FS E.330
| FS E.330 | |
|---|---|
 |
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| Numbering: | E. 330.001-016 |
| Number: | 16 |
| Manufacturer: | el. = Società Italiana Westinghouse mech. = Breda |
| Year of construction (s): | 1914 |
| Retirement: | 1963 |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,008 mm |
| Height: | 4,265 mm |
| Width: | 2,900 mm |
| Total wheelbase: | 8,400 mm |
| Service mass: | 74 t |
| Friction mass: | 51 t |
| Top speed: | 100 km / h |
| Hourly output : | 1,900 kW |
| Continuous output : | 1,750 kW |
| Starting tractive effort: | 84 kN |
| Driving wheel diameter: | 1,630 mm |
| Power system : | 3.6 kV / 16.7 Hz three-phase current |
| Power transmission: | direct power transmission from three-phase catenary to three-phase traction motors |
| Number of traction motors: | 2 |
| Drive: | Angular rod drive type Kandó with 2 electric motors located deep in the frame |
| Brake: | Handbrake air brake |
| Particularities: | first high-speed locomotive in series production for the three-phase network in northern Italy |
The E.330 series was an electric locomotive series of the Italian state railway Ferrovie dello Stato . It was used on the northern Italian three-phase network, especially in passenger train service.
history
The locomotives of the FS E.330 series were the first express train locomotives in the northern Italian three-phase network and were manufactured in 1914 by Società Italiana Westinghouse in the electrical part and Breda in the mechanical part according to plans by Kálmán Kandó . With it, fast trains could be transported electrically for the first time. They were procured for the transport of express trains on the lowland routes Lecco - Monza and Genoa - Savona . Due to the insufficient frictional weight, however, the locomotive's pulling power was not sufficient.
After the delivery of more powerful machines ( FS E.333 ), the locomotives were used to transport light trains. They were at the Lecco depot from 1914 to 1927 and in Livorno from 1927 to 1940 . In 1947 and 1948 the first two locomotives in the series were retired. The remaining machines were transferred to Alessandria in 1952 and performed light duty there. The locomotives were parked there in 1963. They were scrapped in 1965 except for the E 330.008 , which was preserved as a museum. It is now in the Milan Technical Museum . Due to their routing, the locomotives were nicknamed camels by the operations service .
technical features
The E.330 was a single frame locomotive and had three coupled axles and two outer running axles. The drive wheels were driven by the electric motors located deep in the frame via a linkage . The height compensation between the axles and the electric traction motors was carried out a little differently than with the patented Kando drive , with a triangle between the traction motors and the crank pin of the central drive axle. Obviously the angle of this truss triangle was chosen a little unfavorably, because the chassis of the locomotive was never quite equal to the power of the engine. In the case of the FS E.333 , the angle of the triangle was chosen to be a little steeper; this machine fully met the requirements of the operations service. The frame of the FS E.330 is also said to have warped when the locomotive was heavily loaded.
In terms of structure, the locomotives originally had transition platforms on the front sides . These were later removed and the locomotive was then given short stems. The friction weight could be changed between the values 51 t and 45 t using a switch lever.
The three-phase current taken from the catenary was passed on to the drive motors with the optimum power factor. Compared to the FS E.550 , the rotors of the two three-phase motors had a total of seven slip rings, four on one shaft end and three on the other shaft end. As a result, a total of four speed levels were achieved in combination between the different number of poles and the parallel connection or the series connection . The locomotive had four speed levels: 37, 50, 75 and 100 km / h. At 37 km / h the locomotive had a continuous output of 920 kW and a pulling force of 88 kN; at 50 km / h it had 1230 kW power and 88 kN pulling force; at 75 km / h it had 1,940 kW of power and 93 kN of pulling force and at 100 km / h of 1630 kW of power and 59 kN of pulling force. It had a greatest efficiency factor of 0.85 at the speed levels 100 km / h and 75 km / h. In the lower speed levels the efficiency was only 0.65. The liquid starter , which served as a so-called accelerator between the continuous speed levels, was used between the four speed levels . This unit worked as a fluid resistance, which enabled a steady acceleration when starting and when changing to a higher speed level. A 0.5 percent soda solution served as the resistance element, which reached an ever higher level when the locomotive started up and when accelerating, thereby ensuring a connection of steadily decreasing resistance between the electrode plates. The engine driver could set the acceleration on a separate lever next to the speed level. The driving switch for controlling the locomotive consisted of three levers that pneumatically controlled the locomotive. The first of them took over the control of the direction of travel, the second set the speed level and the third the work of the fluid resistance. If the train driver wanted to start the locomotive or change to a higher speed, he put the third lever in its starting position. Then he set the appropriate driving speed with the second lever and then again the third lever for resistance . Once the set speed was reached, the resistor was automatically short-circuited pneumatically. The same procedure was necessary for electric braking. Since the soda solution warmed up when accelerating, the locomotive had to refill water for the resistors when upgrading in the depot and from time to time. As a result, they could only work effectively in the speed levels.
See also
literature
- Joachim von Rohr: Ligurian three-phase summer 1963. EK-Verlag Freiburg, 2014, ISBN 978-3-88255-469-4 .
- Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives Orell Füssli Verlag, Zurich 1969,
Web links
- Website about the E.330 locomotive (Italian)
- Website with technical data about the E.330 (Italian)
- Photograph of the drive motor of the electric locomotive
- View of the fluid resistance of the locomotive
Individual evidence
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 21.
- ^ Website about Italian three-phase locomotives with the original appearance of the E.330
- ↑ Wolfgang Messerschmidt: History of the Italian Electric and Diesel Locomotives Orell Füssli Verlag, Zurich 1969, p. 38.
- ↑ Wolfgang Messerschmidt: History of the Italian Electric and Diesel Locomotives Orell Füssli Verlag, Zurich 1969, p. 32.