SNCF CC 21000 - Second.wiki

CC 21000
The CC 21003 on a special trip in Paris-Saint-Lazare station (1978)
Numbering:	21001–21004
Number:	4
Manufacturer:	Alsthom , Electric Traction Equipment (MTE)
Year of construction (s):	1969–1974
Ausmusterung:	1995–1997 conversion to SNCF CC 6500
Axis formula :	C'C'
Gauge :	1435 mm (Normalspur)
Length over buffers:	20.190 mm
Height:	3690 mm [note 1]
Width:	2973 mm
Trunnion Distance:	11.990 mm
Bogie axle base:	3216 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 [note 2]
Hourly output :	5900 kW
Continuous output :	5520 kW
Starting tractive effort:	424 kN maximum
Driving wheel diameter:	1140 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 a series of electric locomotives operated by the French state railway SNCF . The four built machines were designed for both French power systems (1500 V direct voltage and 25 kV 50 Hz alternating current ) and were the most powerful locomotives of the SNCF when they were built with 5520 kW. From 1995 they were converted into the DC variant CC 6500 and assigned to this series (company numbers 6575 to 6578). In 2007, the last CC 6500 were scrapped, including locomotive 6575, which remained operational ( stationed in Nîmes and re-designated as number 21001).

Table of Contents

• 1 story
• 2 Technical description
• 3 comments
• 4 Lileratur
• 5 Weblinks
• 6 individual proofs

history

The locomotives were built on the basis of experience with the multi-system vehicles of the BB 25500 and CC 40100 series . With Alsthom, the SNCF developed these two-system locomotives for a top speed of 220 km / h and the power systems 1.5 kV direct voltage and 25 kV 50 Hz alternating current. Outwardly, the locomotives are similar to the CC 72000 diesel locomotive , from which they only differ in the roof section and the arrangement of the fan sections in the side walls. Elements of the electrical equipment of both series are also the same. The design known as " Nez cassés " was by Paul Arzens designed.

With the CC 21000, the previously very common multiple traction of trains was replaced by four-axle locomotives. In 1969, two test locomotives were put into service, which were given the road numbers 21001 and 21002. At the same time, the CC 6500 corresponding to the CC 21000 were only built for 1.5 kV direct voltage. It was also planned to develop a sister series for 25 kV 50 Hz alternating current, which was to bear the designation CC 14500; [1] Ultimately, 65 copies of the BB 15000 for alternating current were manufactured from 1971 as "Nez cassés" locomotives .

The SNCF had planned to build a total of five machines from the CC 21000 series. In fact, only two were made in 1974, so that the total number was four locomotives, all of which were stationed in Dijon . The optically reproduced locomotives differed from the first two in that they had differently shaped lateral fan grilles with vertical instead of horizontal slats. [2]

During the test phase, the 21001 reached a speed of 281 km / h. [3] The CC 21000 and the CC 6500 were responsible for well-known express trains such as Le Capitole , Le Drapeau , Puerta del Sol and Le Lyonnais . [1] The 21003 and 21004 specially hauled TEE trains between France and Switzerland , especially the Cisalpin . [3] But the 21001 and 21002 also came over the Frasne – Les Verrières line to the system change station in Pontarlierbecause the series could drive on the ramp known as “La Bosse” with a trailer load of up to 800 t. In 1995 the conversion of all CC 21000 into direct current locomotives began. [5]

Nummer	Installation	Number after modification	modification
CC 21001	17. June 1969	CC 6575	February 21, 1997
CC 21002	2nd July 1969	CC 6576	17. June 1996
CC 21003	30. June 1974	CC 6577	5th October 1995
CC 21004	July 29, 1974	CC 6578	October 16, 1996

The CC 21001, resurrected from the CC 6575, in the Musée du Chemin de Fer in Nîmes

Further with the commissioning of the TGV - high-speed trains was 6500 reduced the stock of CC gradually. The converted former CC 21000 were no longer uncommon for freight trains, and all locomotives were decommissioned by 2007. The 6575 was then rebuilt as CC 21001 and has been in the railway museum Musée du Chemin de Fer in Nîmes since 2009 . [3]

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 face 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. [6]

The locomotive frame is mainly made of welded hollow sections 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. The design of the CC 40100 was used for the bogiestaken over, namely 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 shift of ± 60 mm is possible. [6] The axle bearings are guided in Lemniskatenlenker , the transverse forces occurring when cornering are absorbed by silent blocks .

The drive of the locomotive is similar to the class CC 40100 . The drive motor and changeover gear between the two speed levels 220 km / h (today only 160 km / h is permitted 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. [6] 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 aCardan shaft . [1] The TTB 665 A1 traction motors are designed as tandem motors and work as a series motor for 1.5 kV. Both armatures have reversing poles and a compensation winding .

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 to feed one rectifier bridge for one drive motor each. 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 weakeningbegins in five stages. 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. [6] The traction motors are ventilated by self-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.

• 

  Interior view of the driver's cab I.

• 

  Manual transmission for speed change

• 

  Lever to turn the engine

• 

  Corridor Contact

Remarks

1. ↑ About the car body; 4305 mm above lowered pantographs.
2. ↑ In freight or passenger train service; as CC 6500 only a maximum of 160 km / h.

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

Weblinks

Commons : SNCF Class CC 21000 - collection of images, videos and audio files

• Statistics on the locomotives

Individual evidence

1. ↑ a b c Dieter Bätzold, Günther Fiebig E-Lok-Archiv , Transpress-Verlag, Berlin 1970, page 297
2. ↑ Georges Mathieu: The driving equipment of the SNCF . 1. Auflage. Editions La vie du rail, Paris 1984, ISBN 2-902808-48-8 , S.82ff.
3. ↑ 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 inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.@1@2Vorlage:Webachiv/IABot/www.cc6575.com
4. ↑ Queens of the "Bump" in: Ferrovissime Nr. 31, S. 20 ff.
5. ↑ Listing of the CC 21000 locomotives
6. ↑ a b c d Gottfried Köhler, two-system locomotive CC 21000 of the SNCF in Der Modelleisenbahner, year 06/1974, vehicle archive page 185