AEG 12X

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AEG 12X
128 001 in Dresden (1996)
128 001 in Dresden (1996)
Numbering: 128 001
Number: 1
Manufacturer: AEG
Year of construction (s): 1994
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 19,500 mm
Service mass: 84 t
Wheel set mass : 21 t
Top speed: 220 km / h
Hourly output : 6400 kW
Starting tractive effort: 300 kN
Power system : 15 kV, 16.7 Hz ~
Power transmission: Overhead line
Number of traction motors: 4th
Train control : Sifa , Indusi , LZB

The 12X is a test and demonstration locomotive built by AEG as a universal locomotive for freight and express train traffic in 1994, which was in service with Deutsche Bahn as 128 001 until 2010 and is now on display in the Weimar Railway Museum.

history

The locomotive was built in 1994 in the former LEW factory in Hennigsdorf with the factory number 22500 and left to Deutsche Bahn for extensive test drives, where it was approved for a top speed of 250 km / h. On a roller dynamometer, the 12X even reached 330 km / h with the best running smoothness and outstanding comfort. The design of the locomotive body with folds in the front was based on a draft that LEW had made for the DR series 255 three-phase locomotive.

At DB, the machine was classified under the series designation 128, but remained in AEG ownership. When the locomotive was built, it was about a possible successor series of the 120 series . Hence the name 12X , where the X stands for a digit between 1 and 9. After the rail vehicle department of AEG merged with that of ABB to form ABB Daimler-Benz Transportation in 1996 , the locomotive was transferred to the former ABB factory in Zurich Oerlikon in September of the same year . There the locomotive was given a new electric equipment with IGBT - converters , only the auxiliary systems and the brakes were taken over from the existing locomotive.

In February 1997 the locomotive was put back into operation. After extensive testing, it was used by the depot of the then DB Cargo (now DB Schenker Rail ) in Nuremberg, from there it was transferred to the Adtranz locomotive pool and was briefly used in autumn 2000 by BASF from Ludwigshafen in front of freight trains to Ruhland and Basel. It soon suffered a defect, but was repaired and used as a test locomotive to test new technologies. If necessary, it was also rented out. After the takeover of Adtranz by Bombardier Transportation, the 12X belonged to the Bombardier locomotive pool and was last used for test drives in Switzerland together with locomotives from the TRAXX family .

The 12X returned to its place of origin on September 16, 2010 to mark the 100th anniversary of the Bombardier factory in Hennigsdorf. There it was exhibited for one week as part of the celebrations. It then remained in the factory as an exhibit. On February 19, 2014, the 12X was brought to Weimar, where it is on permanent loan from Bombardier Transportation to the Thuringian Railway Association and is on display in the Weimar Railway Museum as a rollable exhibit.

technology

meaning

The 12X was one of the first locomotives with IGBT converters that had an output of more than 6000 kilowatts. Many detailed technical solutions of the 12X were used in the locomotives of the Bombardier TRAXX family and other Bombardier vehicles. The control technology of the 146 and 146.0 series and the converters of the 185.2 series are based on the technology that was tested in the 12X.

Electrical part

The main transformer is installed under the floor between the two bogies. It has a total of six windings - four windings for traction and one winding each for supplying the auxiliaries and batteries and another for the electrical train busbar. The secondary windings are connected to two 120 kVA auxiliary converters. The two traction converters, one per bogie, are located directly above the transformer on either side of the central lane to keep the power cables as short as possible and to ensure symmetrical weight distribution. The converters were made from modules that contain: Two water-cooled GTO thyristors each [later converted to IGBTs in 1997], which can be regulated and thus enable control circuits to be set up with far fewer components than normal thyristors. Two of the modules in each converter acted as four-quadrant converters between each primary winding and the DC link. Three additional modules acted as inverters, supplying the two motors of a bogie with three-phase variable voltage and variable frequency and enabling individual axis control. A version of the module for use as a DC chopper under DC overhead lines was also planned. For traction and power control, the locomotive was equipped with the GEATRAC II system with 32-bit microprocessors, which enable hardware-independent software updates. After the locomotive was upgraded by Adtranz, the converters based on GTO thyristors were replaced by IGBT-based converters that were suitable for multi-voltage operation and control. The technology was converted to the then current MITRAC system from Adtranz.

Mechanical part

The 12X was equipped with newly developed GEALAIF axle drives, whereby GEA refers to AEG (reversed order) and LAIF stands for locomotive drive with integrated traction motor. The motor axis is connected to the pinion axis of the final drive by a diaphragm coupling that is torsionally and radially rigid , but bends gently. The main innovation of the GEALAIF concept is that the pinion axis is not only supported on the motor side but by bearings on both sides. This solution reduces the bending moments both on the pinion axis and on the connected motor axis and thus enables the size and mass of both to be reduced. The integration of the final drive and motor also included reversing the air cooling flow, with the cold air flowing down the final drive side of the motor to also cool the pinion. The axle drive drives the wheelset via a cardan shaft and forms a hollow shaft drive.

At 2,600 mm, the wheelbase of the bogie is shorter than that of similar locomotives in order to reduce forces and wear on bends. Before the tests, the engineers at Deutsche Bahn were skeptical of the design in view of problems with the ABB Flexifloat prototype with a wheelbase of 2,650 mm, which was installed in the test locomotive 752 004. On the roll test stand and in series tests, however, a stable run was found. The primary suspension uses metal coil springs, the secondary suspension uses the Flexicoil suspension. The tensile forces are transmitted between the bogie and the locomotive body via inclined pull and push rods . The locomotive body is a lightweight construction that made the 12X the lightest locomotive in its performance class at 84 t. The actual mass of the finished locomotive was 85.9 t in operating condition. The frame and the side walls of the engine room are made of steel as structural parts. The roofs, driver's cabs and the cladding of the transformer located in the center under the car body are made of plastic and composite materials that have been glued to the steel frame. The inclined roof edge merges into the inclined ends of the side walls, which protrude over the fronts and form wind flaps that are intended to increase stability when entering and exiting tunnels, train encounters and when driving past platforms in stations.

painting

The 128 001 originally had AEG advertising, followed by advertisements for UNICEF , Adtranz and Bombardier.

Models

In gauge H0 , Märklin offered models of all lettering variants, some of them also in direct current version. In N gauge there were models from Fleischmann and Minitrix .

literature

  • Karl Gerhard Baur: The series 145, 146 and 185. EK-Verlag, Freiburg 2002, ISBN 3-88255-145-3

Web links

Individual evidence

  1. ↑ a b c d e f Jung ins Museum . In: Bombardier Switzerland (ed.): Employee magazine . No. June 2 , 2014.
  2. ↑ Glanert, Scherrans, Borbe, Lüderitz: AC train operation in Germany. Volume 3: The Deutsche Reichsbahn. Part 2 - 1960 to 1993 . ISBN 978-3-8356-3353-7 , pp. 189 .
  3. ↑ Overview of the models