Stadler He 4/4
| Stadler He 4/4 | |
|---|---|
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| Numbering: | 901501-901507 |
| Number: | 7th |
| Manufacturer: | Stadler Rail |
| Year of construction (s): | 2012 |
| Axis formula : | B o zz 'B o zz' |
| Genre : | He 4/4 |
| Gauge : | 1600 mm |
| Length over coupling: | 18,720 mm |
| Height: | 4600 mm |
| Width: | 3280 mm |
| Trunnion Distance: | 8300 mm |
| Bogie axle base: | 5000 mm (gear 3420 mm) |
| Service mass: | 121 t |
| Friction mass: | 121 t |
| Top speed: | 60 km / h (cogwheel uphill 30 km / h, downhill 25 km / h) |
| Starting tractive effort: | 760 kN (Ahädision 4 × 60 kN, gear 4 × 130 kN) |
| Continuous tensile force: | 540 kN |
| Driving wheel diameter: | 1069 mm (new) |
| Gear system : | Abbot three-lamellar |
| Number of drive gears: | 4th |
| Size gears: | 1031 mm |
| Power system : | 3000 volts = |
| Power transmission: | Overhead line |
| Gradient: | 104 ‰ |
The Stadler He 4/4 is the most powerful rack-and-pinion locomotive in the world.
requirement
The Stadler He 4/4 is a mixed gear wheel adhesion locomotive. It has two two-axle single-axle-driven bogies with two additional drive gears each, i.e. with the axle sequence B o zz 'B o zz'. It has been manufactured by Stadler Rail in Switzerland since 2011 in an initial number of seven for MRS Logística SA , Brazil . There is an option for three more locomotives.
It is used on the cogwheel section of the Santos – Jundiaí railway line . This route connects the Brazilian port city of Santos with the cities of São Paulo and Jundiaí in a gauge of 1600 mm. Between Raiz da Serra and Paranapiacaba , it runs over an approximately eight-kilometer rack section. This is equipped with a three-lamellar toothed rack from the Abt system and with an overhead line that is operated with a direct voltage of 3 kV .
technology
The locomotive has a central driver's cab with two narrower stems. The air-conditioned driver's cab has a floor height of 2450 mm and is therefore arranged as high as possible, among other things so that the locomotive driver can look over the presented cars when driving uphill. The engine driver sits in front of a driver's desk installed transversely to the direction of travel and can turn his seat in the direction of travel. A pantograph with three contact strips is mounted on each front structure above the pivot point of the bogie . The front end is lower than the driver's cab by the height of the lowered pantograph. This means that the front end, pantograph and driver's cab are in the same clearance profile .
The locomotive has its own motor for each driven axle and each gear, so there are a total of eight traction motors. When driving in the rack section, the adhesion motors also work and thus provide around 25% of the pulling or braking force. The primary suspension is very stiff because of the gear drive. The amount of gear meshing can be adjusted to the wear and tear of the drive wheels by placing shims under them. The bogies are designed to be torsion-free and have plain bearings on the central cross member.
The frame of the locomotive is designed for a longitudinal compressive force of 5000 kN.
The locomotives have two independent drive units, which also enable the braking current to be fed back into the overhead line. For the maintenance of the route, they have the option of feeding in from an external generator on the mountain side, which enables a downhill journey independent of the contact line.
The locomotives are equipped with couplings and a trailer brake system according to the rules of the Association of American Railroads .
Operational
The first locomotive was subjected to factory acceptance in June 2012. The transport from the Swiss manufacturer to the area of operation is complex: all locomotives - disassembled into boxes and bogies - are first taken on the road with low loaders to the Rhine port of Birsfelden . The locomotives are then finally assembled in Basel and taken to the port of Antwerp by barge , which takes around ten days. There they are transferred to an ocean-going ship . The trip to Brazil then takes about four weeks. There they are landed in the port of the Usiminas steelworks in Cubatão and driven with low loaders to a rail connection of MRS Logística SA a few hundred meters away. The first two locomotives began their test runs in autumn 2012. Three more locomotives are due to arrive in January 2013.
The clearance profile of the locomotives is larger than that of the adjoining adhesion routes , so that the locomotives are only used between Raiz da Serra and Paranapiacaba and cannot easily reach the main workshops of MRS Logística SA. You will therefore have your own workshop on site.
The freight wagons transported on this route do not have their own gear brake , so the locomotive must always be on the valley side. A double traction of two locomotives is planned. This allows, as Vorstelllast to transport cars weighing 850 tons.
literature
- Michael Burger and Jürg Schöning: The world's largest cogwheel locomotive for the Paranapiacaba - Raiz da Serra line operated by MRS Logística . In: Eisenbahn-Revue International 4/2014, pp. 176–181; 5/2014, pp. 230-233.
- mr: Gear giant emerges . In: Eisenbahn-Revue International 4/2012, p. 193.
- NN: 120 ton locomotive starts Atlantic crossing in the Rhine . BaZ of July 27, 2012.
- pd / an: The world's most powerful rack-and-pinion locomotive . In: Eisenbahn-Revue International 7/2012, pp. 340f.
- Stadler Rail AG: Stadler builds mega locomotives . (February 26, 2010)
Web links
- The world's most powerful cogwheel locomotive , article by Thomas Gerber, on srf.ch Wissen Technik, from May 29, 2013