FS E.412
| FS E.412 | |
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 E.412 near Mertingen
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| Numbering: | E.412.001-020 |
| Number: | 20th |
| Manufacturer: | Bombardier Vado Ligure |
| Year of construction (s): | 1997-1999 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,400 mm |
| Height: | 4,100 mm |
| Width: | 2,850 mm |
| Trunnion Distance: | 11,400 mm |
| Bogie axle base: | 2,650 mm |
| Service mass: | 88 t |
| Wheel set mass : | 22 t |
| Top speed: | 150 km / h Italy 140 km / h Germany 120 km / h Austria |
| Continuous output : | 5600 kW (15 kV AC) 5400 kW (3 kV DC) 2700 kW (1.5 kV DC) |
| Starting tractive effort: | 280 kN |
| Power system : | 15 kV, 16.7 Hz ~ 3 kV = 1.5 kV = |
| Number of traction motors: | 4 × IGA three-phase asynchronous motors |
| Brake: | Compressed air brake, el. Regenerative brake |
| Train control : | RS 4 Codici, PZB, LZB |
The class E.412 is an Italian multi-system electric locomotive .
history
In 1993, as part of the growing international activities of the European railway companies , the FS commissioned a multi-system locomotive that could be used in the Italian 3 kV direct current network as well as to France (1.5 kV =) and especially for the Brenner traffic in Austria and Germany Network (15 kV 16.7 Hz) should be usable. In terms of running technology, the locomotive should be designed for both fast EuroCity trains and freight traffic . The four prototype locomotives were built from 1996 by the then manufacturer ABB Technomasio (now Bombardier Transportation ) in Vado Ligure , Italy . This plant produces almost exclusively for the Italian market. After many tests, the engine together with the series 128 of the DB in the Switzerland led, started in 1997 with the serial production of another 16 machines. In addition, an attempt was made to sell eight identical vehicles to Poland (should run there as the EU43 series), but the PKP failed for financial reasons . The Polish locomotives have now been sold to the Italian private railway company RTC ( Rail Traction Company ). At the end of 1999/2000, test drives were carried out for the first time on the Pustertal route to Lienz in East Tyrol. On some days these multi-system vehicles even came as far as Spittal-Millstättersee .
construction
The locomotives are structurally and technically very similar to the prototype of the AEG 12X , which was the inspiration for a whole group of modern electric locomotives. The welded lightweight steel construction of the locomotive body is supported by Flexicoil coil springs on the bogies. The aluminum side walls are corrugated to increase rigidity. The ester-cooled transformer is, as is usual with new construction locomotives, installed under the floor. They have two bogies, each with two axles driven by three-phase asynchronous motors. Each bogie forms a common drive unit. The locomotives also have an electric recuperation brake (also called regenerative brake - the electricity generated in the traction motors when braking is fed back into the contact line). Two type WBL 85 pantographs are installed, one each for direct current (driver's cab A, Italian rocker ) and alternating current (driver's cab B, German-Austrian rocker). In AC systems, the secondary-side voltage of the main transformer is converted into a DC voltage in a four-quadrant converter (4QS), which is fed into a DC link. In DC systems, the intermediate circuit is fed directly from the contact line. In one pulse- controlled inverter per drive unit, this direct current is then converted into three-phase alternating current to feed the traction motors. The drives are controlled by a computer-aided operating system. In addition, the locomotives have an 18-pin IS line ( UIC cable ), double traction control and power supply via train busbar for passenger trains. In terms of running technology, the series is able to reach 220 km / h, but only approved for 200 km / h in Italy. The locomotives were equipped with the common train control systems RS4 Codici (Italy) and PZB / LZB (DB / ÖBB). It was not used in France. The paintwork of the E 412 corresponds to the currently usual XMPR paintwork of the FS.
commitment
The planned use in front of EuroCity trains to Germany as far as Munich did not take place because the ÖBB initially refused approval. Nevertheless, the locomotives have been in use on the Brenner route from Verona from the start. By assigning the series to Trenitalia Cargo, they are now used exclusively in freight transport . Mainly the trains of the rolling road and container trains between the Brenner and Verona are their responsibility. After a short series of tests in Poland, the RTC locomotives are now also being used on the Italian Brenner Railway to haul freight trains. After repeated test runs in spring 2006, the locomotives have also been approved in Austria since mid-June 2006. Since summer / autumn 2006, trains between Regensburg, Ingolstadt and Italy as well as Munich and Italy have been hauled as planned. The locomotives are used exclusively by the Trenitalia subsidiary TX Logistik . At the end of January and beginning of February 2007, TXL also ran trains from Verona to the Ruhr area with the locomotives. From the beginning of April 2007 these FS locomotives will run as far as Salzburg in accordance with an agreement with the ÖBB. In return, the ÖBB 1216 drive through to Cervignano (Italy) without re-spanning at the border.
