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SNCF Class BB 36000
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SNCF Class BB 36000
The SNCF Class BB 36000 locomotives (named Astride) are a class of triple voltage 4 axle twin bogie electric locomotives built by GEC-Alsthom (later Alstom) between 1996 and 2001 for SNCF.
Sixty units were built, with thirty units later converted to subclasses 36200, and 36300 - locomotives with additional safety equipment for cross border trains between France and Italy. As of 2012 there are 30 units of the original 36000 class and 30 units of the 36300 subtype. Locomotives operating in Italy have been given the Italian designation FS Class E436.
The subgroup 36001-36030 operates mostly on French-Belgian freight corridors.[citation needed]
The first 30 locomotives of Class BB 36000 were built as a result of a modification of an order for 264 of the dual voltage SNCF Class BB 26000 (Sybic); instead only 234 Sybics were built, the last 30 of the order were instead built as a triple voltage design capable of also operating under 3 kV DC with a different electric motor type (AC induction) and newer power semiconductor device technology (GTO type); the multi-voltage specifications came from an expected increase in cross-border traffic, as encouraged by the European Union's specification of "freight corridors". The locomotives were designed to achieve the same traction performance when operated under 25 kV AC, and 3 and 1.5 kV DC; Other design features required or introduced were conformity with European electromagnetic interference standard EN 50121, increased energy efficiency (using regenerative braking), water cooled power electronics, and (partial) redundancy of components on failure, and improved maintainability.
The locomotives were given the name Astride, derived from Asynchrone Tri-system Drive Engine, the external design was by MDB design.
When powered by a 25 kV AC overhead supply, the primary winding of a 5.76 MW (7,720 hp) electrical transformer is connected to the 25 kV 50 Hz supply; with equivalent outputs on four secondary windings. Each secondary winding supplies 1450 V AC which is rectified, and the outputs connected in parallel to a smoothed 2.8 kV intermediate DC link supplying four parallel-connected inverters, each of which individually drives a traction motor.
When operating under a DC supply, the electrical circuit is configured with two separate intermediate 2.8 kV DC links, one per bogie; each DC bus powers two parallel-connected inverters, one for each traction motor. When powered from 1.5 kV DC, choppers are used to step up the voltage to 2.8 kV, under 3 kV supply the circuit is re-used with the connection of the DC-DC converter's inductors reconfigured.
The four electric traction motors are force-ventilated, 2070 V (phase difference) 600 A three-phase induction motors weighing 2.550 t (2.510 long tons; 2.811 short tons); the motors have integrated reduction gear and are bogie-mounted. Each of the traction motors has a separate inverter. Dynamic rheostatic electrical braking effort is dissipated through electronically switched resistances connected to the DC link. A maximum braking force of 130 kN (29,000 lbf) is achieved from 30 to 80 kilometres per hour (19 to 50 mph), above 80 km/h (50 mph) electric braking is limited to 2.96 MW (3,970 hp). When operating under 25 kV AC, the electrical circuit allows regenerative braking.
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SNCF Class BB 36000
The SNCF Class BB 36000 locomotives (named Astride) are a class of triple voltage 4 axle twin bogie electric locomotives built by GEC-Alsthom (later Alstom) between 1996 and 2001 for SNCF.
Sixty units were built, with thirty units later converted to subclasses 36200, and 36300 - locomotives with additional safety equipment for cross border trains between France and Italy. As of 2012 there are 30 units of the original 36000 class and 30 units of the 36300 subtype. Locomotives operating in Italy have been given the Italian designation FS Class E436.
The subgroup 36001-36030 operates mostly on French-Belgian freight corridors.[citation needed]
The first 30 locomotives of Class BB 36000 were built as a result of a modification of an order for 264 of the dual voltage SNCF Class BB 26000 (Sybic); instead only 234 Sybics were built, the last 30 of the order were instead built as a triple voltage design capable of also operating under 3 kV DC with a different electric motor type (AC induction) and newer power semiconductor device technology (GTO type); the multi-voltage specifications came from an expected increase in cross-border traffic, as encouraged by the European Union's specification of "freight corridors". The locomotives were designed to achieve the same traction performance when operated under 25 kV AC, and 3 and 1.5 kV DC; Other design features required or introduced were conformity with European electromagnetic interference standard EN 50121, increased energy efficiency (using regenerative braking), water cooled power electronics, and (partial) redundancy of components on failure, and improved maintainability.
The locomotives were given the name Astride, derived from Asynchrone Tri-system Drive Engine, the external design was by MDB design.
When powered by a 25 kV AC overhead supply, the primary winding of a 5.76 MW (7,720 hp) electrical transformer is connected to the 25 kV 50 Hz supply; with equivalent outputs on four secondary windings. Each secondary winding supplies 1450 V AC which is rectified, and the outputs connected in parallel to a smoothed 2.8 kV intermediate DC link supplying four parallel-connected inverters, each of which individually drives a traction motor.
When operating under a DC supply, the electrical circuit is configured with two separate intermediate 2.8 kV DC links, one per bogie; each DC bus powers two parallel-connected inverters, one for each traction motor. When powered from 1.5 kV DC, choppers are used to step up the voltage to 2.8 kV, under 3 kV supply the circuit is re-used with the connection of the DC-DC converter's inductors reconfigured.
The four electric traction motors are force-ventilated, 2070 V (phase difference) 600 A three-phase induction motors weighing 2.550 t (2.510 long tons; 2.811 short tons); the motors have integrated reduction gear and are bogie-mounted. Each of the traction motors has a separate inverter. Dynamic rheostatic electrical braking effort is dissipated through electronically switched resistances connected to the DC link. A maximum braking force of 130 kN (29,000 lbf) is achieved from 30 to 80 kilometres per hour (19 to 50 mph), above 80 km/h (50 mph) electric braking is limited to 2.96 MW (3,970 hp). When operating under 25 kV AC, the electrical circuit allows regenerative braking.
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