39 teeth gear on GVwhich gives a ratio of 1,314 for 220 km/h / 137 mph max speed.Ī neutral position (PM) exists and is used is some cases mentioned in the instruction manual.Ī large lever wrench is used to rotate motor rotor to position gears.
23 teeth gear on PV which gives a ratio of 2.864 for 100 km/h / 62 mph max speed The same crank is used to act on the reducer changing ration system to bring it on wanted position PV (low speed) or GV (high speed): Index on V (Locked) is taken to D (Unlocked). Reducers shift is done in the inside corridor by opening a door giving access to their control. Shift is done manually while locomotive is stopped with brakes on and main circuit breaker open. Two pictograms are red, other four are yellow (See panel picture below).Įach bogie includes a 2 ratios reducer. Their operation is controlled by 6 luminescent pictograms (PH) which must turn off soon after locomotive starts. Oil pumps PH2, PH4 et PH6 correspond to bogie 2. Oil pumps PH1, PH3 et PH5 correspond to bogie 1. Pumps take the oil in the bogie side frame and direct it to parts needing lubrication via a piping system. Lubrication of this transmission requires 6 oil pumps driven by intermediate gears. Transmission of motor effort to the axles is made through 14 gears allowing use of the locomotive at two different maximum speed thanks to the two different ratios of the reducer. It is freshly painted which allows observing all suspension elements. In addition two anti-yaw dampers link the bogie with the body.īelow is a picture of a CC 6500 bogie. Vertical dampening of the suspension is made by 6 friction shock absorbers mounted between axles bearings boxes and bogie frame.īody rests on bogie frame via 4 « sandwich » rubber blocks.These blocks meets the 3 functions of a pendular suspension : Movements of this suspension are dampened by shock absorbers. Primary suspension between axles and bogie is made by coil springs resting upon bracketson each side of axles bearings boxes. Reducer transmits the effort to axles via a cardan transmission.Įach bogie is linked to the body by two traction bars. Transversally mounted motor drives a gear system which transmits the effort to the reducer via a Citroën flexible coupling. Each bogie is equipped with a TTB665 self-ventilated motor with double armature.īogie consists in a tubular frame in thick steel sheet with crossbars, which carries motor and transmission casing. As a consequence, the CC6500 have received three axles single motor bogies (C type) derived from those of the 4 currents CC40100 in service on Northern lines. Glasses are 23 mm thick and equipped with washers.Įxcellent results obtained on class CC40100 locomotives in terms of stability at high speeds since 1964, have encourage CC6500 designers to go further ahead in this direction.
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Their depth is reduced which did not allow fitting a more comfortable fix and adjustable seat like on more recent BB7236 and following for instance.įront windows are inclined to reduce glare. Both ends are equipped with shield to protect the staff in the event of a collision.īoth driving cabs are soundproof and equipped with functional control panel and heating systems. Body is made of two trusses linked by cross bars at the bottom and roof beams on top. In order to standardize and simplify studies, CC6500 body is very similar to class CC72000 diesel locomotives, showing a power of 2650 kW and put into service from 1968. They were joined in 1995/96 by 4 CC21000 transformed into CC6500, becoming CC6575 to 6578. The 74 CC 6500 locomotives were put into service between 19, and are divided in three sub-series. In 1999, when all locomotives were redistributed by activities, all CC6500 were transferred to freight activity, in which they gave excellent service thanks to their power and their lower gear ratio for lower speeds. They mark the culmination of classic electromechanical technology applied to high speed electric locomotives.ĭue to their imposing look (more than 20 m / 66 ft long), their duties on most prestigious French trains (Capitole, Aquitaine, Mistral, ….), their technical characteristics (200 km/h / 125 mph maximum speed, 8000 BHP, 115 to 118 metric tons…), these locomotives have carried French National Railway image before TGV high speed train took over this role.
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Symbol of elegance, thanks to talented designer Paul Arzens, speed and power, CC6500 series locomotives have been put in service from the late sixties. Main characteristics of CC 6500 electric locomotives
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