Diesel loco

The Diesel loco differ appreciably by the method according to which the power deployed by the Diesel engine is transmitted to the wheels.

Direct transmission

The diesel engine directly actuates to it (S) axle (X) driving (S).

Only the prototype Sulzer (symbol 2C2) of 1910-1912 was built thus. the engine in Vé was laid out transversely in the case and attacked directly the Essieu driving exchange, the 2 others being coupled by Bielle S. the starting of the train was carried out while making function the diesel out of pneumatic engine. When the speed starting was reached operation passed in diesel mode, a compressing being then used to reinflate the reserve of air necessary to next starting.

Diesel-tire

The diesel engine involves a compressing . The compressed air is used in a piston pneumatic engine.

A prototype was constructed in Germany at the end of the years 1920. The frame was built like that of an engine with vapor with two external drive rolls and a transmission by Bielle S. The very bad Rendement of the process involved its abandonment (compression and relaxation not Isotherme S of the air).

Diesel-mechanics

The simplest case is that where the power is transmitted by a gear box to pinions, as on the majority of the cars. One then speaks about locomotive diesel-mechanics .

Beyond from approximately 400 with 500 ch, the efforts as well as the energy dissipated in the clutch during startings, do not allow generally any more the realization of a gear box without risk of rupture. For the more demanding applications, other types of transmission were studied and applied.

Diesel-electric

Nowadays, the most current transmission is electric. One then speaks about diesel-electric locomotive .

The diesel engine involves an electric generating whose current is used to feed from the electrical motors which animate the Roue S. To some extent, one can say that it is about a electric Locomotive in which one embarked the Powerplant.

Diesel-hydraulique

Transmission piézo-hydraulics

The diesel engine actuates an oil pump. Oil under pressure is used in hydraulic engines.

A prototype was constructed in Germany in between two wars. The process was not developed because of the bad Rendement of with the pressure losses in the oil ducts under pressure.

Hydrokinetic transmission

One meets also a transmission Hydraulique to transmit the power to the wheels. One speaks about torque converter (in torque English converter ) for equipment which contains two moving parts and a part fixes generally drowned in an oil bath inside a tight envelope.

The most interior part of the torque converter is called pump centrifuges , the most external part is called turbine   ; between them, one finds a fixed wheel of guidance (engine). These three parts comprise wings with the forms studied to control the movements of oil carefully.

A torque converter to which one removed the engine calls a hydraulic clutch .

The pump centrifuges is connected directly to the diesel engine and the turbine is connected to a hub which involves the wheels.

While turning, the diesel engine makes turn the pump centrifuges , involving oil towards outside under high pressure through the wings of the fixed wheel of guidance then of the turbine . That involves the rotation of the turbine , the hub and thus of the wheels. Oil returns then in the same circuit.

The torque converter makes it possible to obtain a couple on the turbine shaft higher than that given on the tree of the pump. It is thus used with the starting of the train. The output is average, variable from 75 to 85%.

The coupler is used in mode of cruising when the tractive effort became weaker. the output is higher than 95%.

The engines with hydraulic fluid power count at least two stages of transmission, the last being then a coupler.

During a certain number of years, the mechanical complexity of the “  engines diesel-hydrauliques  ” a great brittleness involved. What explains why construction “  diesel-électrique  ” was most current in the last years. Since then, the techniques having evolved/moved, the hydraulic fluid power is increasingly present on the Diesel locos of average power. (Series HLD77 of SNCB for example). On its side the SNCF tried out as from December 1963 two prototypes of hydraulic diesel of line, BB 69001 and 2.

History

Diesel traction developed in France only starting from the Années 1950, although the SNCF had, as of 1938, the two Diesel locos most powerful of world (262AD1 and BD1).

In 1952, the SNCF decided to modernize its driving machines on the lines of average traffic by replacing the vapor by the diesel. The criteria retained for the places of the experimentation were: to obtain a suitable output of the machines, and to centralize the periodic operations of maintenance in only one deposit. It is La Rochelle which was retained with the lines towards Bordeaux, Nantes, Poitiers and Angouleme. An invitation to tender was launched the April 28th 1954, and Alsthom was selected to manufacture the 20 prototype engines, numbered initially 060DB 1 to 20, then CC65001 with 65020.

In same time, a second experimentation started for the heavy trains on the Ligne of Large Belt of Paris. The engines were ordered as from August 1952 with the CAFL of St Chamond. They were numbered 060DA1 with 35, then DC 64001 to 35 and finally CC65501 with 35.

Diesel locos of line of the SNCF

Diesel locos of operation of the SNCF

  • 030 DA then C 61000 (48 machines)
  • 030 DTA then TC 61100 (12 driving trucks)
  • 030 dB then Y 50100
  • 030 cd.
  • 040 DA then A1A A1A 62000 (100 machines)
  • 040 dB
  • 040 cd.
  • 040 DD then BB 60030 (3 machines)
  • 040 OF then BB 63000 and BB 63500
  • 141 DA 1 then 1D1 60051 (1 prototype)
  • BB 60000 (delivery in progress)

See too

  • Locomotive S
  • Locomotive with electric vapor
  • Locomotive
  • Material engine of the SNCF

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