CFR series 060 EA
| CFR series 060 EA CFR series 40/41/42/45/47 JDZ series 461 BDŽ series 46 |
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 40 series
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| Numbering: | CFR 060 001–931 JDZ 461 001–045, 101–158 BD 00 46 001–045 |
| Number: | CFR: 931 JDZ: 103 BDŽ: 45 |
| Manufacturer: | ASEA (original); Electroputere (license) |
| Year of construction (s): | 1965-1991 |
| Axis formula : | Co'Co ' |
| Genre : | 060 EA |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,800 mm |
| Bogie axle base: | 4,350 mm |
| Total wheelbase: | 14,800 mm |
| Service mass: | 120 t |
| Friction mass: | 120 t |
| Wheel set mass : | 20 t |
| Top speed: | 120 km / h |
| Hourly output : | 5,400 kW |
| Continuous output : | 5,100 kW |
| Starting tractive effort: | 413 kN |
| Wheel diameter: | 1,250 mm |
| Power system : | 25 kV 50 Hz ~ |
| Number of traction motors: | 6th |
| Brake: |
Compressed air type Knorr resistance brake hand brake |
| Train heating: | electric |
| Particularities: | Single copies with a top speed of 160 or 200 km / h |
The electric locomotives of the CFR series 060 EA are a series procured in large numbers that was developed as a six-axle further development of the SJ Rb by ASEA and was later built under license in Romania by Electroputere in Craiova . The locomotive was produced in over 1000 copies for the lines electrified with 25 kV 50 Hz alternating current and except for the Romanian State Railroad Căile Ferate Române (CFR), the Yugoslav State Railroad Jugoslovenske Železnice (JDŽ) and the Bulgarian State Railroad Balgarski Daržawni Schelesnizi (BD) ) is used. The production of the locomotives continued until 1991, today there are numerous conversions and further developments by various companies.
history
The trigger for the development of the locomotives was the decision of the CFR to electrify the Ploieşti – Braşov railway line with the demanding section over the Predeal Pass with alternating current of 25 kV 50 Hz. In 1963 the work was completed and tests were carried out with various locomotives:
- a six-axis machine from LEW Hennigsdorf , a forerunner of the E 251 ,
- two four-axle BB 12131 from the SNCF ,
- two four-axle Škoda type 41E and
- two four-axle SJ Rb from ASEA.
The two Swedish locomotives achieved the best test results, and so these locomotives were chosen as models for the future locomotives. In the same year the CFR ordered nine locomotives with silicon - Rectifier and dynamic brake at ASEA, a locomotive with thyristor control , which is labeled 060 EB should get eleven more complete electrical equipment 17 electrical subassemblies and rectifiers for all locomotives. The reason for this was that ASEA was supposed to supply the electrical equipment for the first locomotives to be built under license. The locomotive should have six axles due to better control in the uphill section. At the same time as the order was placed, the conditions for the license building were negotiated. The first locomotive was delivered in 1965 and more in 1966. The Swedish export company Swedloc AB was also involved in the delivery . One locomotive, the 060 EA-009, was designed for a top speed of 160 km / h, the other locomotives only for 120 km / h. The last locomotive delivered, the 060 EB 001 , received a recuperation brake in addition to the thyristor control . They are therefore multi-purpose locomotives that are suitable for transporting trains of all kinds.
Later the locomotives were designated in the series 40 (for 120 km / h) and 41 (for 160 km / h). It is not known how many locomotives were made for each speed. Externally, the two variants were originally to be distinguished as follows: Row 40 had a blue band halfway up the box, and Row 41 had a red one. Today, however, this feature is no longer available, the circulating belt no longer says anything about the maximum speed. Between 1971 and 1973 Electroputere delivered a first series of 45 locomotives to Yugoslavia. In contrast to the Romanian locomotives, where the driver's seat is on the right, the Yugoslav locomotives have it on the left. In return, CFR received four-axle ASEA locomotives from Yugoslavia. In 1978 there was a further delivery of 58 machines to Yugoslavia, which was also paid for with four-axle machines in return. In 1986 and 1987 45 locomotives were delivered to Bulgaria; the BDŽ locomotives were assigned the series number 46 . One of the series locomotives, the 060 EA 122 , was converted for a regular top speed of 200 km / h. The locomotive is now number 42 0302 and holds the current Romanian speed record of 223 km / h.
24 locomotives of the series were modernized by Electroputere between 1998 and 2000. They were placed in row 45 . With these locomotives, the original gray paintwork was also discarded and replaced by red / white. Because of the pollution, the driver's cab area is red. In addition, the vehicles received an automatic speed control. After 2000 the companies Softronic and Promat emerged , which were founded by designers who were involved in the development of the 060 EA . The locomotives were converted for some private railways, whereby the existing contactor control was replaced by a programmable logic controller . In addition, from now on all locomotives will receive thyristor control . This conversion was accompanied by an increase in output from 5100 to 6600 kW and the creation of the first class 47 locomotive . In 2008 Softronic released the first converted locomotive with the designation Phoenix , which is also known as the 47 series . It has a different locomotive body, but its undercarriage largely corresponds to the original locomotives.
Another modification variant, the Trans Montana , was manufactured by Softronic in 2008 with three-phase drive motors . This locomotive has been given the provisional designation 48-0001 and is still in the commissioning phase in 2011.
technical description
The locomotive is built on a box-shaped frame that is stiffened with cross beams and the two buffer beams . The conventional UIC coupling and the snow plow are suspended from the ends. The locomotive body is a self-supporting , welded construction; a consequent lightweight construction was not used in its construction. The engine room has two continuous side corridors, with the driver's cabs at the ends. There is only one side step per driver's cab, but there is one door to the engine room on the side without a driver's cab door per side wall. The roof includes three removable parts. It contains columns that can be used for the inlet openings for cooling air. The running gear consists of two three-axle bogies that are connected to one another with a cross coupling . The axle bearings are rubber-mounted and have no sliding surfaces. Thanks to a specially calculated spring constant , it was possible to do without compensating levers on the middle axle . The bogies are asymmetrical. The bogies do not have a pivot , their role is taken over by a lever system. The axles are driven by an ASEA hollow shaft drive .
The electrical equipment was initially supplied by ASEA and BBC for the series machines. Later the Romanian production adjusted to the in-house production of these components. For example, the main switches of the locomotive were initially designed as compressed air main switches by BBC, later they received new developments from ASEA. When they later switched to Romanian production, the danger of explosion in local parts is said to have been averted by appropriate protective grids. So-called valve arresters were used for overvoltage protection . The main transformer was designed as an oil transformer. It has a two-legged core with the discharges on the secondary side for the control circuit, the auxiliary and train heating systems. To supply the traction motors, each traction motor designed as a series motor had a rectifier bridge , each made of 48 silicon diodes . A surge protector was with capacitors , an overcurrent protective device was Earthing realized. The rectifiers were installed in the cooling duct of the motor in question, and the smoothing reactors required were oil-cooled. The locomotive was originally controlled with 40 continuous and three field weakening speed levels via an electropneumatic contactor control. Originally the electric brake was designed as a resistance brake, later modifications also brought the recuperation brake .
literature
- Dieter Bätzold, Günther Fiebig: E-Lok-Archiv , Transpress-Verlag, Berlin 1970
Web links
- Website about the technology of the locomotives
- Travel report from Romania with photos of the 060 EA