HGe 4/4 II

The HGe 4/4 II is a narrow gauge mixed gear and adhesion locomotive. A first series of five locomotives was purchased jointly by the Furka -Oberalp -Bahn (FO ) and of the SBB for the Brünigbahn line, today's Central Railway ( zb). As proven this type of locomotive, another eleven locomotives [Note 1] were ordered and finally gave also the Brig -Visp- Zermatt -Bahn ( BVZ ) five locomotives in order.

The HGe 4/4 II covered mainly heavy passenger trains, partially in commuter trains. In the central train hauled by 2012 they all express trains from Meiringen to Lucerne, with the Matterhorn Gotthard Bahn trains of the Glacier Express. Next run the locomotives pull trains Brig -Visp- Zermatt and since the opening of the tunnel to Engelberg shuttle trains Luzern- Engelberg. In addition, car shuttle trains are routed through the Furka tunnel helping out. Finally, include, among other passenger trains and freight trains various Visp -Zermatt and Disentis -Sedrun ( NEAT construction site ) to the area of ​​responsibility.

Prototypes (5 pieces)

Since it was already clear when ordering that the two SBB - machines would change on delivery of production aircraft to FO, which received three locomotives directly, the locomotives were built as far as possible according to the requirements of the FO. When changing to the FO of the transformer and the two bogies were changed and installed in the last two series machines. When FO is the locomotive by the other coupler pocket that allows easy switching between different types of coupling, a little shorter. The five prototypes were subsequently adapted to the production version of the BVZ / FO, so that all major components and operation are identical and a permissive use in today's MGB is possible.

Mechanical Part

The locomotive body is a sheet-steel box with corrugated side walls. The asymmetric front window of heated laminated glass enhances visibility for the train driver. The three roof elements are made of aluminum. The buffer forces are transmitted to the whole box over struts had to be why no side engine room openings. The entire box has a total weight of only 5.9 tons. It may take a central pressure force of 1000 kN without permanent deformation.

The bogies are designed as welded hollow beam construction with two side rails and a strong center cross member and two head traverses. They have a wheelbase of 2,980 mm, and the Flexicoilfedern support the box on the side welded to the longitudinal beams spring tubs. The train and compressive forces are transmitted by laterally arranged rods with Sphärolastiklagern. Due to the short wheelbase, the traction motors are mounted above the bogie frame.

The first differential drive has been installed for the drive, which allows the rack and pinion operating to apply also a portion of the tensile force on the Adhäsionsantrieb. This in turn requires a limited slip differential gear in order to prevent skidding or sliding of the wheels. Since the zweilamellige Abtzahnstange ( Abt system ) of the FO can not absorb the entire tensile force using the Adhäsionsantriebs is necessary, this takes over a third of the tensile force. If the drive is not proven, it would at least have been possible on the Brünig with the Riggenbachzahnstange to change to a disconnectable Adhäsionsantrieb. But this was not necessary since the differential gear to the complete satisfaction worked.

Electrical Section

The locomotives are built on the power converter technology with phase control, as it was applied also in the Re 4/4 IV and the RBDe 4/4 SBB. The locomotives are equipped with a regenerative braking, which was taken over by the NPC in the main features.

The auxiliaries are supplied by a static converter with auxiliary equipment 120 kVA output power over a three-phase system.

The locomotive has a parking position for Remisieren.

Pneumatic part

Here the different machines most differ because Brünigbahn works with a ( non-standard ) 4 -bar air pressure brake, the MGB but with a 5 bar compressed air brake and vacuum brake. The air control could still be installed with the standard elements on two pneumatic panels. In contrast, the air deployment is different and partially responsible for the additional weight of the MGB cars.

Brake Systems

Thanks to the electric regenerative braking is possible a uniform steady brake on the downhill.

In addition, a normal automatic air brake is installed, which is also referred to as a brake system, and I is used in the control operation for keeping the coating. It is designed as block brake.

In addition, the braking system II is still installed, which is required for rack railways, and should make it possible to bring the train only with the help of the locomotive in the rack portion for holding, when the first brake system fails. This is designed as a spring- based braking system band, which acts directly on the gear wheel. When these occur brake enormous forces which are only under control if the trailer load is not too great on the downhill.

Finally, a direct-acting Rangierbremse present, the brake pads of the brake system I uses.

The locomotive has no handbrake, but is secured with spring brakes.

Series version ( 16 pieces)

The series machines Brünigbahn differ visually, especially by the black frame around the front window (also called " glasses ") and the omitted side box feeder ( straight bottom edge ) of the prototype. The remaining changes are only visible upon close inspection, an additional rise kick and a horizontal support bar on the door were installed. Electrically they differ from the prototype only in small changes in how differently arranged multiple unit control, etc., the overall concept could be maintained. Likewise, a change of the multi- control system has been set up in the SBB machines so that the snow blower Xrotm 51 remote control is possible.

As proven this type of locomotive, the five BVZ and FO three nearly identical machines ordered again. They are similar to the series machines of the SBB, but differ in the brake and gear system and the primary voltage of the transformer. Thus, the now merged Matterhorn -Gotthard -Bahn has a total of 13 HGe 4/4 II

The FO locomotives have a multiple controller that is compatible with the Ge 4 /4 III so that they can be used in car trains. In contrast, the BVZ locomotives were set up so that they can be used in passenger transport with previously acquired control car. The sockets for multiple unit control of the FO and the BVZ version are different.

Naming

*) The boxes of locomotives 1951 and 1952 were with new bogies ( Abt system ) and transformers (11 kV) to FO 104 and 105, the prototype bogies ( Riggenbach system ) and transformers (15 kV) were installed in the last two regular production Brünigbahn.