PLM 242 CE 1
| PLM 242 CE | |
|---|---|
 |
|
| Numbering: | PLM 242 CE 1 |
| Number: | 1 |
| Manufacturer: | Fives-Lille |
| Year of construction (s): | 1925 |
| Retirement: | 1927 (after electric fire) |
| Axis formula : | 2'B1 + 1B2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,650 mm |
| Total wheelbase: | 18,450 mm |
| Service mass: | 164 t |
| Friction mass: | 72 t |
| Wheel set mass : | 18 t |
| Top speed: | 110 km / h |
| Hourly output : | 1887 kW (3000 hp) |
| Driving wheel diameter: | 1650 mm |
| Power system : | 1500 V DC |
| Power transmission: | Contact line , side busbar |
| Number of traction motors: | 2 |
| Drive: | Rod drive |
The electric locomotive 242 CE 1 of the Compagnie du chemin de fer Paris-Lyon-Méditerranée was a test locomotive for passenger train service. The locomotive was assigned to the Chambéry depot and was tested on the north ramp of the Mont-Cenis railway in the Maurienne , which was electrified with 1500 V direct current , before it was destroyed by an electric fire in 1927 after a journey of less than 7,000 km, which resulted in its being scrapped would have.
technology
The locomotive consisted of two close-coupled locomotive halves connected by bellows, each with a large electric motor. This drove the two driving axles of each half of the locomotive via a linkage. The drive rod led from the engine in the engine room almost horizontally towards the end of the locomotive, where it acted on a lever mounted in the frame, which transferred the reciprocating movement to the underframe, from where it was in turn transferred from another drive rod to the outer axle of the locomotive has been. The bearing point of the reversing lever was designed as a cross head , on which the piston rods of two air cylinders attacked, which made the bearing point displaceable in the longitudinal direction and thus established an elastic connection between the motor stored in the box and the chassis. The central position of the cross head was controlled with the air pressure in the cylinders, which was controlled by valves that were actuated by the piston rod itself.
A leading running bogie should give the locomotive halves better running properties. A running axle was arranged under the stern of the locomotive, which does not appear in the designation of the locomotive as 242. At 164 t, the locomotive was by far the heaviest of the test locomotives.
The locomotive was very different from the other test locomotives delivered for testing in the Maurienne. The manufacturer Fives-Lille not only uses the overhauled rod drive, but also dispensed with starting resistors and contactors. Rather, the regulation took place via a system called STAR , the name of which was an acronym from système de traction auto-régulé ("self-regulating traction system"). The system was previously on railcars of the Paris Métro tested.
See also
Web links
- La 242 CE1 (PLM). APMFS, accessed May 26, 2016 (French).
Individual evidence
- ↑ G. Jenny: Chambéry - une gare pour les voyageurs, un dépôt pour ses locomotives, une histoire . 2010, p. 134 ( pdf ).
- ↑ Karl Sachs: Electric Vollbahnlokomotiven: A manual for practice as well as for students . Springer, 1928, ISBN 978-3-642-51847-8 , pp. 93 ( Google Book ).