FS E.570
| FS E.570 | |
|---|---|
| Numbering: | E.570.001-004 |
| Number: | 4th |
| Manufacturer: | TIBB |
| Year of construction (s): | 1925 |
| Retirement: | 1945 |
| Axis formula : | E. |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,500 mm |
| Total wheelbase: | 6,380 mm |
| Service mass: | 76 t |
| Friction mass: | 76 t |
| Top speed: | 50 km / h |
| Hourly output : | 1,700 kW |
| Driving wheel diameter: | 1,070 mm |
| Power system : | 10 kV / 45 Hz three-phase current |
| Power transmission: | Direct power transmission from three-phase catenary to three-phase traction motors via a transformer |
| Number of traction motors: | 2 |
| Drive: | Electric motors Gear drive on jackshaft Rod drive with triangular coupling rod |
| Brake: | Handbrake air brake |
The E.570 series was an electric locomotive series of the Italian state railroad Ferrovie dello Stato . It was used on the Italian three-phase test route Rome - Sulmona, especially in freight train service. When the trial operation ended after 1945, the locomotives were scrapped and none of the locomotives in the series have survived.
prehistory
The operating experience with the Upper Italian three-phase network 3.6 kV / 16.7 Hz during operation at the FS revealed that the selected frequency was on the one hand disadvantageous for operation, on the other hand the selected voltage was set too low with increasing energy requirements . In addition, the direct drive of the traction motors on the axles turned out to be negative for the overloading of the traction motors.
It was therefore decided to build a test track on a trial basis, which was electrified with the 10 kV / 45 Hz three-phase current system. This had the advantage that power plants with the industrial frequency could also be used. It should be a test track with steep gradients and small curve radii. It was therefore decided to electrify the Rome - Sulmona line with 10 kV and industrial frequency.
This required other locomotives, as was previously the case with three-phase locomotives. As with the electric locomotives with single-phase alternating current , the locomotives had a transformer for test operation . In addition, the traction motors worked via a gear transmission on two jackshafts that drove the drive wheels with the usual rod drive. Four locomotives for an express train locomotive ( FS E.470 ), 17 passenger locomotives ( FS E.472 ) and four of the freight locomotive FS E.570 described here were provided for the test operation. In addition, a locomotive with a converter ( FS E.471 ) was built, which was later converted into the FAV E 440 locomotive of the Ferrovia Alta Valtellina .
History of the Locomotives
The E.570 series locomotive was created as a copy of the FS E.554 at TIBB in Vado Ligure . Outwardly, you can only distinguish the two locomotives after looking several times. The E.570 , like the FS E.554, was built with a pantograph which they also kept. Outwardly, it could be distinguished from the FS E.554 by the presence of the oil cooler for the transformer and the jackshafts on the drive triangle. The stems were also kept a little lower.
The stationing information was not as precise as for the sister machines, but it can be assumed that the locomotives were first tested after construction on a section of the Modane – Turin railway line , which at that time could already be fed with industrial frequency. In any case, after 1928 it could only be used on the trial route Rome - Sulmona intended for it. It can only be deduced from the Internet that the E.570.004 was retired as early as 1938.
Overall, isolated operation with 10 kV / 45 Hz three-phase current did not bring particularly positive results; Although the number of substations was significantly reduced, there were many more difficulties in operating the double catenary, so that the maintenance costs rose significantly. That was the reason why the line was rebuilt with 3 kV direct current after the severe war damage after 1945 .
When the locomotives were scrapped is not clear from the literature. But like their sister machines, they have certainly been deleted from the inventory.
One of the negative results of the test operation was the ancient equipment of the locomotives with rod drives . The electric locomotives with direct current drive had a more favorable control, fewer operational difficulties due to the single-phase overhead contact line and from the beginning single-axle drive . That was the reason why the trial operation on the Rome – Sulmona line was ultimately unsuccessful.
construction
Mechanical part
The E.570 series locomotive was equipped with an E. Overall, one can say that the drive and the mechanical equipment were derived from the FS E.554 . The most obvious difference is that the drive of the middle drive axle was carried out through a triangle between the two jackshafts. The reason for this is that the rod drive based on the Bianchi system , for which the FS E.554 actually stood, did not appear until 1927/28. The locomotives are said to have been equipped with this drive later. The drive motors were set higher on the E.570 and worked via a gear transmission on a jackshaft. This brought a more elastic connection and fewer starting problems for the engines. As of the jackshaft, the power was transferred to the axles in the same way as with the FS E.554.
The four locomotives were equipped with pantographs , which they kept, in contrast to their sister machines, which had pantographs .
Electrical part
Like the FS E.554 series , the E.570 was also given electrical equipment with two speed levels of 25 km / h and 50 km / h. Within the two speed levels, the current taken from the catenary and reduced by the transformer was passed on to the traction motors with the optimal power factor. The speed levels were achieved by connecting the two motors in series or in parallel . 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. The mode of operation was similar to that of the three-phase locomotives for 3.6 kV / 16.7 Hz.
The main transformer was oil-cooled. It delivered 940 V and had an additional winding for 110 V for the on-board network of the locomotive.
literature
- Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives Orell Füssli Verlag, Zurich 1969
See also
Web links
- Brief description of the test route Rome – Sulmona on Drehscheibe-online.de
- Description of the trial operation on the trial route Rome – Sulmona (Italian)
- Website of the E.570 with technical data (Italian)
- Photo of an E.570 in the manufacturing plant on the digital railway archive
Individual evidence
- ↑ Website about three-phase operation with 10 kV 45 Hz
- ↑ Short description of the test route Rome – Sulmona on Drehscheibe-online.de
- ↑ Description of the test route Rome – Sulmona on an Italian website
- ↑ Wolfgang Messerschmidt: History of the Italian Electric and Diesel Locomotives Orell Füssli Verlag, Zurich 1969, p. 44.
- ↑ Short description of the test route Rome – Sulmona on Drehscheibe-online.de
- ↑ Wolfgang Messerschmidt: History of the Italian Electric and Diesel Locomotives Orell Füssli Verlag, Zurich 1969, p. 43.