Buchli drive

The Buchli drive is named after its inventor, Swiss engineer Jakob Buchli, named drive for electric locomotives.

The Buchli drive is a vollabgefederter drive, that is, each axis has its own drive motor, which is housed in the sprung locomotive body. The weight of the traction motors is completely decoupled from the wheels, which are exposed to the shocks and impacts of the rails.

The drive was very successful in the thirties, but is no longer used today. He was replaced by smaller, lighter drives, which allow owing to lower unbalances higher speeds.

Construction

The large wheel is fixedly mounted in the locomotive body. The connection to the unsprung wheel set is made via two connecting rods and two gear segments. The articulated mechanics of Treibradsatz can move relative to the large wheel in the vertical direction.

The pins in the wheel and the ends of the rack swings are made spherical, so that the coupling rods can tend towards the wheel planes. This allows the wheel opposite the locomotive body and push down on one side.

Normal execution

The Buchli drive was mostly performed as a unilateral Einzelachsantrieb with inner frame.

The Lokomotiv frame with axle-boxes located within the wheel disks of the wheelset. On one side of the wheel is the large wheel, which is mounted in a subframe outside of the wheel and is surrounded by an eye-catching Radschutzkasten. Each large wheel is driven by its own motor, which is located above the large wheel in the locomotive body.

In this embodiment, the suspension flows through the outer large wheels creates a strong one-sided weight distribution. Thus the center of gravity remains on the longitudinal axis of the locomotive, the heavy equipment in the machine room opposite to the side with the drives need to be arranged.

The locomotives have for the Buchli drive typical asymmetric appearance: on the one hand, the Wheelspiders the drive wheels are visible on the other side, they are almost completely covered by the Radschutzkästen the big wheels.

Other versions

In addition to the normal execution of the above, there were the following variants:

Version with external frame

The Lokomotiv frame with axle-boxes located outside of the wheel discs of the wheelset. The wheel is mounted in the locomotive body enclosed by a hollow shaft on which the large gear sits.

Examples: Pennsylvania Railroad O1B, DR ET 11 01

Execution as a group drive

The motor is arranged between the driving axles. A common pinion or pinions on both ends of the motor shaft drives the big wheels of the adjacent axes.

Completed vehicles are not known.

Model with two-sided drive

The gear set is coupled with two large wheels. The motor has a pinion on both sides. The pin in the wheel disc are offset by 180 ° from each other, whereby the unbalance of the actuator can be reduced.

Compared with the simplex model can be of two-sided design larger driving forces transmitted. In this arrangement, but there is a risk of mechanical tension in the drive parts. To keep this from the traction motor shafts, pinions were performed sprung.

Examples: French express engines: SNCF 2D2 5400, SNCF 2D2 5500, SNCF 2D2 9100

Version with two motors per axis

Two speed motors operate on a common large wheel, which is connected to a wheel set.

Examples: Pennsylvania Railroad O1B

Probation

The Buchli drive enabled in the 1920s, for the first time the construction of powerful, fast-moving locomotives with Einzelachsantrieb. The possible translations also allowed the installation of large engines, but thanks to the full mitigate against the wheelsets the tracks unclaimed excessively even at high speeds.

The disadvantage was the many moving parts, which called for an elaborate oil lubrication and a careful maintenance necessitated. Therefore, the Buchli drive put through only express locomotives high performance, where there were no alternatives.

In the SBB were 240 locomotives with Buchli drive over 60 years in use. The Ae 3/6I were from 1921 to 1994 to 73 years in operation. The French railways had 100 express locomotives within 50 years in use.

Buchli the drive is no longer in use. There are now smaller, high-speed travel motors are available that allow lighter drives. In addition, more than 140 km / h at speeds have been caused by the drive parts imbalances too large.

Vehicles with Buchli drive

  • SBB Be 2 /5 ( experimental locomotive )
  • German Reichsbahn E 16 (116)
  • ET 11 01 two-car Bo'2 ' 2' Bo', built in 1935 (version with outer frame ): The vehicle was rebuilt in 1954 and the Buchli drive away, as he had not been proven in this vehicle. Instead, a nose-suspended drive was installed. The railcar is now at DGEG Railway Museum Neustadt / wine route.
  • French State Railways ( SNCF) SNCF 2D2 5400 (double-sided drive ) image
  • SNCF 2D2 5500 (double-sided drive ), right picture
  • SNCF 2D2 9100 (double-sided drive ) image
  • Indonesian state railway 3000-4 pcs 1'Do1 ' locomotives for 1.5 kV, Manufacturer: Werkspoor, Netherlands, built in 1924, scrapped in about 1976 This locomotive for the first time the Java frame has been used. . Image.
  • Great Indian Peninsular Railway EC / 1 4002 - 2'Co2 ', built in 1927 image
  • RENFE RENFE Series 272 - ordered by the predecessor company NORTE Locomotives - 12 pcs 2'Co'Co'2 ' for 1.5 kV, 1928
  • Paulista Railway, Brazil 320 - 1'Do1 ', built in 1932 Image
  • Czechoslovak State Railways ( ČSD ) E 465.0 - 2 pcs 1'Do1 ' locomotive for 1.5 kV, built in 1927, scrapped 1962
  • Pennsylvania Railroad Pennsylvania Railroad O1B - 2 pcs 2'Bo2 ' locomotives ( version with internal frame and two traction motors per axis)
  • Ferrovia Circumvesuviana, Italy 1'Do1 ' locomotive (type and number unknown)
151320
de