SNCF CC 65500
| SNCF 060 DA SNCF CC 64000 SNCF CC 65500 |
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|---|---|
 CC 65512 of the track construction company Travaux du Sud-Ouest (TSO), 2010
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| Numbering: | up to 1962: 060 DA 1–35 up to 1965: CC 64001–640035 from 1965: CC 65501–65535 |
| Number: | 35 |
| Manufacturer: | mech. Compagnie des Ateliers et Forges de la Loire , Alstom el. Compagnie Electro-Mecanique (CEM) |
| Year of construction (s): | 1955-1959 |
| Retirement: | -2006 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,420 mm |
| Height: | 4,250 mm |
| Trunnion Distance: | 9,500 mm |
| Bogie axle base: | 4,688 mm |
| Total wheelbase: | 14,188 mm |
| Service mass: | 120 t |
| Friction mass: | 120 t |
| Wheel set mass : | 20 t |
| Top speed: | 80 km / h |
| Installed capacity: | 1,472 kW (2,000 hp) |
| Starting tractive effort: | 370 kN |
| Driving wheel diameter: | 1,200 mm |
| Motor type: | 1 × Sulzer 12 LDA 28 |
| Motor type: | 12 cylinder four-stroke diesel engine |
| Rated speed: | 710 / min |
| Power transmission: | diesel-electric |
| Tank capacity: | 3,780 l |
| Number of traction motors: | 6th |
| Train brake: | Jourdan Monneret type indirect air brake |
| Train control : | SNCF |
| Train heating: | no |
| Coupling type: | UIC screw coupling |
The diesel-electric locomotives of the series CC 65500 (formerly CC 64000 , in front of 060 DA ) were from 1955 and 1959 for the French state railway SNCF in 35 copies of the Compagnie des Ateliers et Forges de la Loire built. The locomotives were intended for heavy freight train service on the northern section of the Paris outer ring Grande ceinture . The locomotives were nicknamed "Dakota" or "Babazou" because of the noise made by the twelve-cylinder twin-shaft engine from Sulzer AG with a speed of 710 rpm. Because of their shape and paintwork, they were also called "Doryphore" (Colorado beetle). They were in use until 2006. Two locomotives of the series have been preserved.
history
In the 1950s, although all of the main lines of the SNCF were electrified or designed for it, there was a great need for modern diesel locomotives . After purchasing a number of small and medium-sized locomotives, the State Railroad ordered 20 diesel locomotives with an output of 2,000 hp as the first main-line locomotive. They were intended to replace the 151 TQ steam locomotives with the 1'E1 'wheel arrangement for heavy freight train service on the northern section of the Paris outer freight ring . Particular emphasis was placed on high starting and continuous tractive effort, while the maximum speed of 80 km / h appeared to be sufficient. The locomotives were intended for the transport of freight trains with a mass of 2,000 t on a gradient of 6 ‰. Therefore, they did not receive a train heater.
In 1955/56, 20 locomotives were initially manufactured by the specified plants, followed by 15 more in the years 1957 to 1959. They carried heavy freight trains between the large marshalling yards in the north of Paris. The starting tractive effort was 370 kN, similar to the DR series 131 that appeared 15 years later . The SNCF initially gave them the designation 060 DA , from 1961 CC 64000 . When it was foreseeable that the BB 63500 diesel locomotive would produce more than 500 locomotives, they were assigned the designation CC 65500 in 1965 , the CC 65000 series was already in use.
When the Paris freight ring was fully electrified in the late 1970s, their field of activity shifted. The locomotives were used in the Lorraine coal basin after a period of standstill . At the same time, the first withdrawals began in 1981. Five vehicles had been sold to railway construction companies, among them the CC 65507 . The locomotives were used in the Miramas and Vénissieux depots . Of these locomotives, which were used especially for heavy construction train service when building high-speed lines for the TGV , none are left. For the other locomotives it was over by 2006 at the latest. Two locomotives, the CC 65506 at the Center de la Mine et du Chemin de Fer (CMCF) in Oignies and the CC 65512 at the Association pour la Préservation du Patrimoine et des Métiers Ferroviaires (APPMF) in Gièvres have been preserved and thus preserved for posterity .
technical description
Great emphasis was placed on a robust construction in the frame construction. It is a welded construction made of sturdy profiles and sheet metal and consists of two double T-beams running between the drawbars , the drawbars and buffer beams, the two supports for the pivot pins and central cross members. Eleven brackets are welded onto each side of the frame, holding lighter longitudinal beams at their ends that support the side walls of the locomotive body. The box structure itself consists of five different assemblies; the side walls, the two end cabs and the roof with several large, removable parts for dismantling and assembling the machine system.
The bogies are strong welded constructions. In the middle of the bogie are the middle wheelset and just in front of it the middle drive motor. A special bridge-like intermediate beam had to be provided for the pivot bearing, which is supported on the two inner cross beams of the bogie. The cushioning between the wheel bearing and the bogie is made with leaf springs that are connected to each other with compensating levers. The suspension of the bogies from the locomotive frame was done at the outer ends of the leaf springs via coil springs. The locomotive was fitted with a Jourdan Monneret type air brake with a GP switch. There were two 14- inch brake cylinders per bogie with adjustable linkages, they acted on all wheels on both sides. The handbrake acted on the bogie under the driver's cab in question.
The twelve-cylinder twin-shaft engine 12 LDA 28 from Sulzer AG was used for the first time in these locomotives . The basis for the robustness of the locomotive was the low-speed version with a speed of 710 / min. The successful running of the engine was ascertained in a UIC 100-hour test on the test bench prior to installation. This test consisted of 80 hours of continuous running at full load , 0.75 hours at overload, 0.25 hours at overspeed, 10 hours at partial load at different speeds and 9 hours at alternating loads. Only two stops of no more than 20 minutes were allowed. No stop was made during the 80-hour run, the engine was only shut down for an hour between the overspeed and partial load range in order to readjust the governor and check the oil levels. The engine proved itself in over 200 diesel locomotives in Europe over the next few years.
The crankcase was welded together from cast parts and sheet metal. The supercharged engine works with two crankshafts . The power was transferred to a common output shaft via a gear ratio of 1; 1.44, so that the flange-mounted generator was driven at a speed of 1,020 rpm. The generator delivered an output of 1,300 kW (900 V, 1,450 A). Two of the traction motors, which were designed in a pawl bearing design , were connected in series , the three motor groups in parallel . The wheels were driven by spur gears with a ratio of 91:14.
The auxiliary generator was integrated in the motor generator. It supplied the electric drives with a direct voltage of 175 V. The electrically operated auxiliary equipment mainly included the pumps for fuel, lubricating oil and cooling water as well as the two fans for the external ventilation of three electric traction motors each. The locomotive was controlled electrically. As a special anti-skid protection, the engine driver was able to brake the wheels in question a little by reducing the brake air pressure in the first stage. The second stage was an automatic anti-skid device with a reduction in the drive motor voltage. The engine cooling water was recooled in the cooling system next to a driver's cab, and the exhaust gas turbocharger was integrated into its circuit . At the free end of the diesel engine, the cooling fan was mechanically driven via a magnetic coupling , V-belt and cardan shafts. The air compressor is driven directly from the free end of the main generator.
Web links
- Film recording with the CC 65506 2007 on youtube
- Film recording of a CC 65500 in front of a freight train
- Website about the history, use and technology of the CC 64000 (English)
- Website brief outline of the CC 64000 series (French)
- Website about the CC 65507 during a construction site assignment (French)
literature
- Wolfgang Glatte, Lothar Reinhardt: Diesel Locomotive Archive , Transpress-Verlag, Berlin 1970
- Georges Mathieu: Le matériel moteur de la SNCF . 1st edition. Éditions La Vie du Rail, Paris 1992, ISBN 2-902808-48-8 .
Individual evidence
- ↑ les CC65500 dites 'Babazou' at babazou.fr, accessed on December 17, 2017
- ↑ a b c Internet page about the history of the CC 64000
- ↑ a b c d e f g Wolfgang Glatte, Lothar Reinhardt: Diesellok-Archiv , Transpress-Verlag, Berlin 1970
- ↑ Internet page about the technology of the CC 64000
- ↑ a b website about the CC 65507 used in a construction company
- ↑ Photo of the production of the locomotives in the shell
