FS E.464
| FS E.464 | |
|---|---|
 |
|
| Numbering: | E 464.001-717 (Trenitalia) E 464.890-894; 901-906 (FER) E.464.880 (TFT) |
| Number: | 728 |
| Manufacturer: | Bombardier (formerly ADtranz) |
| Year of construction (s): | 1999– |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 15,930 mm |
| Service mass: | 72 t |
| Top speed: | 160 km / h |
| Continuous output : | 3,000 kW (2,350 kW) |
| Starting tractive effort: | 200 kN |
| Power system : | 3,000 V (1,500 V) direct current |
| Number of traction motors: | 4th |
| Drive: | GTO converters, double-star asynchronous traction motors |
| Train control : | RS4 Codici , SCMT |
The class E.464 is an electric locomotive that was purchased from ADtranz (today Bombardier ) from 1999 onwards from the Italian state railway Ferrovie dello Stato (Trenitalia), Ferrovie Emilia Romagna (FER) and Trasporto Ferroviario Toscano (TFT).
The locomotives are manufactured in the Bombardier plant in Vado Ligure under the company name TRAXX P160 DCP . 699 units of this series had been delivered by February 2013.
In November 2013 Trenitalia announced that a further series of 29 E464 locomotives had been ordered from Bombardier, an investment of around 300 million euros. These are to be used in the regions of Lazio, Veneto and Liguria, together with 150 new Vivalto cars.
In Italy the machines are called "locomotiva monocabina" (locomotive with only one driver's cab).
technical features
Since the machines are only used with push-pull trains , they only have one driver's cab . At the other end there is a multi-purpose / luggage compartment, an auxiliary driver's cab for maneuvering and a car transition with a rubber bead. The E.464 series uses bogies and gearboxes similar to those of the Deutsche Bahn series 101 , but the drive is provided by double-star asynchronous traction motors . The locomotive body was developed by SLM , the power electronics in GTO technology are related to those of the SBB RABDe 500 , as is the vehicle control system.
The first machines were fitted with conventional pulling / pushing devices on both sides when they were delivered. In the meantime, however, almost all vehicles at the end of the driver's cab have been equipped with an automatic Scharfenberg coupling. The screw coupling was only retained on the side facing the wagon train. The locomotives are equipped with the conventional Italian push-pull train control ( condotta 78 poli ) as well as with the TCN push-pull train control and multiple control. This means that they can be used flexibly with all regional transport vehicles.
literature
- Torsten Berndt, Klaus Eckert: Lexicon of the locomotives . Komet Verlag, Cologne 2005, ISBN 3-89836-505-0 .
Web links
Individual evidence
- ↑ http://www.railcolor.net/index.php?nav=1405729&lang=1
- ↑ http://www.railcolor.net/index.php?nav=1405730&lang=1
- ↑ http://www.railcolor.net/index.php?nav=1407754&lang=1
- ↑ http://www.railcolor.net/index.php?nav=1405330&id=4822&action=dview
- ^ Trenitalia: Nuove locomotive e carrozze per i pendolari di Veneto, Liguria e Lazio
- ^ S Mantero, A Stabile, D Carillo: Il sistema di controllo della locomotiva E. 464 Caratteristiche di funzionamento e verifica delle prestazioni (2001) in Ingegneria ferroviaria , edition 4/2001, pages 170-182 (Italian)