Siemens ES64F
| Siemens ES64F | |
|---|---|
 152 102 near Gaimersheim
|
|
| Numbering: | DB 152 001-031, 152 033-170; 152 190 ITL 152 196-197 |
| Number: | DB 170 ITL 2 |
| Manufacturer: | Krauss-Maffei , Siemens |
| Year of construction (s): | 1996-2001 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 19 580 mm |
| Width: | 3000 mm |
| Trunnion Distance: | 9900 mm |
| Bogie axle base: | 3000 mm |
| Service mass: | 86.7 t |
| Wheel set mass : | 21.7 t |
| Top speed: | 140 km / h |
| Continuous output : | 6400 kW |
| Starting tractive effort: | 300 kN |
| Performance indicator: | 73.8 kW / t |
| Power system : | 15 kV, 16.7 Hz |
| Number of traction motors: | 4th |
| Drive: | Paw camp |
| Brake: | KE-GPR-E mZ multi -release compressed air brake with additional brake; electrodynamic regenerative brake |
| Train control : | LZB 80, PZB 90 |
The Siemens ES64F is a locomotive from the Siemens ES64 EuroSprinter family of types for heavy goods traffic, which can also be used for passenger trains. The locomotives are used almost exclusively in front of freight trains - both by Deutsche Bahn AG (DB), where they are run as the 152 series , and by the private railway ITL , where two of these locomotives run.
history
From the turn of the millennium, the DB needed a replacement for the class 150 locomotives scheduled for retirement . After the DB tendering process in 1993, Krauss-Maffei was awarded the contract to build the locomotives as general contractor. Siemens Verkehrstechnik supplied the electrical equipment.
Production finally began in September 1995. The first locomotive of the series, 152 001 , was handed over to the DB on December 10, 1996 in a festively staged roll-out in Munich-Allach and then subjected to an extensive test program. According to Siemens AG, three more locomotives were delivered early in the second half of 1997, and they completed further tests. On July 31, 1997, the type approval was granted by the Federal Railway Authority , so that series delivery began in March 1998. The machines were put into operation in the manufacturing plants in Munich and Uerdingen . When the timetable changed in May 1998, the first twelve locomotives went into scheduled operation.
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By 2001, 170 of the originally planned 195 machines had been delivered to the DB. It was planned to use the locomotives in Austria as well . However, the Austrian authorities refused approval because the quasi-static axle forces that occurred were assessed as too high. In Austria, at that time, the UIC leaflet 518 was already used as a basis for new registrations, while the technical approval of the locomotive in Germany was still based on DIN 5550. In order to still have modern machines available for Austrian traffic, the DB converted the order for the last 25 locomotives into an order for two-system locomotives of the 182 series (identical in construction to ÖBB 1116 ), which are approved in Austria.
An option for a further 100 machines was converted into an order for four-system locomotives of the 189 series in August 1999 .
Two locomotives were delivered to the leasing company Dispolok in 2000 , which was owned by Siemens at the time. The locomotives were sold to the ITL company in 2005. The designations ES64F-901/152 901 or 902 are attached to the locomotives, while the UIC number is 91 80 6 152 196-2 D-ITL or 197-0.
construction
The series is based on the ES64P prototype designed by Siemens . However, since it was clear that the machines were to be used exclusively for freight transport and a top speed of 140 km / h was considered sufficient, the use of fully cushioned traction motors could be dispensed with and the much simpler and cheaper peg bearing drive could be used. Due to the use of modern three-phase motors at low speeds, this is considered to be relatively low-wear. The power transmission between the car body and bogies takes place in Maffei tradition via powerfully dimensioned and deeply reaching pivot pins and flexicoil springs.
Otherwise, a modern machine with three-phase asynchronous travel motors and double internally ventilated disc brakes was created. A partially redundant design of highly stressed parts in the drive train makes a significant contribution to the high reliability and availability of the series.
The main transformer is located below the floor between the bogies. Each bogie has its own electrical equipment, consisting of three input rectifiers in a regenerative four-quadrant design, DC voltage intermediate circuit and two inverters (one for each motor). This ensures that if a component of the drive train fails, not the entire bogie fails, but only the available tractive force is reduced. Water- cooled GTO thyristors are used as power semiconductors . The braking force of the electrodynamic regenerative brake is 150 kN in the range between 10 km / h and 140 km / h.
The locomotives are equipped with train bus bars for the power supply of passenger trains as well as push- pull train control and emergency brake override, so that they can also be used in heavy passenger train service. With the division of DB AG and the assignment of the locomotives to the freight transport division of DB, no use has been made of this since the late 1990s.
The engine room is traversed by a central aisle connecting both driver's cabs . On both sides of the outer walls of the locomotive body, the electrical equipment, the compressed air and braking devices as well as the extensive cooling equipment are arranged. All units are designed in the form of separate, interchangeable modules that are inserted into the vehicle from above. Attention was paid to the shortest possible connections, especially for the main power lines. The control lines and the piping are laid in channels under the central aisle. The control and monitoring devices are concentrated at both ends of the machine room.
The driver's cab rooms are air-conditioned, thermally and soundproofed and have quite a generous amount of space. Additional amenities for the driver are an air-suspension seat and a thermal compartment. The locomotives are equipped with standard driver's cabs.
The 152 190 , which emerged from the 152 032 and was equipped with IGBT power semiconductors on a trial basis , occupies a special position within this series .
commitment
The locomotives delivered to DB are assigned to the DB Cargo division and are completely stationed in Nürnberg Rbf . The locomotives are used nationwide in freight train service.
literature
- Karl Gerhard Baur: Class 152 . GeraMond, Munich 2001. ISBN 3-932785-45-2
- Karl Gerhard Baur: EuroSprinter - The successful locomotive family from Siemens . EK-Verlag, Freiburg 2007. ISBN 3-88255-226-3
- Vehicle catalog 2009 . Bahn special issue 1/2009. GeraMond, Munich 2009. ISBN 3-89724-029-7
Web links
Individual evidence
- ↑ KG Baur: EuroSprinter. The successful locomotive family from Siemens , p. 109.
- ↑ okbr41: Re: 152 032 = 152 190? In: “ Drehscheibe Online” forum. November 17, 2008, accessed August 6, 2016 .
- ↑ Udo Krupp: Class 152: Existence and whereabouts. December 11, 2015, accessed August 5, 2016 .