MOB GDe 4/4
| GDe 4/4 | |
|---|---|
 MOB GDe 4/4 6001
|
|
| Numbering: | MOB 6001–6004 / GFM 101–102, new MOB 6005–6006 |
| Number: | 6th |
| Manufacturer: | SLM BBC |
| Year of construction (s): | 1983 |
| Retirement: | - |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 16,400 mm |
| Trunnion Distance: | 9,000 mm |
| Bogie axle base: | 2,600 mm |
| Total wheelbase: | 11,600 mm |
| Loading mass: | 2 t |
| Service mass: | 50 t |
| Friction mass: | 50 t |
| Wheel set mass : | 12.5 t |
| Top speed: | 100 km / h |
| Hourly output : | 1053 kW at 43.4 km / h (on the shaft) |
| Continuous output : | 1000 kW at 44.2 km / h (on the shaft) |
| Starting tractive effort: | 170 kN |
| Hourly traction: | 86.5 kN |
| Continuous tensile force: | 80.7 kN |
| Braking force: | 140 kN |
| Driving wheel diameter: | 1070 mm |
| Power system : | 850/900 volts direct current (limit value 600-1050 volts) |
| Power transmission: | Pantograph |
| Number of traction motors: | 4th |
| Locomotive brake: | Air brake, magnetic rail brake |
| Train brake: | Vacuum brake |
| Coupling type: | Central buffer with a simple screw coupling underneath, coupling rod for jammed standard gauge wagons |
| Loading area: | 6 m² |
The GDe 4/4 are the six electric locomotives that were built in 1983 by the Schweizerische Lokomotiv- und Maschinenfabrik (SLM) and Brown, Boveri & Cie. (BBC) were extradited. At that time four went to the Montreux-Berner Oberland-Bahn (MOB) and two to the Chemins de fer fribourgeois Gruyère – Friborg – Morat (GFM). The MOB acquired the two GFM machines in 2008, so that all six belong to the MOB today.
history
For almost 80 years, the MOB mainly relied on railcars . Only the two DZe 6/6 luggage railcars could be described as locomotives. However, the success of the Panoramic Express meant that pure locomotives were procured for the first time. The then usual covering with two converted BDe 4/4 3003-3006 each only allowed traction of four cars. A more powerful vehicle was necessary for the extension to five wagons, and double traction should also be avoided. Even the freight at that time still played a significant role. For example, the MOB had a universal locomotive developed by the industry with the Bo'Bo 'wheel arrangement, which was supposed to take advantage of the power limit given by the power supply of the MOB network at that time. Because they wanted to do without a baggage car on the Panoramic Express , they were given a small baggage compartment in the middle, but in the eyes of the MOB this did not justify calling the vehicles the De 4/4 baggage car. The locomotives were given the designation GDe 4/4, which deviated from the traditional rules and was not intended in this form. The specification stipulated that the locomotive had to be able to pull a 110-ton train uphill at 40 km / h on a 70-per-thousand ramp.
The four MOB locomotives were ordered in autumn 1981. A fixed purchase price of 3.2 million Swiss francs per locomotive was set. GFM joined this order at the beginning of 1982 with two locomotives because GFM was able to transport standard-gauge freight wagons on the entire network as a result of the profile expansion and the procurement of Vevey roller stands. This suggested an increase in the volume of goods on the GFM network. There were hardly any other suitable vehicles for this additional traffic. However, freight traffic later declined sharply and the mileage of the locomotives fell sharply. The remaining traffic could be handled by the new Be 4/4 121-124 multiple units, so the GFM sold its two machines to the MOB. In contrast to the MOB, there is no need for locomotives of this performance class with the GFM passenger trains.
The 6003 locomotive set the European speed record on meter gauge on November 3, 1983 between Zweisimmen and Lenk at 110 km / h.
Technical
The locomotives were manufactured by SLM and BBC. The box concept largely corresponded to the FO Deh 4/4 II , while the bogie design was taken over from the FO Ge 4/4 III .
The locomotive body is made of self-supporting lightweight steel construction with corrugated walls. From 2005 the side wall beads of five locomotives were covered with sheet metal so that advertising designs could be attached. A striking transition bridge is arranged at the ends of the vehicle, which at the same time transfers tensile and impact forces to the car body . Above the central buffer coupling common with the MOB, with a simple screw coupling underneath, there is a coupling device that can be folded to the side for roll- stand operation . The outer access doors are located on the front, on the left in the direction of travel. The remaining two thirds are taken up by a single heated windscreen. In the middle of the long side is the inner luggage gate. The luggage compartment is accessible through these two gates and through the door built in the center of the rear wall of the driver's cab.
The bogies are designed as hollow girder frames, the box is supported by four pairs of Flexicoil springs . The tensile force is transmitted from the bogie frame to the car body via a rod attached to a low-lying crossbeam, which is mounted in rubber elements. Helical springs are installed as the primary spring of the wheel sets. Each axle has its own drive motor, which transmits its power via a BBC slide bearing drive. This further developed pillar bearing drive allows free transverse movement of the axis and vertical deflection of the axis and motor. The motor is supported on the one hand by a cylindrical roller bearing on the axle and on the other by a rubber element on the bogie frame.
The locomotive has a compressed air brake that controls the vacuum trailer brake. The compressed air brake was also required for roll-stand traffic, later the MOB began with the general changeover to compressed air brakes, so that today both brake systems are used together. A spring-loaded brake is installed as a hand or parking brake, which acts on one axle per bogie. In addition, four magnetic rail brakes are attached.
As far as possible, the electrical equipment is housed in the car body in four equipment cabinets. The two single-arm pantographs , the surge arrester and, as the main switch, a DC high-speed switch of the type UR26 are located on the roof . The batteries and charger are mounted under the floor. Four four-pole uncompensated shaft current motors of type 4 FRO 3238 are installed as traction motors.
The drive motors are controlled by a so-called chopper control . The DC choppers work at a frequency of 440 Hertz. A total of five identical air-cooled actuator units are installed. One feeds the four series-connected excitation windings of the traction motors, while the other four supply the armature current for one of the traction motors.
The limit values of the built-in chopper control are between 600 and 1050 volts direct current. The nominal values for the overhead line voltage for the two railways are 850 volts for the MOB and 900 volts for the GFM.
A recuperation brake is built in, which is combined with a resistance brake . It is therefore possible to provide the full electrical braking power even in poor network conditions.
The train protection was installed on the MOB in 1989, on the former GFM locomotives, however, not until 2007.
Ex works, the MOB locomotives were painted blue / cream to match the Panoramic Express, the GFM locomotives silver / orange. Today (2017) the 6001 advertising carries “Raiffeisen / musee-chateau-doex.ch”, 6002 is midnight blue with the name “ Isabelle von Siebenthal ”, 6003 gold “Train du Chocolat”, 6004 midnight blue / crème (Crystal Panoramic Express), 6005 gold / white striped, 2018 red with advertising for the Fête des Vignerons, since 2019 dark blue / crème, 6006 carries advertising “Aigle les Murailles”.
Operational
Initially, no multiple control was planned because the energy supply did not allow a double traction. The option of remote control from a control car was quickly retrofitted to the MOB locomotives. Today this also allows multiple control with these locomotives or the Ge 4/4 . Today, the improved power supply also allows double traction.
The first roster called for two locomotives to pull the heaviest passenger trains between Montreux and Zweisimmen (first day of circulation, train numbers 213, 20, 125, 32 and 137, second day of circulation, train numbers 114, 19, 222, 29 and 123), resulting in a daily output of 312 kilometers led. The third locomotive was intended for trolley trains, while the fourth locomotive was in reserve.
The six locomotives are still used today with the Panoramic Express and in other trains running the entire route, some with control cars. Seasonally, a locomotive runs the train du Chocolat to Broc-Fabrique or Gruyères. Since the conversion of various cars and the Ge 4/4 locomotives to automatic Schwab couplings began in 2016 , the GDe 4/4 have been running all trains that are equipped with cars with central buffers.
literature
- Swiss Railway Review , issue 4/83: New locomotives GDe 4/4 for the Montreux-Berner Oberland-Bahn and the Freiburg Railways , pages 139-143, ISSN 1022-7113
- Patrick Belloncle, Jürgen Ehrbar, Tibert Keller; The big book of the MOB Montreux-Berner Oberland-Bahn / Le grand livre du MOB Montreux-Oberland bernois , Edition Viafer, Kerzers 2009, ISBN 3-9522494-2-4 , pp. 267–269
Web links
Individual evidence
- ↑ The Big Book of the MOB