FS E.551
| FS E.551 | |
|---|---|
 |
|
| Numbering: | E. 551.001-183 |
| Number: | 183 |
| Manufacturer: | various |
| Year of construction (s): | 1921-1925 |
| Retirement: | 1965 |
| Axis formula : | E. |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,010 mm |
| Height: | 3740 mm |
| Width: | 2850 mm |
| Total wheelbase: | 6380 mm |
| Service mass: | 75 t |
| Friction mass: | 75 t |
| Top speed: | 50 km / h |
| Hourly output : | 2000 kW |
| Driving wheel diameter: | 1070 mm |
| Power system : | 3.6 kV / 16.7 Hz three-phase current |
| Power transmission: | direct power transmission from three-phase catenary to three-phase drive 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 |
| Train heating: | with boiler |
The E.551 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 freight train services. The locomotives were used on all routes of the northern Italian three-phase network. They had a boiler for use in passenger train service .
history
The locomotive was developed as a further development of the FS E.550 at various companies a few years after the First World War . In the period from 1922 to 1925, a total of 183 locomotives were built in three series. After their appearance, the locomotives conquered the demanding mountain routes and displaced the previous series in subordinate services. The locomotives were used on all of the country's demanding mountain routes with the exception of the Brenner Railway . The locomotives ran in freight and passenger trains as well as pushing and tensioning services. Their main area of application were the routes on the Italian Riviera , where the locomotives took over almost all traffic until the electricity system was switched to direct current .
During the Second World War , 34 locomotives were destroyed by the fighting. In the 1960s, during the conversion of the northern Italian three-phase network to direct current , the locomotives were gradually phased out and replaced by newer series ( FS E.554 ). The last locomotive was retired in 1965. The E.551.001 is preserved in the Pietrarsa Railway Museum .
technical description
The locomotive is essentially an extended and reinforced version of the FS E.550 . You can see that clearly in the side view. The differences are a little less noticeable in photos, as both types have the same basic arrangement and were equipped with tapered cab fronts. The buffer beam has been designed a little differently (the E.551 has two elongated holes instead of a large middle one with the FS E.550). In addition, the stems are longer.
Mechanical part
Like its predecessor, the locomotive was developed as a five-axle and five-way coupled locomotive. The two traction motors are located just as deep in the frame and connected to the central drive axle via a triangle. The distance between the following coupling axes is approximately the same to the driving axis. Only the length over the buffers and thus the overhangs on both sides are slightly larger on the E.551 . The end axles are designed to be laterally displaceable for a good curve run, so that the locomotives have a fixed wheelbase of 4100 mm. All wheels had a good mass balance for smooth vehicle running. As with steam locomotives, the crank pins were positioned at an angle of 90 °.
The locomotive had an indirect brake as a train brake, a direct brake as an additional brake and a handbrake. The compressed air required for the brakes was mainly generated by axle compressors while driving. These axle compressors were driven by an auxiliary linkage on the coupling wheels. The locomotives also had a small electric air compressor to generate air during standstill.
Electrical part
The electrical part of the locomotive was formed from the two traction motors, the switching mechanism and the resistance control with the liquid starter.
The three-phase current taken from the catenary was passed on to the drive motors with the optimum power factor. The locomotive worked at the two speed levels 25 km / h and 50 km / h. At 25 km / h the two motors worked in series at 50 km / in parallel . The power of the locomotives was 860 kW in the 25 km / h speed level and 2000 kW in the 50 km / h level. The liquid starter functioned as a so-called accelerator between the two continuous speed levels. The operation of the liquid filler and the control of the locomotive happened as with the E 550 .
Originally the locomotive was equipped with a small boiler to heat the train. Because of its poor performance, the locomotive was gradually equipped with an oil-fired boiler from 1925. After a series of serious accidents, the main switch, which caused fatal explosions due to overvoltages due to the ejecting hot oil, was moved from the engine room to the front end of the locomotives with an auxiliary cabinet. These renovations were carried out from 1930. This conversion work was carried out on around 120 locomotives.
Equipping the locomotives with multiple controls
However, the biggest modifications to the locomotives concerned equipping them with the multiple control system Comando multiplo . After this system was brought to series production readiness for the locomotives of the FS E.554 series with the Ligure system , the E.551.105 and E.551.111 locomotives were also equipped with this system at the Savona depot . The pneumatic control of the liquid inlet was a prerequisite for the smooth operation of this system. Later the locomotives E.551.010 , E.551.081 , E.551.090 and E.551.098 were equipped with it. These locomotives ran until the end of three-phase operation in northern Italy on the route from Savona to Ceva .
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,
See also
Web links
- Website about the E.551 with technical data
- Website about the three-phase locomotives with the E.551
- Photo of the E.551.001 on www.bahnbilder.de
- Film sequences about the three-phase locomotives with the E.551
Individual evidence
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 26.
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 26.
- ↑ Joachim von Rohr: Ligurischer three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 63.
- ^ [Erminio Mascherpa, Il comando multiplo delle locomotive trifasi, in Italmodel ferrovie, 26 (1974), n. 178, page 6171].
- ^ [Erminio Mascherpa, Il comando multiplo delle locomotive trifasi, in Italmodel ferrovie, 26 (1974), n. 178, page 6168].