JGR class 1020
| JGR 1020 JGR ED12 Seibu Tetsudō 51 Seibu Tetsudō E51 |
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|---|---|
 Seibu Railway Locomotive No. E52
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| Numbering: |
JGR : 1020–1021 JGR, from 1928 :: 12-1–12-2 Seibu Tetsudō :: 51–52 Seibu Tetsudō :: E51 – E52 |
| Number: | 2 |
| Manufacturer: | SLM Winterthur , SWS Schlieren , BBC Baden |
| Year of construction (s): | 1923 |
| Retirement: | 1987 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1067 mm ( cape track ) |
| Length over coupling: | 12,920 mm |
| Height: | 4135 mm |
| Width: | 2745 mm |
| Total wheelbase: | 9000 mm |
| Service mass: | 59.22 t |
| Wheel set mass : | 14.85 t |
| Top speed: | 65 km / h |
| Hourly output : | 875 kW (1190 hp ) |
| Hourly traction: | 100 kN (10,200 kg) |
| Driving wheel diameter: | 1400 mm |
| Power system : | 1500 V DC |
| Number of traction motors: | 4 × MT11 |
| Drive: | Pawbearing drive |
| Translation levels: | 1: 3.91 |
| Brake: | Compressed air brake EL14A |
| Control: | electropneumatic contactors |
| Coupling type: | Janney clutch |
Class 1020 , known as ED12 from 1928 , was a freight locomotive of the Japanese Government Railways (JGR) with a tatzlager drive . The two locomotives were handed over to the Seibu Tetsudō in 1949 , where they were used until the 1980s.
history
Until the 1930s, Japan imported all locomotives from western countries. In addition to locomotives from American and British manufacturers, locomotives were also imported from Switzerland. These were the two class 7000 express locomotives and the two class 1020 freight locomotives. The mechanical part of the class 1020 locomotives was manufactured by the Swiss Locomotive and Machine Factory, Winterthur (SLM) and the Swiss Wagons and Elevator Factory, Schlieren (SWS) manufactured, the electrical part comes from BBC in Baden (BBC). The exact division of labor between the three suppliers remains unclear. Order number 744 from 1924 at SWS and BBC serial numbers 913 and 914/1923 are documented from the archives. Factory numbers for two BB locomotives are not found at SLM. It should be noted, however, that SLM did not issue any serial numbers for bogie deliveries.
commitment
The locomotives were used together with the locomotives of the classes ED10 and ED13 on the Tōkaidō main line . The ED12 had a greater pulling force than the ED10. While the ED10 only had a continuous tensile force of 80 kN, a tensile force of 100 kN was specified for the ED10.
In the 1930s, the Japanese industry began to build its own locomotives in large numbers, so that the ED 12-1 in November 1948 and the ED 12-2 in January 1949 were retired by the JGR.
Both locomotives went to the Seibu Tetsudō, where they received the numbers 51 and 52, later E51 and E52. In order to adapt the axle travel mass for use on the railway, the drive motor fans were removed and a smaller compressor installed. The conversion resulted in a significant loss of performance due to the lack of cooling. An additional window was also installed in the tapered part of the driver's cab to improve the driver's view in the corners.
The locomotives were used in front of freight trains up to the cessation of freight traffic together with the also taken over locomotives of the ED10 and ED11 series and were later used for construction trains and the transport of new vehicles.
The E51 was scrapped in 1976 because of a damaged axle, the E52 was no longer needed after the E31 was delivered and was parked in 1987 for reasons of age. It has been preserved as a working exhibit in the Yokoze maintenance workshop .
technology
The locomotive body rests on two bogies with plate frames . The central coupling is attached directly to the bogie and these are connected to one another with a close coupling so that no traction forces are absorbed by the locomotive body.
The drive wheels have an unusually large diameter of 1400 mm. This is due to the unusual design of the Taztlager drive with a pinion at both ends of the motor, which in turn results in a very short motor with a large diameter with a track width of just 1067 mm. The two large gears on the drive axle reduce the torsional moment compared to the usual arrangement with only one large gear on the axle. However, the arrangement is tricky with regard to the exact alignment of the toothing of the two gears to one another. If this is not right, permanent tension is introduced into the system.
The box is formed by removable hoods over the engine room and the two end operator's cabs . In front of each driver's cab there was a small covered platform with the option of passing over to the neighboring passenger car. The driver's cab is accessible through a door on the helm's side of the front. The travel switch is located on the left-hand side in the direction of travel.
Two PS 5 pantographs and the main air tank are located on the roof. Although each pantograph only had one contact strip, only one raised pantograph was required for operation.
In the locomotive box, on one side of the central aisle, the converter group is mounted, whose motor on the same shaft also drives the fans for the electrical equipment. The leather clutches in the shaft train were maintenance-intensive and caused malfunctions if the shaft train was not precisely aligned. On the other side of the aisle, the cam switch mechanism and the starting resistor are located .
See also
literature
- FJG Haut: The pictorial history of electric locomotives . AS Barnes, South Brunswick NJ 1969, ISBN 0-498-07644-X , pp. 90 .
Web links
- ス イ ス 製 の ＥＤ12 ・ ＥＤ54 電 気 機関 車 'Swiss electric locomotives ED12 and ED54' . Retrieved January 6, 2018(Japanese).
Individual evidence
- ↑ FJG skin: The pictorial history of electric locomotives .
- ^ Kaspar Vogel: The Swiss Locomotive and Machine Factory 1871–1997. Minirex, Luzern 2003, ISBN 3-907014-17-0 , and email message from Sébastien Jarne, co-author of the delivery list in the above book of March 2, 2019.
- ↑ a b c ス イ ス 製 の ＥＤ12 と ＥＤ54 電 気 機関 車 （日 高 冬 比 古 の 電 気 機関 車 発 達 史 3）. Retrieved January 6, 2018 .