SNCF Class BB 26000
The BB 26000 series is a multi-purpose electric locomotive of the Société nationale des chemins de fer français ( SNCF), German French state railway. It was between 1988 and 1998 by Alstom - built in Belfort - still operating at the time as Alsthom.
History
Since the 1970s, the SNCF electric locomotives had procured with thyristors controlled by phase control. This was the series BB 7200 as a pure Gleichstromlok, BB 15000 as pure Wechselstromlok and the BB 22200 as a system locomotive. For the purpose of simpler maintenance and more flexible use, however, was still pending during the planning and production of these two series, to procure future electric locomotives only in dual-system execution. Accordingly, from 1976 made BB 22200 has been designed as a system locomotive.
In the first half of the 1980s, SNCF made the decision that the converter- 22200 to the following Elloktypen AC motors should receive. Notwithstanding the example of the West German Locomotive farmers who have developed the 120 series about the same period, one set in France but first on synchronous motors instead of induction motors.
The first locomotive of this new series, which was referred to as BB 26000, was introduced on 1 April 1988. Until 1998 234 units were produced.
The BB 26000 is well known under the name of art SYBIC; this was formed from synchronous to synchronous motors and bicourant for the two- system capability.
Construction
The SYBIC is made primarily of steel and because of their edgy designs has a very unique appearance. Particularly noteworthy in view of their construction is the fact that, as already some former French electric locomotives, called Monomoteur bogies has, in each of which only a great driving motor via a connected gear unit drives all axes of each bogie. The tensile force transmission between carbody and bogies via low-lying train and push rods, while the primary suspension is based on coil springs and the secondary suspension on rubber steel blocks. The power is transmitted to the driving motor or from the distributor gear on the wheel sets via hollow shaft rubber ring pen drives.
In the electrical part based traction converters come in SYBIC on GTO thyristors for use, which are liquid-cooled. These work with a DC voltage of 1.5 kV DC and can be powered directly from the catenary during operation in the French DC power readily. In AC power them, the main transformer is connected in series.
On the roof, two different current collectors are mounted, one for direct current ( with four grinding edges) and AC (with two contact strips ).
To operate the drivers are a simple manual train and brake force control, the so-called " dispositif de vitesse imposée " ( speed control similar to the German AFB, but without coupling with the pneumatic brake) and as an aid for operation in the 1.5 - kV network power limiting to limit the power consumption available. Controls for direct and indirect brakes are also available. The SYBIC has on-board equipment for train control systems RS or "Crocodile " and KVB.
Use
It was originally planned to procure 264 locomotives of this series, of which the last 30 in addition the necessary technical equipment for operation in Italy should have been getting. But was refrained from this project and the procurement of locomotives suitable for Italy, which should stringing freight trains focus, be deferred until the successor Series BB 36000. Thus ultimately SYBICs 234 were built. With the breakdown of the SNCF in different business areas and the plant ingredients of this series was divided. The biggest single share of 139 locomotives received while the freight division of SNCF Fret. 61 went to the remote transport division VFE, 20, to the responsible national transport CIC and 14 at the regional transport division TER.