SNCF CC 6051
| SNCF CC 6051 SNCF CC 20001 |
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|---|---|
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| Numbering: | 6051 20001 |
| Number: | 1 |
| Manufacturer: | SLM , MFO |
| Year of construction (s): | 1950 |
| Retirement: | 1980 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,250 mm |
| Service mass: | 104 t |
| Top speed: | 100 km / h |
| Hourly output : | Alternating current: 4320 hp. Direct current: 430 hp |
| Power system : | 1500 V direct current up to 1953: 20 kV 50 Hz from 1953: 25 kV 50 Hz |
| Number of traction motors: | 6th |
The CC 6051 , later CC 20001 , the SNCF is a French two-system electric locomotive , which was used both on the Aix-Les-Bains-Annecy-La Roche sur Foron section , which was electrified on a trial basis with 20 kV 50 Hz and later with 25 kV 50 Hz under 1500 V direct current could be used. It was the first French locomotive that was built for operation with single-phase alternating current and at the same time the first multi-system locomotive in the world, even if the output under direct current was to be viewed more as an auxiliary drive. In terms of the mechanical part, this locomotive is the forerunner of the SBB Ae 6/6 .
history
After the French observed the trial operation on the Höllentalbahn with great interest during the Second World War and initiated the continuation after the end of the war, the SNCF decided to electrify its own 78 km long line in Savoy with 20 kV 50 Hz. Six test locomotives and three railcars were ordered from various manufacturers for operation.
The locomotives had to meet the following technical loads:
- Use in front of freight and passenger trains on slopes up to 20 ‰
- Moving freight trains weighing 530 t at 60 km / h on the incline
- Operation with a contact line voltage of nominally 20 kV 50 Hz alternating current, which can vary in the range from 16 to 23 kV
- Operation with reduced power below 1500 V DC
The CC 6051 was built by SLM together with the MFO and delivered to the Chambéry depot on September 9, 1950 . On the following September 16, electrical operation was initially taken up on the Aix-Les-Bains-Annecy section, from May 10, 1951 to La Roche sur Foron. The locomotive ran under 1500 V direct current from Aix-Les-Bains to its home depot in Chambéry.
In 1952, the locomotive was used for test runs on the Höllentalbahn from February 22nd to March 23rd.
In 1951, the SNCF and the Deutsche Bundesbahn decided to increase the voltage of the 50 Hz systems from 20 kV to 25 kV. The French test track was adapted to the new voltage from May to December 1953. The transformer windings in the AC vehicles were adapted to the higher voltage during a one-month stay in the Oullins-machines depot in La Mulatière . By then the CC 6051 had already covered 460,000 km without major problems, so that in 1953 the SNCF ordered nine more locomotives of the CC 25000 series, which is very similar to the test locomotive . With the extension of the 25 kV 50 Hz electrification to Annemasse , all locomotives equipped for this system were relocated to the depot at the new end point. The CC 20001 achieved a total mileage of 850,000 km in 1956.
The locomotive proved itself, but was expensive to maintain and a bit fragile. The traction motors were sensitive and easily damaged during long, heavy starts or skidding. There were often breaks in the winding bandages, coil earth faults and round fires. The Arnó converter also required careful maintenance to supply the 3-phase electrical system. With the delivery of the class BB 25150 locomotives equipped with static rectifiers , the CC 20001 was pushed back into secondary services. In particular, it was not suitable for guiding trains on the electrically operated connection Bellegarde - Evian from 1972 , because it was too weak under direct current to cope with the 9 ‰ ramp in the Bellegarde - Longeray section and was therefore after the dissolution of the Annemasse depot relocated to Chambéry.
The CC 20001 was in use until April 1980 and had covered a total of 2,430,000 kilometers.
After the decommissioning, the locomotive was first stored in the Clermont-Ferrand depot and then in Montluçon, awaiting refurbishment for the exhibition in the Mulhouse Railway Museum. In 1999 the city of La Roche-sur-Foron offered to take over the reconditioning of the locomotive and then to erect it outdoors as a memorial in front of the station. It was intended to commemorate the railway engineer and later SNCF director Louis Armand , who was born near the city and who made a significant contribution to the breakthrough of electrification with the 25 kV 50 Hz system. It was therefore brought from Montluçon to the Sotteville depot near Rouen , where it was supposed to be ready for transport to La Roche. After standing there for two years in the open, the condition of the exterior and the electrical equipment in the locomotive deteriorated significantly. On the way to La Roche, the trip in Chambéry came to an end due to a strike and the planned celebration in Annecy was canceled. After La Roche was no longer interested in the locomotive, the SNCF handed it over to the Association pour la Préservation du Matériel Ferroviaire Savoyard (APMFS) in 2005 . Because there was no space in the Chambéry depot used by APMFS, the locomotive was first transferred to Ambérieu, then to Oullins for external refurbishment and has been on display since 2007 in a rollable condition. An operational reconditioning is planned.
technical features
Electrical part
In contrast to later 50 Hz locomotives, the CC 20001 has no rectified mixed current motors, but like many older 16⅔ Hz locomotives, collector series traction motors with compensation windings that are fed directly with alternating current of the contact line frequency. There are six 16-pole motors with the type designation 16 WB 880, each of which weighs almost 3 tons. The motors are so big that they protrude into the locomotive body. Those of the two outer axles of each bogie are built at an angle of about 45 ° to the center of the bogie above the axles, the motor of the middle axle is installed directly above this. Two motors are always connected in series and connected together to a common reversing switch . The traction motors of each bogie are cooled by two radial fans that are driven by a common three-phase asynchronous motor. The three-phase network is generated by an Arnó converter.
Below 25 kV 50 Hz, the current flows from the catenary via one of the two pantographs and the main oil switch located in the roof to the oil-cooled main transformer with eight secondary taps. From these, the traction motors are supplied with an adjustable terminal voltage between 0 and 435 V via two groups of electro-pneumatic contactors. In direct current operation, the contact line voltage reaches a rotating group of converters via the high-speed switch installed in the machine room , which supplies the secondary winding of the transformer with 300 to 500 V alternating current. The terminal voltage of the traction motors is regulated in the same way as in AC operation.
The system is selected using a specially designed high-voltage converter and a relay circuit that controls the associated electro-pneumatic system selector switch on the roof and in the machine room. A regenerative brake was available in alternating current operation, which had a good power factor in the range of 50 to 90 km / h, could be switched on at any speed and remained effective until it came to a standstill. In braking mode, traction motors 5 and 6 worked as excitation machines for traction motors 1 to 4. When a traction motor was disconnected, the electric brake was no longer available.
Mechanical part
Mechanically, the locomotive is the forerunner of the Ae 6/6 of the SBB. The locomotive body, 17.25 m long over the side buffers, rests on two three-axle bogies. It has six openings on both sides, four of which are ventilation grilles and two are windows. The bogies have coil springs as primary suspension and leaf springs as secondary suspension. The engine room has two side aisles, one of which is continuous and the other ends after the transformer in front of the apparatus chamber with defaur DC equipment. The transformer is located in the middle of the locomotive, next to it the rotating converter for direct current operation. The floor of the car body is raised above the traction motors and the other devices are arranged on it.
literature
- C. Bodmer: Full track operation with single-phase alternating current of 50 periods . In: Schweizerische Bauzeitung . tape 69 , no. 6 , 1951, doi : 10.5169 / seals-58803 (talk).
Web links
- La CC 20 001 ex CC 6051 et les CC 25000 de la SNCF. APMFS, 2001, accessed May 15, 2016 (French).
Individual evidence
- ↑ Annecy: les 50 ans du traité de rome (25 March 1957). APMFS, March 2007, accessed May 16, 2016 (French).