SBB RFe 4/4
| RFe 4/4 | |
|---|---|
 |
|
| Numbering: | 601-603 |
| Number: | 3 |
| Manufacturer: | SIG, SLM, BBC, MFO, SAAS |
| Year of construction (s): | 1940 |
| Retirement: | (1944 sale) |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 15800 mm |
| Trunnion Distance: | 9800 mm |
| Bogie axle base: | 2700 mm |
| Total wheelbase: | 12500 mm |
| Service mass: | 50.5 t |
| Friction mass: | 50.5 t |
| Top speed: | 125 km / h |
| Hourly output : | 986 kW (1340 PS) |
| Continuous output : | 955 kW |
| Driving wheel diameter: | 900 mm |
| Number of traction motors: | 4th |
| De 4/4 | |
|---|---|
 |
|
| Numbering: | BT 25 → SZU 51 SOB 21 + 22 |
| Number: | 3 |
| Manufacturer: | SIG, SLM, BBC, MFO, SAAS |
| Year of construction (s): | (1944 remodeling) |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 15800 mm |
| Trunnion Distance: | 9800 mm |
| Bogie axle base: | 2700 mm |
| Total wheelbase: | 12500 mm |
| Service mass: | 57 t |
| Friction mass: | 57 t |
| Top speed: | 90 km / h |
| Hourly output : | 986 kW (1340 PS) |
| Continuous output : | 955 kW |
| Driving wheel diameter: | 900 mm |
| Number of traction motors: | 4th |
The RFe 4/4 are three luggage railcars of the Swiss Federal Railways ( SBB ), which were delivered in 1940.
history
In 1939, the Swiss Federal Railways ordered three luggage railcars from the industry for the city express trains, which were to be formed from the new lightweight steel wagons. You should take the Geneva – Bern – Zurich – St. Gallen – Rorschach and were equipped with a multiple control. They had to be suitable for higher cornering speeds, for which a low axle load was required (under 16 t axle pressure). These three railcars were delivered in 1940. It was found relatively quickly that they were too inefficient for the desired area of operation due to the war-related increase in traffic. At least two to three railcars should have been used in each train, and distributing the luggage over two or three small luggage compartments scattered along the length of the train was found to be impractical. A similar vehicle with higher performance than a pure locomotive was therefore designed, which, delayed by the scarcity of the war years, did not go into operation until 1946 as the Re 4/4 (later SBB Re 4/4 I ). The three railcars are clearly a step in the development of this Re 4/4 I. The box shape and the design as a bogie locomotive shows the relationship, also to the Am 4/4 (later SBB Bm 4/4 II ).
Since a sensible use was hardly possible anymore, the SBB sold all three railcars to the SOB and the BT as early as 1944 . Some teething troubles were eliminated and gears with a new translation were installed. This lowered its top speed to 90 km / h, but increased the pulling power. After the renovation, they were referred to as Fe 4/4. The total mass increased by 3.5 tons. In 1945 the two control car BCt were for the SOB 4ü delivered 201 and 202 which permitted, each with one railcar, and an intermediate car, the formation of a pendulum train. These shuttle trains were then also used for the direct Arth-Goldau – Romanshorn trains, the predecessors of today's Voralpen-Express .
BT sold its railcar to SZU in 1977 and installed an interpreter control system before it was handed over. This enabled it to be used together with the Sihl Valley Railway's control car .
technology
Manufacturer :
- Swiss Industrial Society , SIG for short, bogie
- Swiss locomotive and machine factory , SLM for short, car body and final assembly
- Brown, Boveri & Cie. , BBC / Maschinenfabrik Oerlikon for short, MFO / Société Anonyme des Ateliers de Sécheron for short, SAAS for short, electrical components
The self-supporting box has a driver's cab at both ends. This has a door on the front with a retractable bellows. This made it possible to position the locomotive in the middle of the train, and it was still possible for the passengers to walk through the entire train. The luggage compartment was divided into two parts, as there is a narrowing in the middle with equipment boxes. However, only the compartment side on the side of the driver's cab 2 has sliding gates, so that the other side is only accessible through this narrowing.
The welded bogies are designed as H-frames with a cranked middle part, from which the traction motors are also suspended on the bogie frame side. The suspension takes place primarily via coil springs between the axle bearing and the bogie frame and secondarily via concealed leaf springs between the bogie and the locomotive body.
The axles are driven by a BBC spring drive and a simple gear transmission. The drive motor pinion is located on the motor shaft and the fastening of the hollow shaft stub on which the large wheel is located is screwed directly onto the motor housing. Inside are the spring pots into which the driver on the drive shaft engages. The inner drive parts are lubricated together with the gears with a circulating oil system.
In the De 4/4 21 of the SOB, the wagon transition with bellows was subsequently removed and the front wall door welded, in the De 4/4 25 of the BT it was done in 1977 during the conversion for the SZU.
Whereabouts
601
- 1944, sold to BT, Fe 4/4 50 from 1962 De 4/4 25
- 19 .. Expansion of the multiple control
- 1977/78, conversion and sale to SZU, De 4/4 51, multiple control for SZU control car
- 1994, sold to OeBB , prepared as a historic vehicle with the designation RFe 4/4 601 (but the speed remains at 90 km / h)
- 2004, Swisstrain association
602
- 1944, sold to SOB, Fe 4/4 from 1962 De 4/4 22
- 1945/47 fire, repair, equipment with recuperation brake
- 1993 last TK, 1995 last use (mileage 2,539,639)
- March 1997 demolished
603
- 1944 sold to SOB, Fe 4/4 from 1962 De 4/4 21
- after 1966 expansion of the multiple control
- 1988 last revision, 1994 last use (mileage 2,387,367)
- 199? Sale to Classic Rail AG
- 2009 Swisstrain association donates spare parts for RFe 4/4 601
swell
- Gerhard Oswald, Kaspar Michel: The southeast railway, history of a private railway. Orell Füssli Verlag, Zurich 1991, ISBN 3-280-02048-4 .
- Hans Schneeberger: The electric and diesel traction vehicles of the SBB, Volume 1: years of construction 1904–1955. Minirex, Luzern 1995, ISBN 3-907014-07-3 .
- Peter Willen: Locomotives in Switzerland, standard gauge traction units. Orell Füssli Verlag, Zurich 1975, ISBN 3-280-00800-X .
- Peter Willen Locomotives and multiple units of the Swiss Railways Volume 4.
- W. Müller: Electric luggage railcars of the SBB .
Schweizerische Bauzeitung, Volume 114 (1939), Issue 26 (E-Periodica.ch, PDF 11.3 MB) - Swiss Locomotive Construction 1871-1971 published by the SLM