PLM 262 AE
| PLM 262 AE SNCF 2CC2 3400 |
|
|---|---|
 |
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| Numbering: | PLM 262 AE 1-4 SNCF 2CC2 3401-3404 |
| Number: | 4th |
| Manufacturer: |
Batignolles-Châtillon MFO |
| Year of construction (s): | 1929-1930 |
| Retirement: | 1974 |
| Axis formula : | (2'Co) - (Co2 ') |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 23,800 mm |
| Total wheelbase: | 20,800 mm |
| Service mass: | 158.25 t |
| Friction mass: | 107.70 t |
| Wheel set mass : | 17.95 t |
| Top speed: | 130 km / h |
| Hourly output : | 3972 kW (5400 hp) |
| Performance indicator: | 28.9 kg / hp |
| Driving wheel diameter: | 1610 mm |
| Impeller diameter: | 1020 mm |
| Power system : | 1500 V DC |
| Number of traction motors: | 6 double travel motors Oerlikon MBZ 660 |
| Drive: | Oerlikon single-axle drive |
The four electric locomotives 262 AE of the Compagnie du chemin de fer Paris-Lyon-Méditerranée , later 2CC2 3400 of the SNCF , were express locomotives for 1500 V direct current . The locomotives were used on the north ramp of the Mont-Cenis railway and were scrapped in the 1970s. When delivered, the 262 AE were the most powerful locomotives in the world with just one car body.
history
construction
After the good results with the 242 BE 1 , PLM chose the consortium of Batignolles and Oerlikon to build four express train locomotives. The specification was designed in such a way that it would have been possible to transport trains on the Marseille - Nice route , although the locomotive was never used later. It stipulated that a 600 t train could be transported at 90 km / h on a ramp of 8 ‰. No regenerative brake was provided.
commitment
The monstrous locomotives were ordered by PLM and delivered to the Chambéry depot in 1929 as 262 AE 1 to 4 . In addition to the pantographs, they were also provided with grinding shoes for the power supply through a busbar arranged on the side . With a length of 23.8 m, the 262 AE are among the longest electric locomotives in use in France . For almost 50 years you have pulled passenger trains on the Culoz –Chambéry line electrified with catenary and the subsequent Chambéry – Modane line electrified with third rail .
The rather strong and reliable locomotives had a larger number of drive axles than the prototype locomotives, which enabled them to cope with the Saint-Jean-de-Maurienne- Modane route with gradients of up to 30 ‰ without spinning the drive wheels.
In the 1950s the locomotives became the SNCF series 2CC2 3400. The delivery of the PO E 1–80 and the CC 7100 equipped with grinding shoes for the third rail pushed the 2CC2 3400 into freight traffic. With the delivery of the CC 6500 at the end of the 1960s, the decommissioning of the locomotives began, except for the 2CC2 3402, which was only deleted from the inventory in 1974.
technology
The car body rests on the two closely coupled bogies and does not absorb any tensile forces. The load-bearing structure lies within the two side aisles, the side walls are just cladding that can be easily removed for maintenance work.
The locomotives have Oerlikon single-axle drives . The six double drive motors of the type Oerlikon MBZ 660 can be grouped as follows:
- Series connection (S) of all motors during start-up (terminal voltage per motor: 250 V)
- Series-parallel grouping (SP), in which two groups of three motors connected in series are formed (terminal voltage per motor: 500 V)
- Parallel series grouping (PS), in which three groups of two motors connected in series are formed (terminal voltage per motor: 750 V)
- Parallel connection (P) all motors at maximum speed (terminal voltage per motor: 1500 V)
Electro-pneumatic contactors switch the grouping as well as the taps of the braking resistor and the field weakening levels. The compressor, fan group and driver's cab heating are controlled by electromagnetic contactors, which switch on the 1500 V from the catenary when required. The voltage in the control circuit is 60 V.
Preserved locomotives
The 2CC2 3402 is the only surviving locomotive in the series. She was left behind for several years in the old roundhouse of the Montluçon depot before she was transferred on its own wheels to her old home depot at Clermont-Ferrand on January 20, 2002 . Investigations showed that the locomotive was very well preserved. The refurbishment to the operational state began in Chambéry. The work on the mechanical part and on the exterior is practically complete. In 2008 the locomotive was energized for the first time since 1974 and was able to move on its own in the track field of the Chambéry depot.
See also
Web links
- Direct current express train locomotives for the PLM railroad In: Schweizerische Bauzeitung (SBZ) , Volume 91 (1928), Issue 2. (archived in E-Periodica of the ETH Library. PDF, 4.3 MB)
- Le Materiel Moteur PLM à 3ème Rail de la Ligne de la Maurienne. APMFS, accessed May 8, 2016 (French).
Individual evidence
- ↑ a b c Le Materiel Moteur PLM à 3ème Rail de la Ligne de la Maurienne. APMFS, accessed May 8, 2016 (French).
- ↑ Direct current express train locomotives for the PLM railroad . In: Schweizerische Bauzeitung . tape 91 , no. 2 , 1928, p. 24 , doi : 10.5169 / seals-42430 .
- ↑ G. Jenny: La 2CC2 3402 à Oullins. APMFS, February 2005, accessed May 8, 2016 (French).
- ↑ G. Jenny: La 2CC2 3402 à Chambéery. APMFS, 2008, accessed May 8, 2016 (French).