HGe 4/4 II

HGe 4/4 II
numbering	SBB / e.g. 101 961-968	SBB / FO 1951–1952, FO 101–103, 106–108 BVZ 1–5
number	8th	13
Manufacturer	BBC , ABB SLM Winterthur
Commissioning	1986, 1989-1990
Axis formula	Bo'Bo '
Service mass	63 t	64 t
Axle load	16 t
Length over buffers	14,800 mm	14,776 mm
Gauge	1000 mm
Maximum speed adhesion	100 km / h
Top speed gear	40 km / h
Power system	15 kV, 16.7 Hz	11 kV, 16.7 Hz
Number of engines	4th
drive	PTO shaft
Drive gear	Differential drive
Gear system	Riggenbach	Abbot two-lamellar
Hourly output	1932 kW
Performance indicator	23.24 kW / t
Continuous output	1875 kW
Starting tractive effort	230 kN (adhesion), 280 kN (gear)
Number of braking systems	4th
Brakes	Recuperation , block, spring accumulator, band brake
Trailer load	170 t (120 ‰)	130 t (125 ‰)

The HGe 4/4 II is a narrow-gauge mixed cogwheel and adhesion locomotive . A first series of five locomotives was jointly procured by the Furka-Oberalp-Bahn (FO) and the SBB for the Brünig line, which today belongs to the Zentralbahn (zb). Since this type of locomotive proved its worth, a further eleven locomotives were ordered and finally the Brig-Visp-Zermatt-Bahn (BVZ) also placed an order for five locomotives.

The HGe 4/4 II mainly hauled heavy passenger trains, some of them in shuttle service. With the Zentralbahn it hauled all express trains from Meiringen to Lucerne until 2012 , with the Matterhorn-Gotthard-Bahn the trains of the Glacier Express . The locomotives continue to run shuttle trains Brig - Visp - Zermatt and, since the opening of the tunnel to Engelberg, shuttle trains Lucerne - Engelberg. In addition, car shuttles have been running through the Furka tunnel since 2015. Finally, in addition to other passenger trains, various freight trains Visp – Zermatt and, until 2013, Disentis – Sedrun ( NEAT construction site) also belong to the area of ​​responsibility.

Prototypes (5 pieces)

Since it was clear when the order was placed that the two SBB machines would switch to the FO upon delivery of the series machines, which would receive the three locomotives directly, the locomotives were built as far as possible according to the requirements of the FO. When switching to the FO, the transformer and the two bogies were changed and installed in the last two series machines. With the FO, the locomotive is a little shorter due to the other coupling socket, which allows easy switching between different coupling types. The five prototypes were subsequently adapted to the series version of the BVZ / FO, so that all the main components and the operation are identical and a liberal use is possible with today's MGB.

Mechanical part

The locomotive box is a sheet steel box with corrugated side walls. The asymmetrical windscreen made of heatable laminated glass improves visibility for the engine driver. The three roof elements are made of aluminum. The buffer forces are transmitted to the entire box via struts, which is why it was necessary to dispense with lateral machine room openings. The entire box has a total weight of only 5.9 tons. It can absorb a central compressive force of 1000 kN without permanent deformation.

The bogie HGe ⁴ / ₄ ^II 104 from below. To the left of the drive gear the gear box, to the right the band brakes

The bogies are designed as a welded hollow girder construction with two longitudinal girders and a strong central cross member as well as two head cross members. They have a wheelbase of 2980 mm and the Flexicoil springs support the box on the spring troughs welded to the side members of the side members. The tensile and compressive forces are transmitted by laterally arranged rods with spherical bearings. Because of the short wheelbase, the traction motors are mounted above the bogie frame.

For the drive, the differential drive was installed for the first time, which makes it possible to apply a portion of the tensile force via the adhesion drive in rack and pinion operation. This in turn presupposes a slip limit in the differential gear to prevent the wheels from skidding or sliding. Since the two-lamellar Abt rack (System Abt ) of the FO cannot absorb the entire tensile force, the assistance of the adhesion drive is necessary; this takes over a third of the pulling force. If the drive had not proven itself, it would have been possible, at least for the Brünigbahn machines with Riggenbach rack, to convert it into a detachable adhesion drive. But this was not necessary because the differential gear worked to full satisfaction.

Electrical part

The locomotives are based on converter technology with phase control, as was also used in the Re 4/4 IV and the RBDe 4/4 of the SBB. The locomotives are equipped with a recuperation brake, the main features of which have been taken over from the NPZ. The auxiliaries are supplied by a static auxiliaries converter with 120 kVA output power via a three-phase network. The locomotive has a parking position for drawing.

From 2018 to 2022, the Bellinzona industrial plant will modernize nine of the thirteen HGe 4/4 II MGB for 35.4 million francs. The phase control is replaced by a three-phase drive with modern IGBT converters and asynchronous motors . In addition, the machines will receive new control technology , new train protection , fire alarm systems , adjustments in the driver's cab and box refurbishment. The MGB thus takes into account the fact that the electrical components have become cheaper than the mechanical ones over the course of the HGe 4/4 II's service life. The modernization ensures the use of the locomotives for another 25 years.

Pneumatic part

This is where the different machines differ most, as the Brünigbahn uses a compressed air brake (deviating from the standard) with a main air line pressure of four bar, while the MGB uses one with five bar main air line pressure and a vacuum brake. The air control could still be installed with the standard elements on two pneumatic panels. In contrast, the air supply differs and is partly responsible for the additional weight of the MGB vehicles.

Braking systems

Thanks to the electric recuperation brake, a steady inertia brake is possible when going downhill.

In addition, a normal automatic compressed air brake is installed, which is also referred to as brake system I and is used in regular operation to hold the train. It is designed as a block brake.

Furthermore, the brake system II is installed, which is prescribed for rack railways and should make it possible to bring the train to a stop only with the help of the locomotive in the rack section if the first brake system should fail. This is designed as a spring-loaded band brake that acts directly on the drive gears. When this brake is used, enormous forces occur which are only under control if the trailer load is not too great when driving downhill.

Finally, there is a direct-acting maneuvering brake that uses the brake pads of brake system I.

The locomotive does not have a handbrake, but is secured with spring-loaded brakes.

Standard version (16 pieces)

The series machines of the Brünigbahn differ optically from the prototypes mainly through the black frame around the front window (also called “glasses”) and the box indentation on the side (straight lower edge). The remaining changes can only be seen on closer inspection. An additional step and a horizontal handrail were attached to the door. Electrically, they differ from the prototypes only in small changes such as a differently arranged multiple control etc., the overall concept could be retained. A changeover of the multiple controls has also been set up on the SBB machines so that remote control is possible from the Xrotm 51 snow blower.

As this type of locomotive proved its worth, the BVZ also ordered five and the FO again three almost identical machines. They largely correspond to the series machines of SBB, but differ in the brake and gear system as well as the primary voltage of the transformer. The now merged Matterhorn-Gotthard-Bahn now has a total of 13 HGe 4/4 IIs.

The FO locomotives have a multiple control that is compatible with the Ge 4/4 III so that they can also be used in car train traffic through the Furka base tunnel . In contrast, the BVZ locomotives were set up in such a way that they can be used in passenger transport with control cars that were previously purchased. The sockets for the multiple control of the FO and BVZ versions are different.

Naming

BVZ 1 Matterhorn

e.g. 101 968 in Interlaken Ost

SBB 101 966-0 (now e.g.
same number)

FO 102 (Bf Disentis, 1996)

society	number	commissioning acceptance	Serial number	Surname	Remarks
SBB	1951	1985	SLM 5282	(without)	Prototype, to FO *)
SBB	1952	1985	SLM 5283	(without)	Prototype, to FO *)
SBB / e.g.	101 961-1	1989	SLM 5395	Horw
SBB / e.g.	101 962-9	1989	SLM 5396	Hergiswil
SBB / e.g.	101 963-7	1989	SLM 5397	Alpnach
SBB / e.g.	101 964-5	1990	SLM 5398	Sachseln
SBB / e.g.	101 965-2	1990	SLM 5399	Lounging
SBB / e.g.	101 966-0	1990	SLM 5400	Brünig-Hasliberg
SBB / e.g.	101 967-8	1990	SLM 5401	Brienz	*) Signature locomotive
SBB / e.g.	101 968-6	1990	SLM 5402	Ringgenberg	*)
FO / MGB	101	1986	SLM 5284	Ville de Sion / Sitten	prototype
FO / MGB	102	1986	SLM 5285	Altdorf	prototype
FO / MGB	103	1986	SLM 5292	Chur / Marcau da Cuera	prototype
FO / MGB	104	1985/90	SLM 5282	Furka	uh SBB 1951 *)
FO / MGB	105	1985/90	SLM 5283	Oberalp / Alp Su	uh SBB 1952 *)
FO / MGB	106	1990	SLM 5392	St. Gotthard / S. Gottardo
FO / MGB	107	1990	SLM 5393	Grimsel
FO / MGB	108	1990	SLM 5394	Channel tunnel ex Nufenen / Novena
BVZ / MGB	1	1990	SLM 5419	Matterhorn
BVZ / MGB	2	1990	SLM 5420	Monte Rosa
BVZ / MGB	3	1990	SLM 5421	Dom
BVZ / MGB	4th	1990	SLM 5422	Täschhorn
BVZ / MGB	5	1990	SLM 5423	Mount Fuji ex Dent Blanche

*) The boxes of the locomotives 1951 and 1952 were fitted with new bogies (Abt system) and transformers (11 kV) for FO 104 and 105, the prototype bogies ( Riggenbach system ) and transformers (15 kV) were installed in the last two series locomotives of the Brünigbahn . Locomotive 105 was severely damaged in the accident in the Stephan Holzer Tunnel near Oberwald on July 3, 2020.

literature

• Martin Gerber, Othmar Wilhelm, Walter Hürlimann, Peter Maurer: New locomotives HGe 4/4 "for the Brünig line of the SBB and for the Furka-Oberalp-Bahn . In: Schweizer Eisenbahn-Revue . No. 6/1985. Minirex, ISSN  1022 -7113 , pp. 183-195.
• Dirk v. Harlem: HGe 4/4 II - new universal rack and pinion and adhesion electric locomotive from FO and SBB . In: Lok-Magazin . No. 142 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1987, ISSN  0458-1822 , p. 47-49 .
• Werner Hubacher, Othmar Wilhelm: The series version of the Brünigbahn locomotives HGe 4/4 101 961–968 . In: Swiss Railway Review. No. 10/1989, pp. 231-239.
• Hans Tribolet: The new multi-purpose locomotives HGe 4/4 II 1–5 of the Brig-Visp-Zermatt-Bahn . in: Swiss Railway Review No. 10/1990, pp. 263–274.
• Wolfgang Finke, Hans Schweers: The vehicles of the Furka-Oberalp-Bahn 1913-1999 . Brig-Furka-Disentis. Schöllenenbahn. Furka-Oberalp Railway. Schweers + Wall, Aachen 1999, ISBN 978-3-89494-111-6 .

Web links

Commons : SLM HGe 4/4 II  - collection of images, videos and audio files

Individual evidence

1. ^ ^{A b} Mathias Rellstab: SBB overhaul MGB locomotives. In: Swiss Railway Review . No. 11/2018. Minirex, ISSN  1022-7113 , p. 561
2. ^ Walter von Andrian: Generation leap in the Brünigbahn rolling stock. In: Swiss Railway Review , No. 6/2009, pp. 320–321.

Remarks

1. ↑ On January 1, 2003, FO and BVZ merged to form the Matterhorn-Gotthard-Bahn (MGB).