SBB Ee 922
| SBB Ee 922 | |
|---|---|
 Ee 922 in Zurich HB
|
|
| Numbering: | Ee 922 001-021 |
| Number: | 21 (4 more ordered) |
| Manufacturer: | Stadler Rail |
| Year of construction (s): | 2009-2010 |
| Axis formula : | Bo ' |
| Gauge : | 1,435 mm |
| Length over buffers: | 8800 mm |
| Height: | 4306 mm |
| Width: | 3100 mm |
| Fixed wheelbase: | 4000 mm |
| Service mass: | 40.0 t / 44.0 t |
| Top speed: | 40 km / h (100 km / h towed) |
| Short term output: | 750 kW |
| Continuous output : | 600 kW |
| Starting tractive effort: | 120 kN |
| Impeller diameter: | 1100 mm new |
| Power system : | 15 kV 16.7 Hz / 25 kV 50 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 in group |
| Locomotive brake: | Compressed air brake, spring accumulator, electric brake |
| Train brake: | automatic air brake |
| Train control : | no. Prepared for: Euro-Signum , ZUB 262ct , PZB |
| Train heating: | ZZS 1000 V 800 A |
The Ee 922 is an electric shunting locomotive of the SBB . It was developed by Stadler Rail in Winterthur and also served as the basis for other small locomotives, such as the SBB Eem 923 .
history
As of January 1, 2009, the fleet of the SBB Passenger Transport Division comprised 53 older electric shunting locomotives. These were 38 Ee 3/3 , seven Ee 3/3 II and eight Ee 3/3 IV , which had reached the end of their service life and had to be replaced. Since almost all sidings in Switzerland are electrified, diesel locomotives were out of the question from an ecological point of view, because there are many stabling facilities in the vicinity of residential areas and additional noise pollution must be avoided, especially at night. Especially the complaints of residents of the station areas, where SBB-Cargo shunting with the diesel locomotive Am 843 , caught the attention of the SBB committees. The preheating of the passenger cars by the shunting locomotive is also easier to implement with electric locomotives. A standard solution for an electric shunting locomotive was not available because, apart from Switzerland, electric locomotives were never really successful in shunting operations all over Europe.
The planned fleet could be reduced through changes in the vehicle operations. It was assumed that there would be a total of 29 electric shunting locomotives. It was decided to modernize the eight Ee 3/3 IV (Ee 834). This was out of the question with the other locomotives, also because of their low towing speed of 45 km / h. The SBB tendered the procurement of 21 electric shunting locomotives internationally.
The specification was quite moderate and left a lot of room for maneuver. Nevertheless, no offers were received from the major manufacturers. In December 2007, the Board of Directors awarded the contract with a volume of 44.2 million Swiss francs (28.5 million euros) to Stadler Winterthur AG. With a view to a uniform fleet, all locomotives are supplied as dual-frequency vehicles for 15 kV 16.7 Hz and 25 kV 50 Hz. Since the third system interface with 1500 volt direct current in Geneva will soon be omitted, only two-system vehicles will be required there in the future. The vehicles have been completely redeveloped, drawing on experience with the Stadler GTW , the central traction part of which is definitely comparable with the new locomotive.
At the end of December 2013, it was announced that SBB had ordered four more Ee 922s, which were to be delivered by Stadler in 2015 and stationed in Geneva and Zurich. On October 22, 2015, the last of the shunting locomotives that were re-ordered went into operation.
technology
The Ee 922 has IGBT converters and therefore numerous functions that are more familiar from regional multiple units than from shunting vehicles. For example, there is a feedback for braking energy in the contact line or a multiple control. The top speed of 100 km / h is also quite high for a shunting locomotive - and far exceeds the usual 45 km / h of the Ee 3/3. In the shunting service, however, the locomotive will continue to operate at predominantly 30 km / h, a maximum of 40 km / h, due to the regulations for passenger transport, for which, however, a button is required. The towing speed of at least 100 km / h was one of the few mandatory items. Together with the multiple control, it enables the Ee 922 also for smaller route operations such as transfer trips. The locomotive was designed by the manufacturer for a top speed of 120 km / h in order to keep the possibility of a second order open. The locomotive is designed for a total weight of 45 t. Their usual weight is 44 t, but it can be reduced to 40 t. The weight difference is created by two ballast bodies, each weighing 2 t. They are on the side of the locomotive and can be removed with a forklift. This is necessary because not all sidings are approved for 22.5 t (axle load D), but often only for 20 t (axle load C).
The outer contours correspond to the clearance profile specifications according to UIC 505-1, and in the sub-area the specifications according to AB-EBV U3. With its ground clearance of 100 mm in the wheel area, the locomotive thus meets the clearance profile specifications for all European main lines. The entrance doors to the driver's cab are on the front sides; To enable direct access to the maneuvering platforms, the front ends are offset to the side. The air-conditioned driver's cab is generously glazed for an optimal view; The protruding canopies protect against solar radiation and against touching live parts of the roof equipment.
Technically, the electrical part largely corresponds to the Stadler Flirt and the newer GTW. However, it is not identical in construction, but had to be adapted to a different housing for reasons of space. This also made changes to the cooling circuits for the transformer necessary. The transformer is installed under the floor under the driver's cab. It is made by the Sécheron in Geneva. The transformer tray could also accommodate a more powerful 1500 kW transformer. With the Ee 922, however, a transformer with less power is installed, but which has a separate winding for the train busbar. IGBT converters Bordline CC750 from ABB are installed as converters.
The Ee 922 has a vibration damping system. A two-axle railway vehicle with a small wheelbase in particular has a tendency to roll , since almost no damping can be installed. Rolling movements are caused by the two slightly conical wheel disks for the sinusoidal run , which are firmly connected to the shaft in the wheel set . When viewed from above, they perform a winding movement. The movement stimulates the mass of the vehicle supported above the spring. This excitation increases both in frequency and in amplitude with increasing driving speed. If this is not addressed, it can lead to an unstable run. Because the roll dampers typical for longer locomotives with bogies cannot be used here, an absorption mass must be installed. This is attached in such a way that not only the car body , but also the repayment masses vibrate. But it vibrates in the opposite direction and thus the vibrations almost cancel each other out. The repayment masses are located on both sides directly behind the shock beam under the maneuvering platform.
Calls
The first vehicle delivered has been in use in Zurich Herdern since July 2009 . Two more followed in the same year, while the remaining locomotives were delivered in 2010. Another locomotive in Zurich and three in Geneva will follow in 2015.
| Basel | Bern | Biel | Brig | Chur | Lucerne | Romans- horn |
Zurich |
|---|---|---|---|---|---|---|---|
| 6th | 3 | 1 | 4th | 1 | 2 | 1 | 12 |
Awards
The locomotive was awarded the Bronze Rabbit in the "Design" category by Hochparterre magazine in 2010 .
Individual evidence
- ↑ Eisenbahn-Revue International 12/2009 p. 618
- ↑ SER 1/2008 page 42
- ↑ Railcolor.net: SBB orders four additional Ee 922 shunters
- ^ Matthias Rellstab: All Ee 922 delivered . In: Swiss Railway Review . No. 2 . Minirex, 2016, ISSN 1022-7113 , p. 54 .
- ↑ Hochparterre: The best 2010 - The winners have been determined ( Memento from April 8, 2011 in the Internet Archive )
See also
literature
- Swiss Railway Review, edition 12/2009 Alberto Cortesi; The two-frequency shunting locomotive Ee 922 for passenger traffic of the SBB ISSN 1022-7113 p. 613–620.
