NMBS / SNCB series 126
| NMBS / SNCB series 126 NMBS / SNCB series 26 |
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 Row 26
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| Numbering: | 2601-2635 |
| Number: | 35 |
| Manufacturer: | La Brugeoise et Nivelles (BN) / ACEC |
| Year of construction (s): | 1963-1971 |
| Retirement: | 2011 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,250 mm |
| Length: | 16,150 mm |
| Height: | 3,850 mm (to the top of the roof) |
| Trunnion Distance: | 8,500 mm |
| Bogie axle base: | 2,550 mm |
| Total wheelbase: | 11,050 mm |
| Service mass: | 82.5 t |
| Friction mass: | 82.5 t |
| Top speed: | 130 km / h |
| Hourly output : | 2,360 kW |
| Continuous output : | 2,230 kW |
| Starting tractive effort: | 240 kN |
| Driving wheel diameter: | 1,250 mm |
| Wheel diameter: | 1,150 mm |
| Power system : | 3 kV = |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
The NMBS / SNCB series 126 is a series of electric locomotives of the NMBS / SNCB , which was manufactured by La Brugeoise et Nivelles . It was designated as series 26 from 1970 . In contrast to many other electric locomotives in Belgium, it was made with a mono-motor bogie modeled on French locomotives and was in service until 2011. One locomotive of the series has been preserved.
history
The locomotive was created at a time when the utilization of the frictional force could not yet be fully controlled by switching electronics. The state railways of Belgium made considerable efforts to increase the train performance of the four-axle locomotives by making better use of the adhesion . For the systematic investigation of the influencing factors on the axle relief when starting and on the tendency to skid, five locomotives with mono-motor bogies were procured in 1963 and put into service as the 126 001–005 series . At the time it was built, the locomotive was the most powerful DC locomotive of the SNCB . At the same time, the locomotives were the first electric locomotives in Belgium with mono-motor bogies following French models. In order to be able to analyze the skid behavior of the locomotives sufficiently, the circuit of the motor circuit was implemented in three variants. After its appearance, the locomotive was extensively tested in approx. 600 comparison runs on the Brussels - Luxembourg route with a comparison machine of the SNCB series 122 on gradients of 7 ‰ to 16 ‰. The 126 series achieved a significantly higher coefficient of friction in the starting area at a speed of 20 km / h than a locomotive with a purely single-axle drive . The 126 series achieved a gain of 36% compared to the comparison machine, and there was almost no difference between operation with wet and dry rails. Compared to the locomotives previously used there, it was possible to increase the load limit on the named route from 650 t to 880 t. In addition, the 126 series had about 10 t less total mass.
Due to these positive results, in addition to the five prototypes, 30 additional locomotives were procured, which were re-designated as class 26 in the course of delivery . Compared to the prototypes, in which the locomotive body had five fan grilles in the lower area and five round windows in the upper area, the locomotive body of the series locomotives was also designed with ventilation grilles in the upper area. The locomotives were initially made with parts from French production (especially the mono-motor bogies), later these parts were manufactured under license. In operation, the mono-motor bogies resulted in some disadvantages, especially in the maintenance of the vehicles. In addition, almost no parts of the locomotives were identical to those of other Belgian locomotives, which made it difficult to keep spare parts for the small series. Due to the greater coefficient of friction, they were ideally suited for operation in double traction , where they achieved outputs of up to 7,000 hp (5148 kW).
The locomotives were taken out of service and taken out of service in 2011. The 18 series in particular has been able to completely replace the locomotives since 2006. One locomotive, the 2629 , is kept operational in Saint-Ghislain .
technical description
Vehicle part
The locomotive frame is designed as a bridge frame. It has two continuous box-shaped, welded sheet steel longitudinal members, which are welded together by the end and two cross members. The fastenings for the tie rods for the longitudinal force transmission are located on these cross members. The pulling and buffing device is located on the end girders . In terms of the locomotive body, the 26 series is a further development of the previously common Belgian locomotive designs. It consists of a supporting frame made of sectional steel and thin metal sheets that are welded together. At the same time it contains the cable channels. The side walls are stiffened in the roof area by two strong arches, which also serve as supports for the three removable parts of the engine room roof. The spacious final driver's cabs, in which the driver's seats are arranged on the left in the direction of travel, are connected by two side aisles. The switchgear block is located in the middle of the machine room. A double cooler is responsible for cooling one traction motor or the resistors . The cooling air for this is taken from the engine room. Fresh air flows in through the side wall grille without a filter. The fans, like the air compressor, are driven by a 3 kV DC motor . The charging station for the battery of the locomotive is driven by the air compressor via V-belts . The locomotive has a battery-powered auxiliary compressor for restarting after a long period of inactivity, for operating the pantographs and the main switch .
The design of the bogies, on the other hand, is licensed by the French company SFAC and the transmission of the tractive forces corresponds to the design of the direct current locomotives of the SNCF with single- motor drive. The bogies are welded and have two box-shaped sheet steel hollow beams, which are connected at the ends by robust tubular steel struts. The brake linkage and the brake cylinder are arranged on the end struts . Each bogie has its own brake cylinder having a size of 10 " . With it, the wheels by means of two diametrically arranged brake pads braked. The bogie transmission to the traction motor is designed with a double-sided drive, they are carried by two bridge-like main crossbeams. Via a gear transmission are the Drive wheels transmit the torque on both sides via a hollow shaft drive . The axle bearings are supported on each side by a gooseneck support at the end. These supports are supported on the bogie frame by two double helical springs. The locomotive body is supported on each bogie side via two elastic supports on the ends a leaf spring, this is connected in the center collar with inclined coupling rods and connected to the cradle of the bogie frame with sliding pieces.
All locomotives were originally delivered green with white decorative stripes. Later the locomotive body was sprayed in light blue with yellow decorative lines or in yellow. After it turned out that the vehicles in yellow had to be washed much more often, all vehicles were only sprayed in blue. The frame in black and the roof in gray were the same for all car body designs.
Electrical equipment
The two pantograph of the locomotive were from the beginning pantograph those of the French design and were similar Faiveley with double contact strips of copper and steel running. As a rule, one pantograph is used, but very often you can also see photos where both pantographs of the locomotive are connected to the wire. If an overcurrent occurs in the motor circuit or the train heating, the electrical equipment of the locomotive can be switched off immediately using the main switch designed as a compressed air switch . However, the focus of the electrical equipment, the driving motor serving as tandem engine of two for 1.5 kV DC voltage designed anchors is that constantly in series are connected, and as a four-pole series wound motors with commutating and without compensation winding are performed. The windings for the armature and the stator are completely pressed into Bakelite . The two traction motors can be switched in series or in parallel . There are three starting and six continuous speed levels available for each type of shift. The number of total speed steps on the locomotive is six short-term and twelve continuous speed steps. There are five field weakening levels with a residual level of excitation of 72%, 50%, 39.5%, 33.5% and 26% of the continuous driving levels.
The starting resistors in the switchgear block consist of grids made of chrome or nickel and are cooled by six fans. The fan motors for this have an operating voltage of 75 V. The locomotive is operated with a contactor control , it is controlled by a motor-driven cam switch mechanism. Depending on the desired acceleration, a servomotor can influence the switching mechanism of the controller. The equipment block in the middle of the machine room is also the high-voltage room, it is permanently locked and can only be entered after lowering the pantograph and switching on the earthing switch. In the opposite direction, the pantographs can only be lifted with the doors of the high-voltage chamber closed. The switching of the motor circuits takes place in three variants, thereby the tension relief of the leading bogie is compensated by electrical measures. This enabled both bogies and thus all axles to skid at the same time in extreme cases.
literature
- Dieter Bäzold: The B'B 'direct current locomotive series 126 of the SNCB. In: The model railroader. 5/1972.
