SNCF CC 40100

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SNCF CC 40100
SNCF CC 40110
SNCF CC 40110
Numbering: 40101 to 40104
40105 to 40110
Number: 10
Manufacturer: Alsthom
Year of construction (s): 1964 (40101 to 40104)
1969 to 1970 (40105 to 40110)
Retirement: 1996
Axis formula : C'C '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 22,030 mm
Trunnion Distance: 14,340 mm
Bogie axle base: 2 × 1608 mm
Total wheelbase: 17,556 mm
Service mass: 109.6 t
Friction mass: 109.6 t
Top speed: 240 km / h (40101 to 40104)
220 km / h (40105 to 40110)
Continuous output : 3,670 kW (40101 to 40103)
4,480 kW (40104 to 40110)
Starting tractive effort: 210 kN
Driving wheel diameter: 1,100 mm
Power system : 25 kV 50 Hz ~
15 kV 16⅔ Hz ~
3 kV =
1.5 kV =
Number of traction motors: 2 × type TDQ 657 A1 (40101 to 40103)
2 × type TDQ 662 A1 (40104)
2 × type TDQ 662 B1 (40105 to 40110)
Brake: Multi-release brake type Oerlikon
handbrake

The CC 40100 is an express train electric locomotive series of the French State Railways (SNCF).

The electric locomotives are designed for the various power systems of several European railway networks and are therefore also referred to as multi-system locomotives .

technology

The heavy 6-axle locomotive with the C'C 'wheel arrangement and only one motor per bogie was developed by GEC Alsthom in France for cross - border long-distance traffic and is therefore designed for four different power systems. In addition to the alternating current network in northern France with an overhead line voltage of 25 kV 50 Hz, the German alternating voltage 15 kV 16⅔ Hz, the direct current networks of Italy, Belgium and Luxembourg with a voltage of 3 kV and the southern French and Dutch direct voltage of 1, 5 kV supported as power supply.

Current collector arrangement of the CC 40100
Position* 1 2 3 4th
tension 15 kV ~ 3 kV = 1.5 kV = 15 kV ~ 25 kV ~ 3 kV =
Railway company (s) SBB SNCB
CFL 		SNCF
NS 		DB
ÖBB 		SNCF
CFL 		FS
grinder Easy Double Easy Easy
Contact strip width 1320 mm 1950 mm 1950 mm 1450 mm
*: in order on the roof from driver's cab 1

The locomotives of the series CC 40100 are the only four-system locomotives of the SNCF and were built in two sub-series of four and six machines, with the first three units having a lower engine power . The CC 40100 largely corresponds to a series of six 18 series machines of the Belgian state railway SNCB , which is three years younger . These four-system electric locomotives were used in international fast passenger train traffic for years . In addition to this type of locomotive, there were only five other four-system locomotives of the class 184 developed in Germany (formerly the class E 410).

The frame of the locomotive consists of two external longitudinal beams made of folded profiles. It is welded to several cross members and the buffer beams for stiffening . Box-shaped stiffeners are also located under the central part, where additional auxiliary devices are arranged. On the bogies, which are made of welded box section frames with two central cross members, the frame was suspended via cardanic pendulum supports with a lateral mobility of ± 60 mm. The central girders in the bogie carry the traction motor and the change gear, which enables a gear ratio of 29:40 or 35:38. This gearbox was designed in order to be able to achieve the required speed of 240 km / h with the relatively low indicated power of the locomotive. With a conventional drive, the locomotive would have required around 30% more power. This gearbox had already proven itself in many SNCF locomotives . The axle bearings in the bogie are guided by Alsthom links . The locomotive body is a fully load-bearing shell construction made of weakly alloyed sheet steel. What is striking about it is the large fan band in the upper half of the side wall. The lower part was made double-walled for structural reasons. For reasons of strength, the lower parts of the box are also beaded , which stylistically matches the INOX trolleys very well . A narrow roof structure at the side with air outlets is located above the engine room. The locomotives only have one engine room passage, it changes sides in the middle.

In the drive, the torque is transmitted from the gearbox to the center of the hollow shafts of the bogie axles, from the ends of which the wheels with a dancing ring are driven on both sides with rubber-mounted links. This means that the unevenness of the track can be compensated for. All the wheels of the locomotive may unilaterally by the mehrlösige brake type Oerlikon be braked. Each wheel has its own brake cylinder . The locomotive is scattered with sand using an electro-pneumatic method to sand all wheels depending on the direction of travel.

The locomotive's transformer is externally ventilated and cooled with SF 6 . It has its own gas circulation pump for this . It has three separate windings. Two are secondary windings with optionally connectable taps. A constant output voltage of 2,144 V can always be guaranteed. The heating voltage is 964 V for a 15 kV contact line and 1,607 V below 25 kV.

The basic circuit of the locomotive corresponds to that of a classic DC machine with starting resistors. The locomotive is controlled by a cam switch in 22 speed steps. Depending on the motor current, the shifting takes place in stages up to the preselected speed level. The traction motors are tandem motors with two rigidly coupled rotors on a hollow shaft in a shared housing. They are six-pole series motors with main and reversing poles . The auxiliary equipment is extensive thanks to the locomotive's four power systems. The auxiliaries required for alternating current are fed by an auxiliary transformer with an auxiliary rectifier . The gas circulation pump for transformer cooling is driven by an asynchronous motor, which consequently requires a converter for direct current to three-phase current .

design

In order to reduce the thermal load in the driver's cab, the engineers at Alsthom suggested tilting the windshield and thus creating a kind of canopy. The sun would then be less of a hindrance to the driver. The artistic advisor to the SNCF was the designer Paul Arzens . When drafting the concept for the front sections, he had the silhouette of a short-distance runner in mind, dashing away with his body bent forward and legs bent. In the side view, the zigzag-like frontal front, the so-called Nez cassé (broken nose), emerged. Due to their stylish appearance, their imposing appearance due to the enormous length and the operational region, the locomotives are also known as the "queens" of the north . The locomotive is designed to match the INOX-TEE wagons .

business

CC 40103 pulls the TEE “L'Oiseau Bleu” 1979

The range of services required the transport of express trains at the normal speeds on the main roads. The locomotives carried express trains with a mass of 900 t horizontally at 160 km / h, with either a lower or a higher speed level. Trains with a weight of 200 t could be driven horizontally at a speed of 240 km / h. With TEE trains weighing 500 t, the locomotives reached a speed of 130 km / h on a gradient of 10 ‰ and 113 km / h on 15 ‰.

The express train electric locomotives of the series CC 40100 were stationed as their home depot in the Dépôt Paris La Chapelle during their service life. Since 1964, they were mainly used in front of the international express trains on the Paris – Brussels route, such as the Étoile du Nord , but also reached Liège and Namur in Belgium. Although the CC 40100 was a four-current locomotive , it was only used as planned with the two power systems 25 kV / 50 Hz and 3 kV direct current. With the start of Thalys traffic in 1996, their scheduled use of long-distance trains ended.

A locomotive, the CC 40101 , was at the International Transport Exhibition in Munich in 1965 . In addition, some measurement runs were made with this locomotive; During a trip between St. Quentin and Paris in 1965 , the locomotive led a train with a mass of 253 t at an average acceleration of 0.242 m / s 2 from a standstill to a speed of 200 km / h. A maximum power of 6,400 kW at 180 km / h was determined.

Whereabouts

Locomotives 40101, 40109 and 40110 have been preserved and are owned by the SNCF.

gallery

  • View from the driver's cab of the CC 40110

  • View of the bogie of the CC 40110

literature

  • Claude Soulié, Michel van Ussel: Les locomotives polytension. Les BB 30000 et CC 40100 de la SNCF, et les 18 de la SNCB . Le Train spécial 10 (2/1997), 1997, ISSN  1267-5008 .
  • Dieter Bätzold, Günther Fiebig E-Locomotive Archive , Transpress-Verlag, Berlin 1970

Movie

  • One machine for 4 courants ( les CC quadricourants CC 40100 ). Color film by director André Périé from 1967.

See also

Web links

Commons : SNCF CC 40100  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f Dieter Bätzold, Günther Fiebig E-Lok-Archiv , Transpress-Verlag, Berlin 1970, page 294
  2. ↑ Vieveen, Heleen and Henk Sijsling (1989). Treindesign. De ontwikkeling van spoorwegmaterieel in Nederland. Leiden: AHA Books, p. 103.
  3. ↑ Explanation of the Mulhouse Railway Museum
  4. ^ Wagner, Georg: The SNCF today . Franckh-Kosmos, Stuttgart 1991, ISBN 3-440-06149-3 .