Eurotunnel class 9
| Class 9 | |
|---|---|
 Locomotives 9015 in Coquelles
|
|
| Numbering: | 9040 9101-9113 9801-9838 |
| Number: | 58 |
| Manufacturer: | ABB , Brush Traction |
| Year of construction (s): | 1993-2002 |
| Axis formula : | Bo'Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22 m |
| Height: | 4.19 m |
| Width: | 2.97 m |
| Service mass: | 132 t |
| Wheel set mass : | 22.5 t |
| Top speed: | 160 km / h |
| Hourly output : | 1st and 2nd delivery: 5.6 MW replicas and upgraded vehicles: 7 MW |
| Starting tractive effort: | 400 kN |
| Wheel diameter: | 1250 mm |
| Power system : | 25 kV ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 6th |
| Drive: | Hollow shaft cardan single axle drive |
| Train control : | TVM430 |
The Eurotunnel-Class-9 , sometimes also Euroshuttle or ESL 9000 , are six-axle electric locomotives used in the Eurotunnel for 25 kV overhead line voltage with a frequency of 50 Hz. The 800-meter-long “ Le Shuttle ” trains for the transport of cars and “Truck-Shuttle” To transport trucks, two of the class 9 locomotives designed as powered end cars are each hauled.
history
In July 1989, 40 locomotives were ordered from the Euroshuttle Locomotive Consortium , a joint venture between Brush Traction and ABB, to transport the shuttle trains . The consortium was awarded the contract due to its experience in building six-axle locomotives with three bogies and operating locomotives in long tunnels. The EF series locomotives built by Brush for New Zealand Railways and the SBB Re 6/6 traveling through the Simplon Tunnel were listed as reference projects . The Simplon Tunnel is known for the large temperature and humidity differences between the tunnel and the outside area, which in certain weather conditions can lead to the formation of condensation in the vehicles.
The order was later reduced to 38 units, which were numbered 9001 to 9038. The first locomotive was completed in December 1992 and delivered to the Eurotunnel depot at Coquelles . Two locomotives were tested on the Velim railway test ring , one of which covered 50,000 km in 1993 as part of an endurance test.
The 9030 locomotive was so badly damaged in the canal tunnel fire on November 18, 1996 that it was no longer worth repairing. In 1997 and 1998, 14 more power cars were ordered, which differ from the original version in that they do not have an auxiliary driver's cab at the end of the transition and are intended for driving the truck trains. One locomotive of this series was given the number 9040, the others were given the numbers 9101 to 9113.
In 2000, seven more locomotives were ordered in a more powerful version, which were also intended for transporting truck trains. From 2004 the locomotives of the first series were overhauled, of which 20 locomotives were equipped with the electrical equipment of the reinforced design, another 18 received the upgrade from 2008.
In 2016, 13 locomotives of the original and 45 of the reinforced design were in use. To distinguish them from the non-upgraded locomotives, the upgraded locomotives have numbers starting with 98.
technology
The construction of the locomotive was determined on the one hand by the requirement that the drive and braking system had to be triple redundant for safety and availability reasons , on the other hand a turning loop with a radius of only 280 m at 60 km / h in the English terminus must be possible, in order to be able to achieve the required travel times of 35 minutes between the loading terminals.
The locomotive body with a driver's cab rests on three two-axle bogies, which are driven by three-phase asynchronous motors that are fully spring-mounted in the bogie . The hollow shaft cardan drive is similar to the DB series 120 . Each bogie has its own power converter with two four-quadrant controllers that supply the two motors with power. These in turn are supplied with energy from the contact line by a transformer with six traction windings arranged in the machine room. The control technology of the locomotives is based on the MICAS-S2 system from what was then ABB, now Bombardier Transportation.
The original version of the Euroshuttle power cars has an output of 5.6 MW. In these vehicles, the converters are designed with two-point switching in GTO thyristor technology with oil cooling, which are similar to those of the RhB Ge 4/4 III . They have an inverter to which the two motors of a bogie are connected in parallel . The newer power cars as well as the power cars upgraded from the first series have an output of 7 MW. Their power converters are designed using IGBT technology with water cooling and are equipped with two inverters so that each motor can be controlled individually. The control technology was supplemented or replaced with the Bombardier MITRAC system.
literature
Thomas Telford: The Channel Tunnel: Transport systems ISBN 9780727720245
Individual evidence
- ^ Shuttle Locomotives. Brush Traction , 2012, accessed March 19, 2016 .
- ^ Traction Transformer for Rolling Stock - Landmark Projects. ABB, accessed March 19, 2016 .
- ^ A b Jean-Marc Allenbach, Pierre Chapas, Michel Comte, Roger Kaller: Traction électrique . PPUR presses polytechniques, 2008, ISBN 978-2-88074-674-2 ( Google Book [accessed March 19, 2016]).
- ↑ Eurotunnel: Rolling Stock. Retrieved March 19, 2016 .
- ^ A b c Colin Kirkland: Engineering the Channel Tunnel . CRC Press, 1995, ISBN 978-0-419-17920-7 ( Google Book [accessed March 19, 2016]).
- ↑ a b c Eurotunnel Tri-Bo: Shuttle Locomotives. In: Kent Rail . Retrieved March 19, 2016 .
- ↑ a b Eurotunnel: Maintenance. Retrieved March 19, 2016 .
- ↑ Martin Brugger: Railway connection under the English Channel: project and execution overview of the construction . tape 108 , no. 26 , 1990, pp. 741-748 , doi : 10.5169 / seals-77461 .
- ↑ a b Gabriel Moisa: Le Shuttle, the locomotive from Euro Tunnel . In: Leonardo Electronic Journal of Practices and Technologies . No. 1 , 2002, ISSN 1583-1078 , p. 61–68 ( pdf [accessed March 19, 2016]).