Neigezüge

[@sirenity8839]

Danke. toller bericht. würde dazu gerne mal einen bericht zur situation heute heben. Gibt es die neigezüge denn noch? Habe gehört, es gab da technische probleme.

[@SW-zo6ox]

Das stimmt. Werden aber immernoch eingesetzt (München-Lindau, Bayreuth-Nürnberg bspw.)

[@sirenity8839]

@@SW-zo6ox aber is wohl sehr stoerungsanfaellig. scheint sich wohl net durchzusetzen.

[@tempo1816]

@@sirenity8839 Naja, aber gibt bis jetzt keine Alternative, oder?

[@CptGizmo]

Die roten VT der Baureihe 612 fahren auch heute noch Deutschland weit auf verschiedenen Strecken.

[@burgerpommes2001]

Neigezüge sind für die baierefreiheit schlecht. E Züge können außerdem nach kurven und Stationen besser beschleunigen und gewinnen dadurch Zeit zurück

[@jonny199b9]

Wieso gibt es keine Elektrovariante des 612? Jetzt nicht ICE T sondern für den Nahverkehr wie hier gezeigt zwischen Lichtenfels und Saalfeld

[@peterelvery]

Generally good video. One major innaccuracy is the explanation at 1:50 of how the appropriate degree of tilt is determined. The VT610 and 612 do not receive signals from transponders along route. Tilt angle is calculated onboard in real-time based on analysis of vehicle speed, acceleration and track cant.

[@louism771]

I think you are right, afaik the tilt angle is controlled by sensors onboard. I am no professional but i think what they wanted to say that the technology needs to be activated and deactivated depending on the current section of the track. This might actually be handled by these transponders. It seems they simplified the explanation to a point where it's simply wrong.

[@peterelvery]

@@louism771 Yes. With both the FIAT (VT-610) and DUEWAG (611 & 612) systems, required tilt is derived from speed sensor, accelerometer and gyroscope output. The cars can therefore run on any track with tilting enabled. However the train control system can be programmed to switch off the tilting when necessary, e.g. in narrow curved tunnels. It's funny that in describing the system as he does, the spokesman makes it sound like the programmed tilt control that does use track transponders to control tilt angle that's employed extensively on Shikoku, Japan and also in Queensland, Australia.

[@louism771]

@@peterelvery Interesting, thanks for the info. Didn't thought it is even possible to make this reliable. Just think of a single faulty or dirty transponder causing the train to tilt where it normally shouldn't. But in contrast to German and Italian engineering this might even work great :D

[@peterelvery]

@@louism771 The VT-610 had no tilting or wheelset cracking issues, not surprising as the FIAT hardware was virtually identical to that of the well-proven FS ETR-450 sets. The reasons for changing to the DUEWAG hardware were cost, complexity, weight and German national pride. Re the Japanese system, a failed transponder isn't such a big deal. If it should happen the tilt angle is automatically reduced to zero, which has no detrimental effect on safety but does make the ride uncomfortable. Also the JR mechanism is pneumatically powered by what is effectively an upgraded air-braking system which means a tilt power failure is equivalent to a brake failure and the train will stop.