SNCF CC 21000
| CC 21000 | |
|---|---|
 The CC 21003 in St Lazare station
|
|
| Numbering: | 21001-21004 |
| Number: | 4th |
| Manufacturer: | Alstom MTE |
| Year of construction (s): | 1969-1974 |
| Retirement: | 1995–1997 conversion to SNCF CC 6500 |
| Axis formula : | C'C ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,190 mm |
| Height: | 3,690 mm |
| Width: | 2,973 mm |
| Trunnion Distance: | 11,990 mm |
| Bogie axle base: | 3,216 mm |
| Fixed wheelbase: | 1608 mm |
| Total wheelbase: | 15,206 mm |
| Service mass: | 123.8 t (21001 + 02) 127.8 t (21003 + 04) |
| Friction mass: | 123.8 t (21001 + 02) 127.8 t (21003 + 04) |
| Top speed: | 100/220 km / h |
| Hourly output : | 5,900 kW |
| Continuous output : | 5,520 kW |
| Starting tractive effort: | 424 kN maximum |
| Driving wheel diameter: | 1,140 mm |
| Power system : | 1500 V DC, 25 kV AC 50 Hz |
| Power transmission: | Pantograph |
| Number of traction motors: | 2 |
| Translation levels: | 2 |
| Train heating: | 1500 V (= + 50 Hz) |
| Coupling type: | UIC |
The CC 21000 was the name of an electric locomotive series of the French state railways SNCF . The four locomotives were originally built for both French power systems (1500 volts direct current and 25 kV alternating current 50 Hz) and were the most powerful locomotives of the SNCF when they were built with 5,520 kW . From 1995 onwards they were converted to the DC variant CC 6500 (No. CC 6575–6578). In 2007 the last CC 6500 were scrapped, including the number 6575, which has been preserved as a drivable vehicle (stationed in Nîmes and again referred to as number 21001).
history
The locomotives were built on the basis of experience with the multi-system vehicles of the BB 25500 and CC 40100 series . The SNCF and Alstom developed this two-system locomotive for a top speed of 220 km / h and the power systems 1.5 kV direct current and 25 kV 50 Hz alternating current . From the outside, the locomotives are very similar to the CC 72000 diesel locomotive , from which it only differs in the roof section and the arrangement of the fan sections in the side walls. Elements of the electrical equipment of both locomotives also match.
With the locomotive, the previously very widespread multiple control of trains was replaced by four-axle locomotives. In 1969, two test locomotives were put into service, which were given the designation CC 21001 and CC 21002 . At the same time, the corresponding CC 6500 for 1.5 kV direct current were built with the locomotives , it was also planned to develop a corresponding locomotive for alternating current 25 kV 50 Hz, it was to bear the designation CC 14500 , ultimately from 1971 as Nez cassé locomotive 65 copies of the BB 15000 made for alternating current. The SNCF had planned to manufacture a total of five locomotives of the CC 21000 series , ultimately only two locomotives were manufactured in 1974, so that the total number was four locomotives. During the test phase, the CC 21001 locomotive reached a speed of 281 km / h. The locomotives and the CC 6500 were responsible for well-known express trains such as Capitole , Drapeau , Puerta del Sol and Lyonnais . The CC 21003 and CC 21004 were specifically responsible for the TEE between France and Switzerland , and here especially for the covering of the Cisalpin . 1995 began the conversion of all CC 21000 into direct current locomotives.
| number | Installation | Number after modification | modification |
|---|---|---|---|
| CC 21001 | 17th June 1969 | CC 6575 | February 21, 1997 |
| CC 21002 | 2nd July 1969 | CC 6576 | June 17, 1996 |
| CC 21003 | June 30, 1974 | CC 6577 | 5th October 1995 |
| CC 21004 | July 29, 1974 | CC 6578 | October 16, 1996 |
With the commissioning of further TGVs , the number of locomotives was gradually reduced. The converted CC6500 were no longer uncommon for freight trains. By 2007, all locomotives were then decommissioned. The CC 6575 was then rebuilt as CC 21001 and has been in a railway museum in Nîmes since 2009 .
technical description
The locomotive belongs to the “ Nez cassés ” family, the distinctive box shape comes from Paul Arzens . With this shape of the angled windshield, the visibility for the driver was improved and the risk of dazzling was eliminated. Compared to the CC 40100 , the rounded front is particularly noticeable, and the CC 21000 lacks the corrugated side walls and the distinctive headlight. Plastic laminate sheets were used to cover the end walls.
The locomotive frame is mainly made of welded hollow profiles made of stainless steel . It consists of the two longitudinal and several cross members. The locomotive body is made in a self-supporting construction using welding technology. The side walls are also made of stainless steel and are welded to the box frame. The roof segments consist of five elements and are easy to dismantle for dismantling the machine system. In principle, the version of the CC 40100 was adopted for the bogies , namely the single-engine, three-axle design. Each bogie carries the locomotive body via four rubber bearings, which at the same time take over the turning movement when cornering. Tension bars create the connection between the bogies and the locomotive body. The possibility of movement of the bogies is restricted by adjustable supports, a transverse displacement of +/- 60 mm is possible. The axle bearings are guided in lemniscate links , the lateral forces that occur when cornering are absorbed by silentblocs .
The drive of the locomotive is similar to the class CC 40100 . Traction motor and gearbox between the two speed levels 220 km / h (today only 160 km / h allowed for the 6575) and the position for freight trains for a maximum speed of 100 km / h are also housed in the bogie. It was possible to switch between the two speed levels when the locomotive was at a standstill. There is also an intermediate gear between the motor and the changeover gear. Since the traction motors were designed as tandem motors , the hollow shaft drive is also designed with two hollow shafts and a one-sided dancing ring . There is a connection between the two hollow shafts via a cardan shaft . The drive motors of the type TTB 665 A1 are designed as tandem motors and work as a series motor for 1.5 kV. Both armatures have reversing poles and compensation windings .
In the electrical equipment of the locomotive, many elements of semiconductor technology were used for control. The main transformer is oil-cooled and externally ventilated. It has two secondary windings for feeding one rectifier bridge each for one traction motor. Thyristor controllers of 400 A and 1.6 kV belong to each bridge branch. When operated under catenary with direct current , the locomotive works like a conventional direct current machine . When operating under alternating current , the rectifiers receive current from the transformer, from there the motor voltage is uniformly regulated from 0 to the maximum value. The field weakening sets in five levels. If the locomotive spun when switched on, the two armatures of the relevant tandem motor would be connected in parallel . When heavy trains start up, all four anchors are connected in series . This keeps power consumption within limits. The traction motors are ventilated by their own ventilation. The two fans are attached to the outer ends of the armature shaft; at a speed of 200 km / h they have an air throughput of 2.4 m 3 / h. The locomotive also has six fans to cool the main transformer and the smoothing chokes. The air flows in through the inlet openings in the side walls and escapes through the roof. The drive rectifiers are also cooled. The electric brake can be operated in seven stages. The braking levels can be achieved by changing the excitation. This is achieved with a static converter that simultaneously charges the vehicle's battery.
photos
Interior view of the driver's cab I.
Manual transmission for speed change
Lever to turn the engine
Corroded contact
Individual evidence
- ↑ As the CC 6500 only 160 km / h
- ↑ a b c Dieter Bätzold, Günther Fiebig E-Lok-Archiv , Transpress-Verlag, Berlin 1970, page 297
- ↑ a b c Internet site about the locomotives of the CC 21000 series ( Memento of the original from March 10, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Listing of the CC 21000 locomotives
- ↑ a b c d Gottfried Köhler, two-system locomotive CC 21000 of the SNCF in Der Modelleisenbahner, year 06/1974, vehicle archive page 185
literature
- Dieter Bätzold, Günther Fiebig E-Locomotive Archive , Transpress-Verlag, Berlin 1970
- Gottfried Köhler, two-system locomotive CC 21000 of the SNCF in Der Modelleisenbahner year 06/1974, vehicle archive page 1985
