eisenbahn-kurier.de. Retrieved June 7, 2016 .