SLM Re 456
| SLM Re 456 | |
|---|---|
 |
|
| Numbering: | BT 91-96, VHB 142-143, SZU 42-47 |
| Number: | 14th |
| Manufacturer: | SLM Winterthur, BBC Baden, ABB Zurich |
| Year of construction (s): | 1987, 1993 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 16,600 mm |
| Empty mass: | 68-69 t |
| Top speed: | 130 km / h |
| Continuous output : | 3200 kW |
| Starting tractive effort: | 240 kN |
| Power transmission: | Overhead line |
The SLM Re 456 is a four-axle locomotive with converter technology , which was developed in the late 1980s by SLM and BBC (later ABB ) and designed for Swiss private railways .
The locomotive is therefore occasionally referred to as a KTU locomotive , short for “concessioned transport companies” (KTU), which at the time included the private railways , but not the SBB.
Emergence
At the beginning of the 1980s, the Federal Office of Transport (FOT) had several Swiss rail companies clarify the need for a mid-range locomotive. At that time only the Bodensee-Toggenburg-Bahn (BT) needed a locomotive with an output of 3 MW and a top speed of 130 km / h. Based on the experience with converter technology that was made with the SBB Ee 6/6 II , the DB E 120 and the NSB El 17 , the BAV gave its approval for the financing (with a focus on development) of a locomotive type with converters in GTO technology .
The BAV tied the funding requirement that the locomotive type must also be suitable for other private railways, which was ultimately reflected in the cooperation between Swiss industry, the Swiss Federal Railways (SBB) and various private railways.
development
The development began with the order of 6 machines by BT, to which the Sihl Valley-Zurich-Uetliberg-Bahn (SZU) soon followed with a requirement of 2 machines. The order for the production of this first series of 8 locomotives was awarded to the Schweizerische Lokomotiv- und Maschinenfabrik (SLM) and Brown, Boveri & Cie (BBC). In the course of 1987 the machines were delivered to their respective customers, where they were put into operation under the type designation Re 4/4.
Further development
Since the locomotives proved their worth in daily use and the SBB needed locomotives of this performance class for the Zurich S-Bahn , which was under construction , the Re 4/4 V was developed based on this type of locomotive . This type of locomotive, which was given the current designation Re 450 shortly before it went into operation , differs from the Re 456 mainly in its external appearance with its asymmetrical locomotive body with a one-sided driver's cab.
Reorder
Due to the increase in passengers as a result of the commissioning of the Zurich S-Bahn in 1990, SZU had an increased need for traction vehicles, which resulted in a reorder of 4 machines, to which the United Huttwil-Bahnen (VHB) followed with 2 machines. The reorder was delivered in 1993.
Due to a high order backlog at SLM , the construction of the locomotive boxes was subcontracted to SGP Verkehrstechnik in Graz for reasons of capacity . The machines, including the electrical equipment, were fully assembled by ABB in Graz and then (until May 1993) transferred to auxiliary bogies to the SLM , where the final assembly and installation of the bogies took place.
Specification book
The locomotive was designed as a universal locomotive from the beginning, among other things to replace the BT Be 4/4 from 1931.
The main areas of use were the Romanshorn - St. Gallen - Wattwil - Rapperswil - Arth Goldau - Lucerne express trains, which are now marketed as the Voralpen-Express . In addition, commuting regional trains Romanshorn - Rapperswil and Wil - Nesslau, as well as freight trains up to 670 tons (Romanshorn - Herisau) and 1500 tons (St. Gallen - St. Gallen Haggen) should be able to be carried. The resulting performance diagram also covered the needs of the SZU.
The defined area of application includes stretches with a gradient of up to 50 ‰; the power is sufficient to carry half of the maximum allowable draw hook load on gradients of 1.8%, 2.4% and 5% so that the maximum allowable draw hook load can be carried in double traction.
The tensile force should be constant at 240 kN in the lower speed ranges; the total output of 3 MW should be available in the entire speed range up to 130 km / h. The electrical recuperation brake had to be limited to 140 kN due to the maximum buffer pressure.
construction
Mechanical part
The self-supporting, torsion-resistant box is made from prefabricated assemblies using lightweight steel technology. The driver's cab is designed as a double-walled construction with a surrounding horizontal belt and a central ram beam - the driver's table is welded in. The floor assembly is designed as a welded hollow body, consisting of two shock beam sections, cross members for the box support on the bogies and cross members for suspending the underfloor transformer. The frame is covered with cover plates and, together with the side walls, forms an oil-tight tub.
The two entry doors are located directly behind the driver's cab in the engine room and have an emergency exit window. The short cross aisles from the doors open into the center aisle in the engine room, which connects the two driver's cabs. The engine room roof is formed by three roof lids, which in turn form a closed roof space. The cooling air is sucked in through the filters located above the side walls and fed to the individual consumers via separate air ducts. There is a slight overpressure in the engine room, which largely prevents the ingress of dust.
The bogies are a new design and together with the (two) engines weigh 12 tons each. The deep linkages are attached at a height of 200 mm above the upper edge of the rail and prevent the load on the leading wheel set when starting. The bogie frame is designed as a welded hollow girder construction with two longitudinal girders, a deep central cross member and two tubular head girders. The box is supported on each side on three triangular Flexicoil springs , which lie on sound-insulating rubber plates. The bogie frame is also supported by Flexicoil springs on the wheelset housing of the axles. The wheel sets, designed as light wheel sets with hollow forged axles and shrunk-on wheel disks, are radially adjustable and can be moved in the transverse direction, so that the rail head and wheel flange wear is reduced.
The traction motor is supported on the one hand on the sliding bearing on the wheelset shaft and on the other hand on an elastic torque support on the bogie frame.
Each bogie has a pneumatic sanding device for the four leading wheels, and a wheel flange lubrication system is also installed. Each individual wheel is equipped with its own block brake unit.
The machine room equipment consists of prefabricated equipment boxes, which are arranged on both sides of the central aisle. The main components of the equipment boxes are assigned to each bogie.
The roof installation consists of a single-arm pantograph in accordance with SBB standards, the main switch, the primary current transformer and the high-voltage inlet.
The structure of the Re 456 is similar to the SBB Re 4/4 IV completed in 1982 . In particular, the fan arrangement and the wedge-shaped front were adopted. The Re 456 is, however, 800 mm longer, further differences are the smooth side walls, the arrangement of the entrance door (left instead of right), one-piece windshield and recessed headlights; a second pantograph was omitted.
Electrical part
The main transformer consists of a primary winding which is fed via the main switch, which is designed as a compressed air high-speed switch. The secondary winding comprises six galvanically separated traction windings as well as one galvanically separated winding each for the on-board power converter (BUR), the auxiliary systems (220 V, 16.7 Hz) and the train busbar (1000 V).
The locomotive has two independent drive units (one per bogie), each consisting of:
- an input converter (three four-quadrant controllers )
- a suction circuit with a choke coil and capacitor
- an intermediate circuit capacitor
- an in-phase choke
- a drive inverter (three two-pulse inverters )
- two asynchronous motors connected in parallel
The input converters and drive inverters are equipped with GTO thyristors ; the ignition and extinguishing pulses are transmitted through optical fibers.
For the first time in a locomotive, the control electronics of the MICAS-S type are no longer designed as a connection-oriented control, but as a programmable logic controller and divided into independent modules. Error diagnosis and maintenance have been simplified considerably by the programmable logic controller.
An interpreter circuit was installed to enable remote control with the existing control car.
Pneumatic part
The automatic brake is designed as a block brake, the built-in direct maneuvering brake also acts on the block brake. The locomotive does not have a handbrake, but is secured with a spring-loaded brake.
The required compressed air is generated with a screw compressor and distributed via a central air structure.
Differences between the railway companies
Apart from the different colors, there are minor differences in the company-specific equipment between the locomotives of the BT, VHB and SZU. The multiple control of the BT locomotives differs from that of the SZU and VHB. There are also differences between the first and second series, in particular the engine design is not identical.
Originally, the first two SZU machines were equipped with an interpreter control to match the SZU control cars, and these locomotives also had a 36 volt lighting cable. The assignment of the 42-core control cable, the door control, the loudspeaker system and the train radio have also been adapted to the SZU standard. Since the vehicles of the SZU always face the same direction, the electrical and pneumatic lines of the first two machines were only attached in a simple arrangement.
A uniform multiple control was specified for the second series; the SZU specialties were dispensed with. The SZU subsequently adapted the first two locomotives and the newer control and intermediate cars accordingly. The mixed use of the older and the newer rolling stock of the Sihl Valley line is no longer possible.
The VHB machines were given the names and coats of arms of the former community of Gutenburg (number 142) and the community of Menznau (number 143).
After delivery of further double-deck cars to the SZU, the existing vehicles were subjected to a refit program with various improvements in the area of public information. In addition, all vehicles were converted to the V6 multiple control cable .
Stocks
| List of Re 456 | ||||||
| Company number old | Current TSI number | VKM | Factory no. | Names | Painting | Owner / remarks |
| Years of construction 1987 and 1988 | ||||||
| 456 091-8 | 91 85 4456 091-8 | CH-SOB | 5303 | Romanshorn | Voralpen-Express | BT , from 2001 SOB |
| 456 092-6 | 91 85 4456 092-6 | CH-SOB | 5304 | Wittenbach , renamed Amriswil | Siemens | |
| 456 093-4 | 91 85 4456 093-4 | CH-SOB | 5305 | St. Gallen | Sersa | |
| 456 094-2 | 91 85 4456 094-2 | CH-SOB | 5306 | Herisau | Vögele Shoes | |
| 456 095-9 | 91 85 4456 095-9 | CH-SOB | 5307 | Degersheim | 100 years of Romanshorn-Uznach | |
| 456 096-7 | 91 85 4456 096-7 | CH-SOB | 5308 | Wattwil | Voralpen-Express | |
| 456 546-1 | 91 85 4456 101-5 | CH-SZU | 5309 | SZU (red) | SZU | |
| 456 547-9 | 91 85 4456 102-3 | CH-SZU | 5310 | |||
| Year of construction 1993 | ||||||
| 456 542-0 | 91 85 4456 103-1 | CH-SZU | 5576 | SZU (red) | SZU | |
| 456 543-8 | 91 85 4456 104-9 | CH-SZU | 5577 | SZU (red) | ||
| 456 544-6 | 91 85 4456 105-6 | CH-SZU | 5578 | |||
| 456 545-3 | 91 85 4456 106-4 | CH-SZU | 5579 | |||
| 456 142-9 | 91 85 4456 111-4 | CH-MFAG | 5580 | originally Gutenburg , currently Emmeli | dark blue |
VHB , from 1997 RM , from 2008 BLS ; From June 2002 to June 2011, the SOB was rented, 142 with red and white SOB paint, 143 Ostwind advertising paint At the end of 2014, one was rented to Swiss Rail Traffic on a long-term basis, the other intended for short-term rental. Locomotive 111 has been registered for Müller Gleisbau since December 2016, locomotive 112 for the SZU. |
| 456 143-7 | 91 85 4456 112-2 | CH-SZU | 5581 | Menznau | east wind | |
The KTU showed the versatility of the locomotives. BT used the locomotives in the Voralpen-Express (in cooperation with SOB and SBB). BT and SOB merged in 2001 to form the “new” Swiss Southeast Railway (SOB), where the locomotives are still in use. However, since a considerable percentage of the trains have to be reinforced, the shuttle train concept of the Voralpen-Express has too few advantages. If there are several reinforcement wagons on the train over the steep Pfäffikon SZ – Biberbrugg – Altmatt or in the opposite direction Arth-Goldau – Rothenthurm, this must be pushed. The locomotives have been running in pairs since 2013, with a locomotive running at each end of the train. The SOB is trying in the medium term to sell the existing train compositions including the six Re 456s. From 2019 the operation of the UAE will be switched to multiple units.
The SZU had procured the locomotives for their Sihltalbahn , where they have been running unchanged since then in semi-fixed shuttle train compositions, for which double-deck cars were procured analogous to the DPZ of the Zurich S-Bahn.
The VHB procured its locomotives primarily for freight traffic . In 1997 the company merged with the Emmental-Burgdorf-Thun-Bahn (EBT) and the Solothurn-Münster-Bahn (SMB) to form Regionalverkehr Mittelland (RM). Since these for freight transport over five Re 4/4 III decreed and SBB Cargo aufkündete cooperation in the single wagonload traffic, a minor demand for freight railcars, were permanently leased and the two "exotic" to the SOB emerged. In the meantime (after the BLS / RM merger) the BLS is the owner of these locomotives. The two locomotives are also considered exotic by the SOB, as they have a different multiple control and are not suitable for push service due to the lack of traction regulation. The SOB therefore mainly used the locomotives for mail trains. With the decline in postal train services by the SOB, the machines became dispensable and the rental agreement with BLS was terminated in June 2011. They were then rented out by BLS and sold at the end of 2016.
See also
literature
- Robert Bonani: The electric locomotives Re 4/4 of the Bodensee - Toggenburg Railway and the Sihl Valley - Zurich - Uetliberg Railway in three-phase drive technology. In: Swiss Railway Review. 04/1987. Minirex AG, pp. 122-131, ISSN 1022-7113
Web links
Individual evidence
- ↑ Photo from January 6, 2017
- ↑ EA 3/2015 p. 124
- ^ News Re 456. In: M-Rail AG. Retrieved February 5, 2017 .
- ↑ Used vehicles (SBB brochure) ( Memento of December 7, 2008 in the Internet Archive ) (PDF; 3.7 MB)