269.6 electric

This small series of four prototype units is attached outside to the big family of the 269.0/279/289, but it remotely completely by the electric part, which includes/understands for the first time electronic equipment of power said chopper .

Design

The case is identical to that of the machines of the series 269.2. The only difference is on the level of the roof, where the lantern was modified in order to accommodate resistances of the electric brake and them systême of ventilation. The corresponding air intakes were removed on the low part and were replaced by two groups of ventilation. The electronics component of power is supposed to increase the output of the machine while decreasing the expenses of maintenance, while decreasing the number of electropneumatic contacts. The pantographs are laid out " with the française" , i.e. symmetrical (as on the 269-504). Some complementary equipment, that one does not find on the other series of 269, takes seat in the case:

a resistance of load charged to limit the intensity of load of the condenser of the principal filter.
a filter of entry, necessary to avoid any interference with the circuits of indication and communication
a filter 50 Hz
a filter of overpotential protection on the contact system

The equipment of power is composed of two completely independent groups, including/understanding each one a two-phase chopper and a chopper single-phase current. The first two units are entirely built in Japan, the two others by CIF with Beasain. The 269-601 and 602 unloads with Barcelona in 1980 with traditional the delivered green one to yellow band. They will never carry it in service. Transferrées with Beasain for development, they receive same delivered the Mazinger as the 269-603 and 604.

Service

Once delivered, the 269-601 to 604 are assigned to the deposit of Madrid - Fuencarral. They ensure the trailer of various passenger trains, in particular the Corail Madrid - Saragossa. Later, with an aim of unification, they are transferred to Oviède where are concentrated the 251 using same technology chopper . One entrusts in particular the traction to them of the express train Corail Gijon - Barcelona and return, which is worth to them their first nickname of Coralinas .

Rebuildings and new experiments

About the middle of the years 1980, highly interested by what was realized in France, the Renfe registers in the plan of the rail-bound transports (PTF) a trial run at the speed of 200 km/h. for the passenger trains in order to test indication, the overhead line, the way, and infrastructures in general. At the time, the engines of the series 250.6 are still in the course of manufacture, and the only material available to carry out these tests is consisted by the railcar 443 and the four units of the series 269-600. These are the last which are retained for the tests. Dispatched with CIF of Beasain for modifications, they receive special bogies there single-engined aircrafts and monoréducteurs (wheels of 1170 mm and footing of 2500 mm against 1250 m and 2280 mm previously). The gear ratio is modified (1,457 against 2,91 Steam Generators and 4,68 statement previously). The sand pits are moved and re-installed directly on the case. The vacuum brake is removed and replaced by new a systême of combined braking. The machines are also equipped with systême ASFA 200 and receive a new decoration. The 269-601 is delivered the first in February 1988. The others follow to the rate of one per month. Only exception, the 269-604 receives a new case with the completely innovative design, which makes of it a rare bird within the Spanish park and its nickname of Gato Montes is worth to him. At once put at the test, the transformed machines show their capacities quickly. May 23rd, 1988, the 269-602 reached the speed of 215 km/h. on the line Madrid - Alicante. Once finished the trial run, the 269-600 will take again the traction of the passenger trains, mainly that of the Talgo Santander - Alicante.

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