SBB Tm IV
| Tm IV (Tm 232) | |
|---|---|
 Tm 8792 in St. Margrethen
|
|
| Numbering: | SBB 8751-8797, 9651-9685 |
| Number: | 82 (89) |
| Manufacturer: | SLM MAN MTU (SBB Cat) |
| Year of construction (s): | 1970–78 (2007–201x) |
| Axis formula : | B. |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 7670 mm |
| Fixed wheelbase: | 3750 mm |
| Total wheelbase: | 3750 mm |
| Smallest bef. Radius: | 35 m |
| Service mass: | 30 t |
| Friction mass: | 30 t |
| Wheel set mass : | 15 t |
| Top speed: | 30/60 km / h |
| Traction power: | 280 kW / 380 PS |
| Starting tractive effort: | 90 kN |
| Driving wheel diameter: | 950 mm |
| Motor type: | MAN type R8V 16/18 (Caterpillar 13C Acert) |
| Motor type: | 8-cylinder in-line engine (6-cylinder in-line engine) |
| Rated speed: | 1600 / min (1400 / min) |
| Power transmission: | Hydraulic |
| Tank capacity: | 850 l (diesel) |
| Translation levels: | 2 |
| Brake: | Indirect air brake ( post brake ) |
| Locomotive brake: | Direct air brake |
| Train brake: | UIC air brake |
| Train heating: | no |
| Coupling type: | UIC screw coupling |
The 80 diesel-powered shunting tractors that were procured between 1970 and 1978 are called Tm IVs at the Swiss Federal Railways ( SBB ). Index IV stands for performance class IV (over 350 hp).
During the delivery, the numbers changed, this happened in 1974. The numbers 8751–8781 were delivered as no. 551–581 and the no. 9651–9658 as no. 861–868. The 80 vehicles were numbers 8751–8796 and 9651–9684. For this purpose, seven identical vehicles were delivered to other railway administrations and industrial companies. SLM built another Tm IV for itself (1976) and one for the Sulzer brothers, Winterthur (1970). These came to the SBB in 1988 and 1994 as 9685 and 8797, which means that 82 of the 89 Tm IVs built were with the SBB. Initially, numbers 8751–8797 were intended for shunting work on stations, while numbers 9651–9685 were used for construction work and in workshops.
Up to the beginning of 2012, 45 shunting tractors were renovated for SBBC at the Biel industrial plant; they have been referred to as Tm 232 since then . Four more have been modernized for SBB Passenger Traffic and SBB Infrastructure is having 15 of them refurbished (new Tm 232 301–315). Three pieces (8783, 8792, 9656) were sold.
history
The vehicles were procured as catenary-independent vehicles for shunting and construction services. For the first time in a large series of SBB vehicles, hydraulic power transmission was used in these vehicles. Since the turbo reversing gear was equipped for both directions of travel, the failure-prone mechanical reversing gear could be dispensed with. In order to reduce the unfavorable efficiency characteristics, a multi-step gearbox that can only be shifted when the vehicle is at a standstill was installed, which enables the choice between a maximum speed of 30 or 60 km / h, or the choice between greater tractive power or greater speed.
Identical vehicles at other railway administrations
Two new vehicles were acquired by Von Roll for the Gerlafingen plant in 1971 and 1973 (locomotive No. 26 and 28). However, they proved to be unsuitable in the heavy factory shunting service and were sold to the Bodensee-Toggenburg-Bahn in 1977 , which designated them as Tm IV No. 6 and 7.
The Chemins de fer du Jura bought a new vehicle in 1971, which they named Tm IV No. 181. The tractor was registered in the National Vehicle Register in 2008 as 98 85 0232 181-9.
The Sursee-Triengen-Bahn bought a new vehicle in 1976, which they named Em 2/2 No. 2. Until 2010 the locomotive was then leased to SBBC as the Tm 8701. In 2012 it was bought by Widmer Rail Services and registered as 98 85 5232 286-5 CH-WRSCH. The Tm IV bought by SBB run as 98 85 5232 183-4 CH-SRTAG, 98 85 5232 192-5 and 256-8 CH-JÜST.
Two more Tm IV went to Ciments Vigier, Reuchenette-Péry (No. 4 and 5, new 98 85 5232 287-3 CH-VICEM) and one to Geldner Rheinlager, Birsfelden (no number).
Technical
The shunting tractors have an outer frame with overhead leaf springs that are supported on the axle bearings. The springs have no load balancing.
The power is transmitted from the motor shaft via a cardan shaft to a central gearbox. This is designed as a Voith turbo transmission with a downstream distribution gear. From its drive shaft on via two cardan shafts to an axle drive, which is located on the respective drive axle. The two axles are mechanically connected via the cardan shafts and drive shafts.
The Voith turbo transmission is a fully automatic hydrodynamic fluid transmission that has two converters. Mineral oil is used as the operating fluid. The two converters run in opposite directions, which changes the direction of travel. The transfer gear is connected downstream of the turbo gear. There, the translation can be switched mechanically between the maneuvering and driving gear. Since it is a non-synchronized gearbox, it may only be shifted when it is stationary. It also has a neutral position in which the gear lever is brought and locked when towing. The axle drive consists of a bevel gear with a gear ratio of 1: 3,357. On the side facing away from the cardan shaft, the housing of the final drive is connected to the vehicle frame with a torque support.
A high-speed, non-supercharged 8-cylinder diesel engine was installed as the engine. The first vehicles were equipped with a MAN R8V 16/18 engine, the production of which was later taken over by MTU. The last two vehicles received a license engine from the Spanish manufacturer Bazan.
Conversion to Tm 232
In addition to the new engine, the installation of a train protection is the most important conversion point, because today more and more distance journeys are made with the shunting tractors. A Caterpillar 6 cylinder diesel engine of the type 13C Acert with intercooler and particle filter is installed. The engine output remains the same at 280 kW, as it could not be increased as this would have made it necessary to replace the hydraulic gearbox. In addition, the voltage of the control was changed from 36 volts to 24 volts. In addition to the installation of a new safety control and train protection, all vehicles will also be equipped with a modern radio remote control (some vehicles, however, already had a radio remote control before the conversion).
The renovation is being carried out in the Biel industrial plant, which is now part of the SBB Passenger Transport Division.
Vehicle table
| Number (up to 1974) |
Number (from 1974) |
UIC number | Construction year | modification | Scrapping | Remarks |
|---|---|---|---|---|---|---|
| 551 | 8751 | 1970 | ||||
| 558 | 8758 | 232 108 | 03.2010 | |||
| 560 | 8760 | 232 110 | 09.2009 | |||
| 561 | 8761 | 232 111 | 2007 | Prototype conversion to Tm 232 | ||
| 567 | 8767 | 232 117 | 07.2010 | |||
| 568 | 8768 | 232 118 | 08.2009 | 1. Series vehicle conversion to Tm 232 | ||
| 572 | 8772 | 232 122 | 05.2010 | |||
| 8782 | 1975 | |||||
| 8789 | 232 139 | 09.2009 | ||||
| 861 | 9651 | |||||
| 862 | 9652 | 232 202 | 07.2010 | |||
| 867 | 9657 | 232 207 | 02.2010 | |||
| 6959 | 1975 | |||||
| 9660 | 232 210 | 01.2010 | ||||
| 8673 | 232 223 | 10.2009 | ||||
| 9674 | 232 224 | 05.2010 | ||||
| 9677 | 232 227 | 02.2010 | ||||
| 9680 | 232 230 | 09.2009 | ||||
| 9683 | 232 233 | 03.2010 |
Comments on the table: On the conversion date, the restart is entered under the new vehicle number, as it is also listed in the EA under changes.
swell
Kaspar Vogel: The Swiss Locomotive and Machine Factory 1871–1997. Minirex, Luzern 2003, ISBN 3-907014-17-0
Individual evidence
- ↑ Shunting gear 30 km / h, route 60 km / h, towed 90 km / h
- ↑ Successful conversion of the first Tm IV. ( Memento of the original from December 23, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. In: Cargo Magazin. 04/09
- ↑ Will be listed twice in EA 8/2010 May and June 2010
