SBB-CFF-FFS Ee 922
The Ee 922 is an electric shunting locomotive of the SBB. It was developed by Stadler Rail in Winterthur and served as the basis for other small locomotives, such as the Eemian SBB 923
History
The fleet of SBB Passenger Division consisted of 1 January 2009, 53 older electric shunting locomotives. These were 38 Ee 3/3, seven, and eight Ee Ee 3/3II 3/3IV who had reached the end of its life and had to be replaced. Since virtually all siding in Switzerland are electrified, came from an ecological perspective diesel locomotives out of the question because there are many parking facilities in the vicinity of residential areas and so is especially at night to avoid additional noise necessarily. Just the complaints from residents of the station areas where the SBB Cargo ranks with the diesel locomotive on the 843 have, make you listen the bodies of the SBB. Also, the preheating of the coaches through the switcher is easier to implement with electric locomotives. A standard solution for an electric switch engine was not available because the shunting could never really push through to the Switzerland in electric locomotives across Europe.
Due to changes in the vehicle use the planned fleet could be reduced. So you went from a total requirement of 29 electric shunting. It was decided to modernize the eight Ee 3/3IV ( Ee 834 ). That came in the other locomotives, also because of their low towing speed of 45 km / h out of the question. So, SBB wrote the procurement of 21 electric shunting of internationally.
The specification was quite moderate and had quite a bit of leeway open. However, no offer was received by the major producers. In December 2007, the Board awarded the contract with a volume of 44.2 million Swiss francs ( 28.5 million euros ) to the Stadler Winterthur AG. With regard to a uniform fleet all locomotives are supplied as two vehicles for frequency 16.7 Hz and 15 kV 25 kV 50 Hz. Since the third system interface with 1500 volt DC in Geneva disappears soon, there are also needed in the future only two-system vehicles. The vehicles are a completely new development, which fell back on the experience with the Stadler GTW whose central traction part is quite comparable with the new locomotive.
End of December 2013 was a report that SBB has four other Ee ordered 922 to be delivered in 2015 by Stadler and stationed in Geneva and Zurich.
Technology
The Ee 922 has IGBT inverter and therefore numerous features, which rather of regional trains, as known from shunting. For example, a recovery for braking energy into the catenary or a multiple unit control is available. The top speed of 100 km / h is quite high for a switch engine - and far exceeds the usual 45 km / h the Ee 3 /3 System. In the shunting locomotive but will be active because of the regulations continue with mostly 30 km / h, a maximum of 40 km / h. The towing speed of at least 100 km / h was one of the few mandatory points. It empowers the Ee 922, together with the multiple unit control for small route operations such as transfer trips. The locomotive was designed by the manufacturer for a top speed of 120 km / h to the possibility for a second job to keep them open. Structurally designed the locomotive for a total weight of 45 tons. Your usual weight is 44 tons, but can be reduced to 40 tons. The difference in weight is created by two ballast body with two tons of weight. You are on the side of the locomotive and can be removed with a forklift. This is necessary because not all sidings for 22.5 tons (Axle D), but often only for 20 tons (Axle C) are permitted.
The outer contours correspond to the gauge specifications according to UIC 505-1, and in the sub-region to requirements of AB -EBV U3. This fulfills the locomotive with its ground clearance from 100 mm in the wheel area the gauge specifications for all European main routes. The entrance doors into the cab located on the front sides; to allow direct access to the Rangiererbühnen, the stems are laterally offset. The air-conditioned cab is generously glazed for optimal viewing; the projecting canopies protect against sunlight, and of contact with live parts of the roof equipment.
The electrical part is technically equivalent to the largely Stadler Flirt and the newer GTW. But he is not the same design, but had to be adjusted for reasons of space to another case. Also made the changes in the cooling circuits for the transformer required. The transformer is installed under the floor under the driver's cab. It is produced by the Sécheron in Geneva. The transformer tub could also take a more powerful 1500 kW transformer. When Ee 922, however, a transformer with less power is installed, but has for a separate winding for the train line. As a power converter IGBT inverter board Line CC750 come ABB for installation.
The Ee 922 has a vibration dampening system. Just a two-axle railway vehicle with low wheel base tends to side motions, since virtually no attenuation can be installed. Rolling motions caused by the two slightly conical wheel discs for the sinusoidal running, which are rigidly connected to the shaft of the wheel. Run, viewed from above, a snaking out. The movement stimulates above the spring supported mass of the vehicle. This stimulation increases both in frequency and in amplitude with increasing vehicle speed. If this is not controlled, it can lead to an unstable operation. Because here just can not be resorted to the typical for longer locomotives bogies with yaw damper, a mass eradication must be installed. This is mounted so that not only the car body but also the eradication mass comes to vibrate. But the swings in the opposite direction and thus the vibrations lift almost on each other. The repayment masses are located on both sides just behind the push bar under the shunting platform.
Inserts
The first delivered the vehicle was used in July 2009 in Zurich Herder. That same year, followed by two more, while the remaining locomotives were delivered in 2010.
Awards
The locomotive was awarded in 2010 by the magazine mezzanine floor with the Bronze Hare in the "Design" category.