SNCF BB 4730
| Midi E 4700 | |
|---|---|
 BB 4775 (formerly BB 4717) in Paris-Austerlitz station (1984)
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| Numbering: | BB 4730-4777 |
| Number: | 48 |
| Manufacturer: | CEF |
| Year of construction (s): | 1934/35 |
| Retirement: | 1997 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,870 mm |
| Service mass: | 80 t |
| Top speed: | 90 km / h |
| Continuous output : | 1160 kW |
| Number of traction motors: | 4 × type Altshom M1 |
| Drive: | electrical, 1500 V = |
The locomotives of the series BB 4730 were regular gauge electric locomotives of the French state railway SNCF . They were created for the shunting service by converting mainline locomotives of the series BB 4200 and BB 4700 .
prehistory
In 1934/35, the Compagnie des chemins de fer du Midi (Midi) railway company received 50 E 4200 series freight locomotives and 17 E 4700 series passenger trains from the Constructions électriques de France (CEF) company . The only difference between the two series was the transmission ratio of the gearbox. By changing the gearbox, several locomotives changed their class affiliation in the 1950s and 1970s.
History and description
The locomotives' boxes rest on two two-axle bogies . The frame and car bodies are made of 10 mm thick sheet metal riveted to struts . The sheet metal of the bogies is 30 mm thick, and they are connected to one another via a movably mounted rod. The axle bearings are of the Isothermos type. Each axis is driven by an M1 type pivot bearing motor; these motors were jointly developed from the Dick Kerr DK107 motor from CEF and Alsthom . The M1 weighs 4100 kg and has a continuous output of 395 hp . It does not run hot and is very robust; a total of 1297 copies or descendants were built.
The TCP drive switch used for the first time in the E 4100 series enables three switching operations: series (all four motors one behind the other), series-parallel (the two motors of one bogie behind each other) and parallel (one motor of one bogie with one of the second bogies one behind the other) . Strong blow magnets suppress the formation of arcs and enable the speed levels to be changed without interrupting the power supply. The compressors provide, inter alia, the compressed air for the lowering of the pantograph , the sliders are elastically mounted. The most important innovation was the regenerative brake perfected by Alsthom , which in the series-parallel switching arrangement enabled power to be fed back into the contact line .
Around 1977 the substations of the Béziers-Neussargues ("Ligne des Causses") were converted to silicon rectifiers . As a result, it was no longer possible to feed electricity back via regenerative braking, and the services on that route were taken over by the predecessor series BB 4100 (formerly E 4100) and BB 4600 (formerly E 4600 ). Between February 1975 and the end of 1979, 37 BB 4200 and 10 BB 4700 were converted into shunting locomotives and designated as the BB 4730 series. In exchange, the BB 4200 received the gearboxes from machines of the BB 4600 series, which in turn mutated into BB 4100 freight locomotives. The drag brake and the track lubrication device were removed, air brakes were installed. Instead of the heating cables, a 1500 V connection was installed for use as a double traction , which was detachable at the drainage mountain . For the operation of the auxiliary units, the machines received batteries in place of the generator of the resistance brake. The midi crank drive switch has been replaced by a classic one with a steering wheel; Train radio devices were installed and on the fronts tail lamps adds.
Whereabouts
In 1997 the last locomotives of the series were parked. In 2010 the BB 4736 (former BB 4202) existed in Tarascon-sur-Ariège and the BB 4732 (former BB 4216) in Séméac . The BB 4769 (former BB 4701) was retained for the Cité du Train .
Individual evidence
- ^ Georges Mathieu: Le matériel moteur de la SNCF . 1st edition. Éditions La Vie du Rail, Paris 1992, ISBN 2-902808-48-8 , p. 26th f .
- ↑ BB 900, BB 4200 & BB 4700 in: Ferrovissime No. 11., p. 33 ff.