The tram is the type of urban (in rare cases of the suburban) of the passenger (in some cases of freight) of transport with the maximum permissible load on line up to 30,000 passengers per hour, in which the car (composition from the wagons) is driven by rails due to electrical energy.
Currently, the term easier tram (LRT) is also often used to modern trams. Trams arose at the end of the XIX century. After the heyday, the epoch of which fell for the period between world wars, the decline of trams began, but since the end of the XX century there is a significant increase in the tram popularity. The Voronezh tram was solemnly opened on May 16, 1926 - you can read about this event in detail in the Story section, the classic tram was closed on April 15, 2009. The average plan of the city involves restoring the tram movement on all the directions that existed until recently.
Tram device
Modern trams are very different from their design predecessors, however, the basic principles of the tram device, which generate its advantages over other types of transport, remained unchanged. The wagon electrochem is arranged approximately as follows: a current (pantograph, bougiel, or bar) - a traction engine control system - traction engines (TED) - rails.
A traction engine control system is designed to change the current flow passing through the TED - that is, to change the speed. A direct control system was used on old cars: a driver controller was in the cockpit - a round cabinet with a handle at the top. When turning the handle (there were several fixed positions), a certain proportion of current force was fed to the traction motor. In this case, the rest turned into heat. Now there are no such cars left. Since the 60s, the so-called Painting Contactor Contactor Control System (RCSU) began to be applied. The controller was divided into two blocks and became more complex. The possibility of parallel and consistent inclusion of traction engines appeared (as a result, the car develops different speeds), and intermediate rosight positions - thus, the process of overclocking has become much smaller. The possibility of clutching cars on the system of many units is when the management of all engines and electrical circuits of cars is carried out from one post of the machine. From the 1970s and to the present, the height of the control systems performed on the semiconductor element base are introduced throughout the world. The engine is fed with a frequency of several tens times per second current pulses. This allows you to achieve a very high smoothness of the stroke and high electricity savings. Modern trams equipped with a thyristor-pulsed control system (such as Voronezh KTM-5RM or former until 2003 in Voronezh Tatry-T6B5), additionally save up to 30% of electricity due to tees.
The principles of tram braking are similar to similar in railway transport. On the old trams of the brakes were pneumatic. The compressor produced compressed air, and with the help of a special system of devices, its energy pressed the brake pads to wheels - as well as on the railway. Now pneumothormosis is used only on the cars of the St. Petersburg Tram-Mechanical Plant (PTMZ). Since the 1960s, electrodynamic braking is mainly used on trams. Traction engines in braking produce a current, which on risostats (many successively connected resistors) turns into thermal energy. For braking at low speeds, when electric motors are inefficient (with a complete stop of the wagon), booming brakes acting on wheels are used.
Low-voltage chains (for lighting, alarm system and all this) are powered by electric transducers (or motor generators - of the one that is constantly buzzing on the tatra-t3 and KTM-5 cars) or from silent semiconductor transducers (CTM-8, Tatra-T6V5 , KTM-19 and so on).
Tram management
Approximately the control process looks like this: the driver raises a pantograph (arc) and turns on the car, gradually turning the controller knob (on the CTM cars), or presses the pedal (on the tatras), the circuit is automatically collected on the course, the traction engines come increasingly and larger current, And the car is accelerated. Upon reaching the required speed, the driver sets the controller knob to the zero position, turns off the current, and the car moves along the inertia. Moreover, unlike gell transport, it can move for quite a long time (it saves a huge amount of energy). To brake, the controller is installed on the braking position, the diagram is collected for braking, the tests are connected to the risostats, and the wagon begins to be braked. When the speed is reached about 3-5 km / h, mechanical brakes automatically turn on.
In key points of the tram network - as a rule, in the area of \u200b\u200bthe roof rings or development - there are dispatching points that control the operation of tram cars and comply with its pre-compiled schedule. For lateness and overtaking schedules Tram drivers are subjected to fines - this feature of the organization's organization significantly increases predictability for passengers. In cities with a developed tram network, where the tram is now the main carrier of passengers (Samara, Saratov, Yekaterinburg, Izhevsk and others) passengers tend to stop from work and to work, in advance of the arrival of the coming car. Behind the movement of trams in the entire system watches the central dispatcher. In the case of accidents on the lines, the dispatcher on the centralized communication system indicates the paths of the detachment, which is distinguished by the tram from its closest relative - the metro.
Travel and electric farm
In different cities, trams use different width of the gauge, most often - the same as ordinary railways, such as, for example, in Voronezh - 1524 mm. For a tram in different conditions, both ordinary railway-type rails can be used (only in lack of paving) and special tram (grooved), with a fruit and a sponge that can drown the rail in the pavement. In Russia, tram rails are made of softer steel so that the curves of a smaller radius can be made than on the railway.
To change the traditional - paddle-laying rail, more and more often apply a new, in which the rail is placed in a special rubber chute located in a monolithic concrete plate (in Russia such technology is called Czech). Despite the fact that such laying of the way costs more, laid so the rail path serves without repair much longer, the vibration and noise from the tram line completely extends, eliminates wandering currents; Moving the line laid on modern technology does not represent difficulties for motorists. The Lines of Czech technology exist now in Rostov-on-Don, Moscow, Samara, Kursk, Yekaterinburg, Ufa and other cities.
But even without the use of special technologies, the noise and vibrations from the tram line can be minimized due to the correct installation of the canvas and its timely service. The paths should be placed on the basis of rubble, on concrete spats, which must then be covered with rubble, after which the line asphalted or closes with concrete tiles (for noise absorption). The joints of the rails are welded, and the line itself is polished with the help of a relax-lifted car. Such cars were produced at the Voronezh Repair Tram Trolleybus Plant (UGTT) and are available not only in Voronezh, but also in other cities of the country. The noise from the line laid in this way does not exceed noise from the diesel engine of buses and trucks. The noise and vibrations from the car walking along the line laid on Czech technology, less noise produced by buses, by 10-15%.
In the early period of the development of trams, electrical networks have not yet had enough development, so almost every new tram service included its own central power plant. Now tram farms receive electricity from general-purpose electrical networks. Since the tram is powered by a constant current of a relatively low voltage, transmitting it over long distances is too expensive. Therefore, travelery substations are placed along the lines, which are obtained from the networks of high voltage, and convert it to a constant current suitable for feeding to the contact network. The rated voltage at the output of the traction substation - 600 volts, 550 V. is considered the rated voltage on the transmission of the rolling stock.
Motor high-blooded wagon x with an inspext trailer M on a revolution avenue. Such trams were two-axis, in contrast to the four-axle, used now in Voronezh.
CTM-5 tram car - four-axle high-hearted tram wagon of domestic production (VHF). Trams of this model launched into mass production in 1969. Since 1992, such trams have not been produced.
Modern four-axle high-hearted KTM-19 car (VHF). Such trams now make up the basis of the park in Moscow, they are actively purchased by other cities, including such cars there are in Rostov-on-Don, Stary Oskol, Krasnodar ...
Modern articulated low-blooded tram KTM-30 production of IVED. In the next five years, such trams should be the basis of a high-speed tram network created in Moscow.
Other features of the organization of tram traffic
The tram movement is distinguished by a large proportion ability of lines. Tram is the second transportation opportunities after the subway. So, the line of the traditional tram can take out passenger traffic at 15,000 passengers per hour, the high-speed tram line is capable of removing up to 30,000 passengers per hour, and the subway line is capable of removing - up to 50,000 passengers per hour. The bus and trolleybus are twice again by tram on the suspension - for them it is only 7,000 passengers per hour.
Tram, as well as all rail transport, has a greater intensity of the turnover of rolling stock (PS). That is, a smaller number of trams wagons than buses or trolleybuses to serve the same passenger traffic. The tram has the greatest among the facilities of ground urban transport by the efficiency of the use of urban area (the ratio of the number of passengers transported to the area occupied on the roadway). The tram can be used in coupling from several cars or in multi-meter articulated tram trains, which allows the mass of passengers to the forces of one driver. This further reduces the cost of such transportation.
It should also be noted a relatively long service life of the PS tram. The warranty period of the wagon to the capital and restoration repair is 20 years (unlike trolleybus or bus, where the service time without the CVW does not exceed 8 years), and after the KVD, the service life is extended as much. For example, in Samara there are tatra-t3 cars with a 40-year history. The cost of KVR Wagon tram is significantly lower than the purchase price of the new and is carried out, as a rule, by the TTU. This allows without any problems to acquire used cars abroad (at prices 3-4 times lower than the cost of the new car) and use them without problems of about 20 years on the lines. The purchase of used buses is associated with large trips to repair such equipment, and, as a rule, after purchase, such a bus cannot be used longer than 6-7 years. The factor of a significantly greater duration of the service and increased maintainability of the tram completely compensates for the high cost of acquiring a new PS. The presented value of the PS tram is almost 40% lower than for the bus.
Advantages tram
- Initial costs (when creating a tram system), though high, but nevertheless, they are lower than the costs needed for the construction of the subway, since there is no need to complete the lines (although the line can be held in the tunnels in the tunnels and the line , but there is no need to arrange them on the entire route). However, the construction of a terrestrial tram is usually associated with the reorganization of streets and intersections, which increases the price and leads to a deterioration in the road situation during construction.
- With passenger traffic, more than 5,000 pass. / Hour The tram operating is cheaper than the operating of the bus and trolley buses.
- Unlike buses, trams do not contaminate air combustion products and rubber dust from friction wheels on asphalt.
- Unlike trolleybuses, trams are more electrically safe and more economical.
- The tram line is covered in a natural way by depriving her road surface, which is important in conditions of low driver's culture. But even in conditions of high driver's culture and in the presence of a pavement, the tram line is noticeable better, which helps drivers to keep the highlighted band for public transport free.
- The trams fit well into the urban environment of different cities, including on Wednesday cities with a prevailing historical appearance. Different systems on the overpass, like Monorail and some types of lobes, from an architectural and town planning point of view, are well suited only for modern cities.
- The low flexibility of the tram network (provided its good condition) psychologically beneficial effects on real estate value. Real estate owners proceed from the fact that the presence of rails guarantees the presence of a tram message, as a result, the property will be provided with transport, which attracts a high price for it. According to the Bureau of Hass-Klau & Crampton, the cost of real estate in the area of \u200b\u200bthe tram lines increases by 5-15%.
- Trams provide greater vehicle ability than buses and trolley buses.
- Although the tram car is much more expensive than the bus and trolley buses, but trams are distinguished by a much larger service life. If the bus rarely serves longer than ten years, then the tram can be operated for 30-40 years, and subject to regular upgrades even at this age the tram will meet the requirements of comfort. So, in Belgium, along with modern low-profils, the trams of PCC, released in 1971-1974, are successfully operated. Many of them have recently been upgraded.
- The tram can combine high-speed and non-local sites within the same system, as well as to have the ability to lose emergency sites, in contrast to the metro.
- Tram wagons can be clutching into trains along the system of many units, which saves on wages.
- The tram, equipped with tees, saves up to 30% of electricity, and a tram system that allows to use recovery (return to the network when braking, when the electric motor operates as an electric generator) of electricity, additionally saves up to 20% of energy.
- According to statistics, the tram is the safest type of transport in the world.
- Although the tram line in the construction and cheaper subway, it is much more expensive than trolleybus and the more bus.
- The transport ability of trams is lower than that of the subway: 15,000 passengers per hour in the tram, and up to 30,000 passengers per hour in each direction at the easy metro.
- Tram rails are dangerous for careless cyclists and motorcyclists.
- Incorrectly parked car or road traffic accident can stop motion on a large portion of the tram line. In the event of a breakdown, its tram, as a rule, pushes into the depot or to the backup path, following it, the composition, which ultimately leads to a similarity from the line of two units of rolling stock at once. The tram network is distinguished by relatively low flexibility (however, it can be compensated by an extension of a network that makes a detour of obstacles). The bus network is very easy to change if necessary (for example, in the case of street repair). When using deobeus, the trolleybus network becomes very flexible. However, this deficiency is minimized when using the tram on a separate canvase.
- The tramway requires at least an inexpensive, but permanent service and is very sensitive to its absence. Restoration of the launched economy is very expensive.
- The laying of tram lines on the streets and roads requires a skillful placement of paths and complicates the organization of movement.
- The brake path tram is noticeably larger than the brake path of the car, which makes the tram a more dangerous member of the road on the combined canvase. However, according to statistics, the tram is the safest view of public transport in the world, while the route taxi is the most dangerous.
- The soil vibration caused by tram can create acoustic discomfort for the inhabitants of the surrounding buildings and lead to damage to their foundations. With regular maintenance of the path (grinding to eliminate wave-like wear) and rolling stock (wheelchair) vibrations can be strongly reduced, and when applying advanced technologies for laying paths are minimized.
- With a bad way in the path, the reverse traction current can go to the ground. "Wandering currents" reinforce corrosion of nearby underground metal structures (cable shells, sewage and water pipes, fittings for building foundations). However, with modern technology laying rails, they minimize.
Cuck on Serpukhov Square
So, launch your hand in the bag and what do we see there? Theme from Frank. rocky_g: I would like to know about the device of the Moscow tram. About the wagons, passenger and specials themselves, about the device depot, contact lines, their nutrition and like that)
Unfortunately, it is precisely here about the detailed device of the modern line and a moving park of the Moscow tram, it was possible to find very little information. I do not think that you are interested to read the description of modern tram cars. However, in addition, Polystay Blog http://mostramway.livejournal.com/And I'll tell you what:
On March 25, according to the old style of Brest, now the Belorussian station towards Butyrsky, now named Savorylovsky, went to the first passenger flight of the tram car, ordered in Germany at Siemens and Galsk.
The year of the emergence of public passenger transport in Moscow should be considered 1847, when the movement of ten-seater summer and winter crews on 4 radial lines and one diametrical was opened. From Red Square, it became possible to drive on the crews to the Smolensk market, the Pokrovsky (now electric vehicle) of the bridge. Rogozh and Cross Pulling. By the diametrical line it was possible to travel in the crews from the Kaluga gate through the city center to the Tver Wallow.
Crews, cruising in advance directions, Muscovites in the surprise began to be called rules. By this time, the city had already about 337 thousand inhabitants and had a need for public transport. The Society of Moscow Linek created in 1850 was already more qualified to solve the problem of serving passengers. 10-14 people were placed in the ruler, there were 4-5 benches. They were wider than ordinary recreeding crews, had a roof from rain, they were usually 3-4 horses.
The line of the kink was a single-mole, had a length of 4.5 km from Koleyuy 1524 mm, 9 connectors were located on the line. On the line, 10 two-storey cars with imperials were operated, where the steep screw-like staircases. The imperial did not have a canopy and passengers, located on the shops, were not protected from snow and rain. Coski wagons were purchased in England, where they were produced at the Starbek factory. A feature of this line of equestrian railway was the fact that its military builders were built as temporary.
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Vapor
At the same time, a line of a steam passenger tram from Petrovsko-Razumovsky through the Petrovskaya Academy Petrovskaya Petrovsky to the Smolensk Station was built in Moscow. Both lines were to stop existence immediately after the closure of the polytechnic exhibition, but I liked the new public transport to Muscovites: it was more convenient to go from the center to Smolensk railway station and cheaper in a horse tram car than an excrement. The first passenger line of the kink continued to be operated and after the closure of the polytechnic exhibition until 1874, and the line of the steam passenger tram retained its existence only on the site from the Smolensk railway station to the Petrovsky Park.
Moscow tram, 1900s. / Inv. No. KP 339.
Contrary to popular belief, the launch of the tram was not a simple electrification of the kink, which existed in Moscow since 1872. Until 1912, Konka existed in parallel tram. The fact is that the horse brought a significant part of the proceeds to the city treasury, and the then city authorities considered the tram as a competitor of their dairy cow. Only since 1910, the city began to redeem the end railways while maintaining the jobs of the conechnics. Cucherov was reappeared on the car trades, and the conductor, which there was no need to move, and remained conductor.
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The photo shows a car, on external signs is defined as a two-axis motor Baltic plant 1905. or two-axle motor MAN 1905-1906 GV
In 1918, the length of the tramway in the city was 323 km. However, this year for the Moscow tram began with the fact that the number of routes tram began to shrink. Unresolved workshops, lack of details and spare parts, materials, the departure of the engineering and technical workers - all this together created an extremely difficult situation. The number of wagons of cars overlooking the lines in January decreased to 200 units.
The number of workers tram decreased from 16475 people in January 1917 to 7960 people in January 1919. In 1919, the passenger tram traffic due to the lack of fuel was suspended from February 12 to April 16 and from November 12 to December 1. At the end of December, the tram in the city was stopped again. The workers released at the same time were sent to work on cleaning paths and roads and for the billet of fuel within the eight-timbbing strip.
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At the same time, for the first time in history, the Moscow tram began to be used to conduct cultural and promotion and campaigning events. On May 1, 1919, along the routes A and B, No. 4, tram trains with volatile circus performances on open trailed cars were kicked. The engine wagon was facing a spiritual orchestra, and circus artists, acrobats, clowns, juglers and athletes, which gave views at stops were located on the trailed commodity platform. Mass people enthusiastically met artists.
From June 1, 1919, the management of urban railways by order of the Mossovet began to provide tram for excursions for the city of workers at the request of institutions and organizations. From the fall of 1919, the tram becomes the main carrier of firewood, food and other goods for most urban institutions, in order to ensure new functions of the tram to all freight stations, wood tram and food warehouses of Moscow were summed up. By orders of enterprises and organizations, tramways were allocated to 300 cargo tram cars. In 1919, about 17 versts of new ways were laid for resolving issues of the organization of freight traffic. By the end of 1919 and 778 motor and 362 trailed wagons were a serviceable 66 motor and 110 trash tram cars.
Tram type f on the garden ring in the red gate area opposite Afre's house. October 1917.
Tram trains were running on eight literary routes. They used, mostly workers of large factories. In December 1920, 777 motor and 309 trailed passenger cars were listed on the inventory. At the same time, 571 motor and 289 trash tram cars were inactive. In 1920, the fare in the tram for workers was free, but due to the lack of rolling stock Mosset, was forced to organize the movement of special passenger route trains for the delivery of workers to work and from work in Morning and Evening Peak clock.
In October 1921, all divisions of the Moscow tram were again transferred to commercial self-sufficiency, which made it possible to significantly increase the number of workers on the Moscow tram, in 1922 there were already more than 10,000 working.
Rapidly grew up the release of passenger cars. If in March 1922, only 61 passenger cars were produced on the line, then in December their number was 265 units.
From January 1, 1922, the issuance of free tickets for workers was discontinued. The amounts allocated by enterprises for free travel to their workers and employees were included in their wages, and from this time urban transport became paid for all passengers ..
People in the Moscow Tram, 1921
In February 1922, the passenger tram movement was carried out on thirteen tram routes, and it became regular again.
In the spring of 1922, the movement on pre-war networks began to be actively recovered: to Maryin Grove, to the Kaluga Ocpopa, to Sparrow Mountains, throughout the Garden Ring, in Dorobomilovo. In the summer of 1922, a line of a steam tram from ButyrSkaya Ozda to Petrovsko-Razumovsky was electrified, a line was built from the Petrovsky Palace to the village of All Sweat.
By 1926, the length of the paths rose to 395 km. In 1918, passengers were transported by 475 cars, and in 1926 - 764 wagon. The average speed of trams has grown from 7 km / h in 1918 to 12 km / h in 1926. Since 1926, it began to go to the line first Soviet tram Like a KM, built on a Kolomna terro-terrorism plant. The predecessors of the CM was distinguished by a four-way design.
Moscow tram reached the highest development point in 1934. Then he walked not only on the boulevard ring, but also in the garden. The latter was serving the tram of the route B, which was then replaced by the same trolleybus route. On a day, we tram the then transported 2.6 million people per day during the population of the city about four million. Freight trams, carbon and kerosene continued to operate on the city.
Tram M-38 was distinguished by a very futuristic appearance.
Before the war in Moscow, a pretty futuristic type of tram appeared M-38. . The first sample of the tram car M-38. Arrived from Mytishchinsky Plant in November 1938 in the tram depot. Bauman and began tested on 17 route from Rostockin to Pipe Square.
In July 1940, due to the threat of war, the whole country has moved to an eight-hour working day and a six-day working week. This circumstance forever determined the mode of operation of tram trains in the capital. The first wagons began to work on the route at 5 o'clock.30 min and finished work at 2 am. This schedule has been preserved to this day.
After the opening of the first subway lines in the mid-1930s, tram lines were removed that coincide with the subway lines. Also were transferred to the secondary streets of the line with the northern and western parts of the Garden Ring.
More radical changes occurred in the 1940s when the tram routes were replaced with trolleybus in the western part of the boulevard rings and removed from the Kremlin. With the development of the metro in the 1950s, part of the lines leading to the outskirts were closed.
Tram MTV-82
Tatra-t2 car №378.
Since 1947 cars appeared on the lines MTV-82.whose body was unified with MTB-82 trolleybus. The first such cars were enrolled in the Bauman depot in 1947 and began to be operated first on the 25th (pipe pl. - Rosokino), and then on the 52nd route. However, due to the broader dimensions and the absence of characteristic beveled corners (after all, the tram cabin corresponded to the trolleybus) carriage did not fit into many curves and could only go there, where and the car M-38.. For this reason, all the cars of this series were operated only in the Bauman depot and were nicknamed by broad. Already next year, an upgraded version began to change MTV-82A.. . The car was elongated to one additional standard window section (roughly speaking, it became longer on one window), and its capacity increased from 120 (55 seats) to 140 (40 seats) places. Since 1949, the release of these trams is translated into the Riga Carriage Plant, which produced them under the old index MTV-82. until mid-1961.
Tram RVZ-6 on Shabolovka, 1961
March 13, 1959 in the depot. Apaakova arrived the first Czechoslovak four-axle motor car T-2, which was assigned No. 301. Until 1962, the T-2 wagons came exclusively in the Apakovskoye Depot, and by the beginning of 1962 they had already gathered 117 pieces - more than was acquired by any city in the world . The arriving cars were assigned three hundred and four hundredth numbers. New cars were directed primarily on routes 14, 26 and 22.
Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They entered the Apaak depot and were exploited until 1966, after which they were transferred to other cities.
From the mid-1990s, a new wave of removal of tram lines began. In 1995, the Line on the Peace Prospect is closed, then on the bottom Maslovka. In 2004, in connection with the upcoming reconstruction of Leningradsk, a movement was closed on the Leningrad Prospectus, and on June 28, 2008 closed the line on the forest street, where the 7th and 19th routes went. It was this site that was as part of the first line of the Moscow electric tram.
Tram type km on Krasnogudnaya Street in 1970. On the right of it in the opposite direction moves Trolleybus ZiU-5.
According to 2007, the tram account for about 5% of the transportation of passengers in the city, although in some emergency areas it is the main transport that allows you to get to the subway. The center retains the northern and eastern parts of the large "tram ring" of the 1930s and the line to pure ponds. The largest lines density are east of the center, in the area of \u200b\u200bJousy.
On September 22, 2012, the tram movement was restored on Forest Street and Palich Street. Route No. 9 - Metro Station "Belorusskaya" - Miit was opened. For him, the Metro Station "Belorusskaya was built deadlock, since the ring because of the business center under construction at its place was impossible to arrange. The route serves the tram trains with two cabins - the tram train enters a dead end, the car tram is moving to another cab and leads the tram back.
The Moscow tram network is one of the world's largest. Its lengthy is 416 kilometers of a single path (or in European terms - 208 km along the street axis). Of these, 244 km of ways are laid on a separate canvase, and 172 km of paths - in the same level with a carriageway. In the network of the Moscow tram there are 908 shooting transfers, 499 movements through ways for road transport, 11 intersections with a railway web, 356 equipped stopping sites.
The 41 tram route binds both the outskirts with the metro stations, and serves for inter-district links. Many tram routes reach a length of 10-15 kilometers. The tram network serves five depot, more than 900 wagons and one repair plant.
The complex of works on the technical content, construction and modernization of tramways leads a special service of ways to six distances.
Uninterrupted work tram provides the power plant service, automation and communication service, traffic service, linear service service and others.
Overhaul and modernization of tram cars lead on a tram-repair factory and a falcon-repair plant (welded).
The most common type of coverage of the Moscow tram paths is a sand-concrete tile (308 km). It is also the length of the paths with asphalt coating (60 km). 8 km of ways have a block coating (these are areas with silent design), another 8 km are covered with a cobblestone (before this type of coating was significantly more common, it is currently ousted by other types). In places intersection of tram tracks with roads, rubber panels are stacked (7 km). Only on a few areas are laid large-sized reinforced concrete plates (1 km) and rubber-reinforced concrete plates (0.02 km). 25 km paths do not have coatings
In Moscow, as of June 2012, the cars of the following types are in passenger operation:
- LM-99 series
- 71-134A (LM-99AE) - 45 units
- Series LM-2008 - 23 units
- 71-153 (LM-2008) - 2 units
- 71-153.3 (LM-2008) - 21 units
- CTM-8 series - 249 units
- 71-608K - 53 units
- 71-608km - 185 units
- 71-617 - 11 units
- CTM-19 series - 418 units
- 71-619A - 194 units
- 71-619K - 125 units
- 71-619ks - 2 units
- 71-619kt - 95 units
- 71-621 - 1 unit
- KTMA - 1 unit
- T3 series - 188 units
- Tatra KT3R - 1 unit
- Tatra T3SU - 9 units
- MTTA - 14 units
- MTD - 3 units
- MTTA -18 units
- MTM - 20 units
- MTTH - 124 units
- Nepical wagons - 6 units
- 71-135 (LM-2000) - 1 unit
- 71-405-08 - 3 units
- Variolf - 1 unit
- 71-630 - 1 unit
CTM-19 series
Tram device
Modern trams are very different from their design predecessors, however, the basic principles of the tram device, which generate its advantages over other types of transport, remained unchanged. The wagon electrochem is arranged approximately as follows: a current (pantograph, bougiel, or bar) - a traction engine control system - traction engines (TED) - rails.
A traction engine control system is designed to change the current flow passing through the TED - that is, to change the speed. A direct control system was used on old cars: a driver controller was in the cockpit - a round cabinet with a handle at the top. When turning the handle (there were several fixed positions), a certain proportion of current force was fed to the traction motor. In this case, the rest turned into heat. Now there are no such cars left. Since the 60s, the so-called Painting Contactor Contactor Control System (RCSU) began to be applied. The controller was divided into two blocks and became more complex. The possibility of parallel and consistent inclusion of traction engines appeared (as a result, the car develops different speeds), and intermediate rosight positions - thus, the process of overclocking has become much smaller. The possibility of clutching cars on the system of many units is when the management of all engines and electrical circuits of cars is carried out from one post of the machine. From the 1970s and to the present, the height of the control systems performed on the semiconductor element base are introduced throughout the world. The engine is fed with a frequency of several tens times per second current pulses. This allows you to achieve a very high smoothness of the stroke and high electricity savings. Modern trams equipped with a thyristor-pulsed control system (such as Voronezh KTM-5RM or former until 2003 in Voronezh Tatry-T6B5), additionally save up to 30% of electricity due to tees.
The principles of tram braking are similar to similar in railway transport. On the old trams of the brakes were pneumatic. The compressor produced compressed air, and with the help of a special system of devices, its energy pressed the brake pads to wheels - as well as on the railway. Now pneumothormosis is used only on the cars of the St. Petersburg Tram-Mechanical Plant (PTMZ). Since the 1960s, electrodynamic braking is mainly used on trams. Traction engines in braking produce a current, which on risostats (many successively connected resistors) turns into thermal energy. For braking at low speeds, when electric motors are inefficient (with a complete stop of the wagon), booming brakes acting on wheels are used.
Low-voltage chains (for lighting, alarm system and all this) are powered by electric transducers (or motor generators - of the one that is constantly buzzing on the tatra-t3 and KTM-5 cars) or from silent semiconductor transducers (CTM-8, Tatra-T6V5 , KTM-19 and so on).
Tram management
Approximately the control process looks like this: the driver raises a pantograph (arc) and turns on the car, gradually turning the controller knob (on the CTM cars), or presses the pedal (on the tatras), the circuit is automatically collected on the course, the traction engines come increasingly and larger current, And the car is accelerated. Upon reaching the required speed, the driver sets the controller knob to the zero position, turns off the current, and the car moves along the inertia. Moreover, unlike gell transport, it can move for quite a long time (it saves a huge amount of energy). To brake, the controller is installed on the braking position, the diagram is collected for braking, the tests are connected to the risostats, and the wagon begins to be braked. When the speed is reached about 3-5 km / h, mechanical brakes automatically turn on.
In key points of the tram network - as a rule, in the area of \u200b\u200bthe roof rings or development - there are dispatching points that control the operation of tram cars and comply with its pre-compiled schedule. For lateness and overtaking schedules Tram drivers are subjected to fines - this feature of the organization's organization significantly increases predictability for passengers. In cities with a developed tram network, where the tram is now the main carrier of passengers (Samara, Saratov, Yekaterinburg, Izhevsk and others) passengers tend to stop from work and to work, in advance of the arrival of the coming car. Behind the movement of trams in the entire system watches the central dispatcher. In the case of accidents on the lines, the dispatcher on the centralized communication system indicates the paths of the detachment, which is distinguished by the tram from its closest relative - the metro.
Travel and electric farm
In different cities, trams use different width of the gauge, most often - the same as ordinary railways, such as, for example, in Voronezh - 1524 mm. For a tram in different conditions, both ordinary railway-type rails can be used (only in lack of paving) and special tram (grooved), with a fruit and a sponge that can drown the rail in the pavement. In Russia, tram rails are made of softer steel so that the curves of a smaller radius can be made than on the railway.
To change the traditional - paddle-laying rail, more and more often apply a new, in which the rail is placed in a special rubber chute located in a monolithic concrete plate (in Russia such technology is called Czech). Despite the fact that such laying of the way costs more, laid so the rail path serves without repair much longer, the vibration and noise from the tram line completely extends, eliminates wandering currents; Moving the line laid on modern technology does not represent difficulties for motorists. The Lines of Czech technology exist now in Rostov-on-Don, Moscow, Samara, Kursk, Yekaterinburg, Ufa and other cities.
But even without the use of special technologies, the noise and vibrations from the tram line can be minimized due to the correct installation of the canvas and its timely service. The paths should be placed on the basis of rubble, on concrete spats, which must then be covered with rubble, after which the line asphalted or closes with concrete tiles (for noise absorption). The joints of the rails are welded, and the line itself is polished with the help of a relax-lifted car. Such cars were produced at the Voronezh Repair Tram Trolleybus Plant (UGTT) and are available not only in Voronezh, but also in other cities of the country. The noise from the line laid in this way does not exceed noise from the diesel engine of buses and trucks. The noise and vibrations from the car walking along the line laid on Czech technology, less noise produced by buses, by 10-15%.
In the early period of the development of trams, electrical networks have not yet had enough development, so almost every new tram service included its own central power plant. Now tram farms receive electricity from general-purpose electrical networks. Since the tram is powered by a constant current of a relatively low voltage, transmitting it over long distances is too expensive. Therefore, travelery substations are placed along the lines, which are obtained from the networks of high voltage, and convert it to a constant current suitable for feeding to the contact network. The rated voltage at the output of the traction substation - 600 volts, 550 V. is considered the rated voltage on the transmission of the rolling stock.
Motor high-blooded wagon x with an inspext trailer M on a revolution avenue. Such trams were two-axis, in contrast to the four-axle, used now in Voronezh.
CTM-5 tram car - four-axle high-hearted tram wagon of domestic production (VHF). Trams of this model launched into mass production in 1969. Since 1992, such trams have not been produced.
Modern four-axle high-hearted KTM-19 car (VHF). Such trams now make up the basis of the park in Moscow, they are actively purchased by other cities, including such cars there are in Rostov-on-Don, Stary Oskol, Krasnodar ...
Modern articulated low-blooded tram KTM-30 production of IVED. In the next five years, such trams should be the basis of a high-speed tram network created in Moscow.
Other features of the organization of tram traffic
The tram movement is distinguished by a large proportion ability of lines. Tram is the second transportation opportunities after the subway. So, the line of the traditional tram can take out passenger traffic at 15,000 passengers per hour, the high-speed tram line is capable of removing up to 30,000 passengers per hour, and the subway line is capable of removing - up to 50,000 passengers per hour. The bus and trolleybus are twice again by tram on the suspension - for them it is only 7,000 passengers per hour.
Tram, as well as all rail transport, has a greater intensity of the turnover of rolling stock (PS). That is, a smaller number of trams wagons than buses or trolleybuses to serve the same passenger traffic. The tram has the greatest among the facilities of ground urban transport by the efficiency of the use of urban area (the ratio of the number of passengers transported to the area occupied on the roadway). The tram can be used in coupling from several cars or in multi-meter articulated tram trains, which allows the mass of passengers to the forces of one driver. This further reduces the cost of such transportation.
It should also be noted a relatively long service life of the PS tram. The warranty period of the wagon to the capital and restoration repair is 20 years (unlike trolleybus or bus, where the service time without the CVW does not exceed 8 years), and after the KVD, the service life is extended as much. For example, in Samara there are tatra-t3 cars with a 40-year history. The cost of KVR Wagon tram is significantly lower than the purchase price of the new and is carried out, as a rule, by the TTU. This allows without any problems to acquire used cars abroad (at prices 3-4 times lower than the cost of the new car) and use them without problems of about 20 years on the lines. The purchase of used buses is associated with large trips to repair such equipment, and, as a rule, after purchase, such a bus cannot be used longer than 6-7 years. The factor of a significantly greater duration of the service and increased maintainability of the tram completely compensates for the high cost of acquiring a new PS. The presented value of the PS tram is almost 40% lower than for the bus.
Advantages tram
· Initial costs (when creating a tram system), though high, but nevertheless, they are lower than the costs needed for the construction of the subway, since there is no need to complete the lines (although the line can be held in the tunnels and on the tunnels Outacades, but there is no need to arrange them all over the route). However, the construction of a terrestrial tram is usually associated with the reorganization of streets and intersections, which increases the price and leads to a deterioration in the road situation during construction.
· In case of passenger traffic, more than 5,000 passengers. / Hour, the tram operating is cheaper than the service of the bus and trolley buses.
· Unlike buses, trams do not contaminate air combustion products and rubber dust from friction wheels on asphalt.
· Unlike trolleybuses, trams are more electrical and more economical.
· The tram line is clothed naturally by imprisonment of its road surface, which is important in conditions of low driver's culture. But even in conditions of high driver's culture and in the presence of a pavement, the tram line is noticeable better, which helps drivers to keep the highlighted band for public transport free.
· Trams fit well into the urban environment of different cities, including on Wednesday cities with a prevailing historical appearance. Different systems on the overpass, like Monorail and some types of lobes, from an architectural and town planning point of view, are well suited only for modern cities.
· Low flexibility of the tram network (provided its good condition) psychologically beneficial effects on real estate value. Real estate owners proceed from the fact that the presence of rails guarantees the presence of a tram message, as a result, the property will be provided with transport, which attracts a high price for it. According to the Bureau of Hass-Klau & Crampton, the cost of real estate in the area of \u200b\u200bthe tram lines increases by 5-15%.
· Trams provide greater vehicle ability than buses and trolley buses.
· Although the tram car is much more expensive than the bus and trolley buses, but trams are distinguished by a much larger service life. If the bus rarely serves longer than ten years, then the tram can be operated for 30-40 years, and subject to regular upgrades even at this age the tram will meet the requirements of comfort. So, in Belgium, along with modern low-profils, the trams of PCC, released in 1971-1974, are successfully operated. Many of them have recently been upgraded.
· The tram can combine high-speed and non-local sites within the same system, as well as to have the possibilities of incitement of emergency sites, in contrast to the metro.
· Tram wagons can be clutching into trains on the system of many units, which saves on wages.
· Tram, equipped with teis, saves up to 30% of electricity, and a tram system that allows to use recovery (return to the network when braking, when the electric motor operates as an electric generator) of electricity, additionally saves up to 20% of energy.
· According to statistics, the tram is the safest type of transport in the world.
Disadvantages of tram
· Although the tram line in the construction and cheaper subway, it is much more expensive than trolleybus and even more so bus.
· The transport ability of trams is lower than that of the subway: 15,000 passengers per hour in the tram, and up to 30,000 passengers per hour in each direction at the easy metro.
· Tram rails are dangerous for careless cyclists and motorcyclists.
· Incorrectly parked car or traffic accident can stop moving on a large portion of the tram line. In the event of a breakdown, its tram, as a rule, pushes into the depot or to the backup path, following it, the composition, which ultimately leads to a similarity from the line of two units of rolling stock at once. The tram network is distinguished by relatively low flexibility (however, it can be compensated by an extension of a network that makes a detour of obstacles). The bus network is very easy to change if necessary (for example, in the case of street repair). When using deobeus, the trolleybus network becomes very flexible. However, this deficiency is minimized when using the tram on a separate canvase.
· Tram household requires inexpensive, but permanent maintenance and very sensitive to its absence. Restoration of the launched economy is very expensive.
· Laying of tram lines on the streets and roads requires a skillful placement of paths and complicates the organization of movement.
· Brake path tram is noticeably larger than the brake path of the car, which makes the tram in a more dangerous member of the road on the combined canvase. However, according to statistics, the tram is the safest view of public transport in the world, while the route taxi is the most dangerous.
· Tillage vibration caused by tram can create acoustic discomfort for the inhabitants of the surrounding buildings and lead to damage to their foundations. With regular maintenance of the path (grinding to eliminate wave-like wear) and rolling stock (wheelchair) vibrations can be strongly reduced, and when applying advanced technologies for laying paths are minimized.
· With a bad path content, the reverse traction current can go to the ground. "Wandering currents" reinforce corrosion of nearby underground metal structures (cable shells, sewage and water pipes, fittings for building foundations). However, with modern technology laying rails, they minimize.
sources
http://www.opoccuu.com/moscowtram.htm.
http://inform62.ru.
http://www.rikshaivan.ru/
Almost every resident of the city at least once saw on his streets passing tram or other similar electric transport. Such variants of the means of movement were specially designed for movement by such conditions. In fact, the device tram strongly resembles ordinary railway transport. However, their differences are precisely in adaptability for different types of terrain.
History of appearance
The name itself is translated from English as a combination of the car (trolley) and the path. It is considered that the tram is one of the oldest types of passenger public transport, which still applies in many countries around the world. The history of the appearance dates back to the 19th century. It is worth noting that the oldest tram worked on horse riding, and not on electricity. The more technological progenitor was invented and tested by Fedor Pyroatsky in St. Petersburg in 1880. After another year, the German company Siemens & Halske launched the first existing tram message in the suburb of Berlin.
During the two world wars, this transport fell into decline, nevertheless, since the 1970s, its popularity has recently increased. The reasons for this were environmental considerations and new technologies. At the heart of the tram lay the electric junction on the air subsequently, new ways of bringing the car in motion were created.
Evolution trams
All species unites what they work on electricity. The exception is only less popular cable (cable) and diesel trams. Previously, equestrian, pneumatic, petrol and steam species were also created and experienced. Traditional electric trams operate either on an air contact network or with power from batteries or contact rail.
The evolution of this type of transport led to its division into types for its intended purpose, including passenger, cargo, service and special. The last type includes many subtypes like a mobile power plant, technical pavement, wagon-crane and a compressor wagon. For passengers, the tram device also depends on the system on which it moves. She, in turn, can be urban, suburban or long-distance. In addition, systems are divided into ordinary and high-speed, which may include underground laying options with tunnels.
Power supply tram
At the dawn of development, each infrastructure service company connected its own power plant. The fact is that networks of those times have not yet had enough power, and therefore had to do with their own means. All trams feed on a constant current with a relatively low voltage. For this reason, the charge of long distances is very ineffective with a financial point of view. To improve the infrastructure of networks near the lines began to have traction substations, converting alternating current in constant.
To date, the rated voltage at the exit was set at a mark of 600 V. The mobile composition of the tram on the current receiver receives 550 V. In other countries, the increased values \u200b\u200bof the voltage - 825 or 750 V. The latter is the most relevant in European countries at the current moment. As a rule, tram networks have a common power plant with trolley buses, if any in the city.
Description of traction engine
This type is used most often. Previously, only the constant current received from substations was used for the substitution. However, modern electronics made it possible to create special converters inside the design. Thus, when answering the question about which engine from the tram in its modern version should also be mentioned about the possibility of using an alternating current-based engine. The last is better for the reason that it practically does not require any repair or regular service. This concerns, of course, only asynchronous AC motors.
Also in the design certainly includes another important node - the control system. Another common name sounds like a current control device through the TED. The most popular and simple version of the option is considered to be controlled by means of powerful resistance that are consistently connected to the engine. From varieties used NSS, indirect non-automatic RKSU or indirect automatic RCSU system. There are also separate types such as teis or transistor Su.
The number of wheels in the tram
Low-full variations of this vehicle are extremely distributed. Features of the design do not give the ability to make an independent suspension for each wheel, which is why special wheeled pairs are required. Alternative solutions of this problem also apply. The number of wheels depends on the specific embodiment of the design of the tram and - to a greater extent - from the number of sections.
Also, the layout differs. Most multisective trams are equipped with drive wheeled pairs (which have a motor) and non-extended. To increase turns, the number of compartments usually increase. If you are interested in how many wheels in the tram, you can find the following information:
- One section. Two or four drives or two drive and one non-war steam wheels.
- Two sections. Four drive and two non-extended or eight drive pairs of wheels.
- Three sections. Four driven and non-war steam wheels in different combinations.
- Five sections. Six drive pairs of wheels. Go two pieces through one section starting with the first.
Features of driving tram
It is considered relatively simple, because the transport moves strictly along the rails. This means that as such a manual control from the tram driver is not required. At the same time, the car trades should be able to competently use the thrust and braking, which is achieved by the timely switching of the rear and forehead.
The rest of the tram is subordinate to the unified rules of the road at a time when it follows the city streets. In most cases, this transport has priority to vehicles and other means of movement that do not depend on the rail. The tram driver must necessarily obtain the right to drive the appropriate category and pass the theoretical exam on the knowledge of traffic rules.
General device and design
The body of modern representatives is usually performed from solid metal, and it is emitted as separate elements a frame, frame, doors, floor, roof, as well as inner and outer sheat. To the ends, the form, as a rule, narrows, thanks to which the tram with ease overcomes curves. The connection of the elements is carried out by welding, riveting, with screws and glue.
In the past times, wood was also widely used, which served as an element of the frame and the material for decoration. In the tram device, the preference is given to plastic elements. The design also includes turning signals, brake lights and other means to indicate to other participants in motion.
Coordination and speed indicators
Just as in the case of trains, this transport has its own traffic tracking service and routes correct. Dispatchers are engaged in operational adjustment of the schedule if any unexpected situation on the line has happened. Also, this service is responsible for the release of backup trams or buses for replacement.
Rules of movement in urban conditions may differ in different countries. For example, in Russia the estimated velocity tram lies in the range from 45 to 70 km / h, and for systems at operating speed from 75 to 120 km / h, construction norms prescribe "high-speed" console.
Pneumatic equipment
Wagons in modern execution them are often equipped with special compressors, which are based on pistons. Compressed air is very useful immediately for several regular operations, including actuating door drives, brake systems and other auxiliary mechanisms.
In this case, the presence of pneumatic equipment is not mandatory. Due to the fact that the tram device assumes constant power supply, these structural elements can be replaced with electrical. This is noticeably simplified by maintenance of systems, but some extent grows the final cost of producing one car.
General concepts about the movement of the body with a mechanical movement is called the mutual movement of bodies in space, as a result of which the distance between the bodies between the bodies occurs or between their separate parts. Movement is progressive and rotational. A translational movement is characterized by moving the body relative to the reference point. The rotational is called the movement in which the body, remaining in place, moves around its axis. The same body can be simultaneously in the rotational and translational movement, for example: car wheel, wagon wheeled pair, etc.
Speed \u200b\u200band acceleration The path passed per unit of time is called speed. Uniform movement is called such in which the body for any identical intervals passes the same paths. For uniform movement: Where: s Length path in m. (Km), T time in sec. (hour), UCP average speed in km / h. With uneven motion for equal periods of time, the body moves to different distances. Uneven movement can be equal to theorest or equible. Acceleration (deceleration) is called a change in speed per unit of time. If the speed in equal intervals increases (decreases) to equal values, then the movement is called equivalent (equible).
Mass, strength, inertia Any effect of one body to another, which is the reason for the appearance of acceleration, deceleration, deformation is called force. For example, the tram can be parted from the scene, if you attach the strength of the thrust to the wheel pair of the car. To brake it, you need to make brake force to the rod of the bandage. At the same body, several forces can act simultaneously. The force that produces the same action as several simultaneous forces is called the relaxing of these forces. The phenomenon of preserving the velocity of the body in the absence of action on it of other bodies is called inertia. It manifests itself in various cases: with a sudden stop of the car, passengers lean forward, or the train, descended from the mountain, can continue to move horizontally, not including engines, and so on. The body inertia is its mass. The mass is determined by the amount of substance concluded in the body.
Friction and lubrication Contact bodies among themselves accompanied by friction. Depending on the type of movement, three types of friction distinguish: Ø friction of rest; Ø Slip friction; Ø friction rolling lubrication of the rubbing parts of individual parts and components of various mechanisms reduces friction forces, and therefore wear, facilitates heat removal and its uniform distribution, reduces noise and so on.
The common concepts of the tram are the crew driven by electric traction engines that receive energy from the contact network, and intended for passenger and freight traffic in the city along the laid railway path. Trams are divided into destination to passenger, cargo and special. By design, cars are divided into motor, trailed and articulated. The tram train can be formed from two or three engine wagons. At the same time, the control is conducted from the cabin of the head car. Such trains are called trains working on the system of many units. Trailers do not have traction engines and can not move independently.
In our company, the tram wagons produced in our company are operated in our enterprise. Wagons themselves, etc. If the first wagons were with contact projection, the latter are modern tram wagons with electronic control.
The body frame is the main elements of the body are frame, frame (core), roof, outdoor and inner lining, window frames, doors, floor. All body elements are carriers and combine with welding, riveting and bolted connections. The body frame of a whole welded structure collected from steel closed boxes, channel-shaped and corner profiles. Inside the frame welded front and rear pivot beams of a box cross section. The body frame consists of the left and two right sidewalls, the frontal and rear walls and the roof. All of them are welded from steel profiles of different configurations. The frame comes to the body frame. The floor is a device made of glued floor of a multilayer plywood impregnated with a bakelite varnish, 20 mm thick. Rubber flooring is pasted on top of plywood having a corrugated surface.
The inner cover is made of fiberboard or plastic. The outer sheath is made of corrugated or flat steel sheets fixed by self-drawing to the body frame. The inner surface of the outer sheaving is covered with anti-shine mastic. There is a heater from foam between the inner and outer trimbs. To access electrical equipment cabinets, the lower part of the outer skin is equipped with fake bartes with a hinged fastening. The roof of the body is made of fiberglass and is attached to the body frame with bolts or bolted connections. From above, the roof is covered with a rug of dielectric rubber.
Pantographer Cover Touch-receiver type "Pantograph" is designed for a pantograph of a constant electrical connection between the contact wire and the tram car, both when the parking lot and when driving. Pantograph provides a reliable current consumption at a speed of up to 100 km / h. Fasten on the roof of the car with insulators. The system of movable frames consists of two upper and two lower frames. Each lower frame consists of one of the variable cross section pipe, and the upper frame is made of three thin-walled pipes that form an anoscele triangle, the base of which is the upper lock hinge, and the top of the hinged connection with the lower frame. So that the current freely can pass through the frames of the frame, without causing podagars and privities in them, all hinged connections have flexible shunts. The base of the pantograph consists of two longitudinal and two transverse beams made of stewed-shaped steel (height 100 mm., Width 50 mm, thickness of a sheet of 4 mm.)
The lower frames are welded to the main shafts on which levers of rising springs are installed. To raise the pantograph and ensuring the necessary contact pressing, the raising springs serve. The main shafts are connected to each other two equalizing traction. Horizontal mass hanging, on independent plungers, which provides quite large (up to 60 mm.) Move the caution, regardless of the frame suspension system. The poloz is a two-row with arched aluminum inserts, has the ability to rotate its longitudinal axis to ensure the complete fit of both rows of inserts to the contact wire. The lowering of the pantograph is made manually from the driver's cabin rope. To hold the lifting frame in the lowered state there is a pantograph hook, consisting of a longitudinal square, on which a rack with capture is welded. The hook is located in the center of the transverse beams of Pantograf.
For the engagement of the hook with the crossbar, it is necessary to sharply lower the pantograph. For the output of the hook from engagement with the cross, it is necessary to slowly pull the pantograph to rubber stops. Under the action of a counterweight, the hook comes out of the engagement, and the pantograph rises into the working position with slow release of the rope. Pressure on the contact wire in the operating range: when lifting 4, 9 - 6 kgf; When lowering 6, 1 - 7, 2 kgf. The pressure difference in the contact wire in the operating height range is not more than 1, 1 kgf. Pass skews in length between carriages in the upper position no more than 10 mm. The minimum contact insert thickness is 16 mm. (NOM. 45 mm)
Salon, driver cabin. The inner part of the body is a salon that is divided into the front and rear sites and the middle part. On the front site there is a driver's cabin, fell apart from the salon by a partition with an adjustable door. In the driver's cabin are located: q control panel; q high-voltage and low-voltage electrical equipment; q driver seat; q fire extinguisher; q A device for lowering a pantograph.
From the control panel produced: q Car control; q alarm; q Opening and closing doors; q Turning on and off lighting; q Turning the heating and turning off, etc.; In the cabin of the car there are one and two local seats for passengers, on which electric furnaces are installed for the interior heating. Currently, trolleybus heaters (TRO) are also installed in the amount of 2 3 pcs. on the car. Under the seats are sandbirds with electric drives. Also in the cabin are vertical and horizontal handrails. On the run of the front door installed a staircase for lifting on a roof.
Doors are located: q Door emergency opening switches; q Emergency brake button (stop crane); q Button "Stop on demand". Lighting line is located on the cabin ceiling. Salon ventilation: q Forced is carried out by means of 4 x fans, which are installed on the left and right side between the body of the body, the Natural is carried out through windows windows, windy ventilation grids and doors. Roof equipment: Q q Clear receiver, type Pantograph; radioactor; Grandian soldier; High voltage cable line
In the front part of the body outside on the end body part of the body, a hitch (fork), steps, bumper are installed. Outside the body on the left and right sides, lanterns of overall and swivel lights are installed. In the frontal part of the body on the frame installed a hubbar. In the back of the overall lights and a coupling device. On the right side there are doorways, steps.
The device of the door on the wagons 71 605 car has three input single-fittings of the valve type with individual electric drives. The door frame is made of lightweight thin-walled pipes of the rectangular section and is squeezed from the outer and inner sides by the casing sheets. Between sheets is installed thermal insulation packages. The top of the door is glazed. Opening and closing doors is carried out using the drives from the control panel. The door drive is installed in the cabin on the frame at each door. It consists of an electric motor (a refined generator g 108 g) and a two-stage caulial cylindrical gearbox with a gear ratio 10. The output shaft of the gearbox with an asterisk protrudes over the outside of the wagon and through the drive chain is connected to the door of the door. The chain from the inside of the door is closed by a casing.
Auxiliary asterisk is installed to provide an angle of pickup asterisk chain. The shooting nut of the drive must be adjusted and strokes at the calculation of pressure on the door sash when closing no more than 15 20 kg. In extreme positions, the drive turns off automatically using the terminal switches (VC 200 or DCP 3. 5). The canvas of the door are suspended using brackets on a guide, fixed on the body of the car. Each bracket has two rollers from above and one - below. The upper suspension is closed by a casing. Down to the door, two brackets with two rollers are attached, which are included in the guide. The door has the ability to adjust both in a vertical plane with the help of nuts and tipping upper suspension and horizontal due to the grooves in the brackets. On the perimeter, the door canvas is compacted by seals. To soften the impact when closing on the door rack, a rubber buffer is installed. Time to closing and opening the doors 2 4 s.
Door malfunctions on wagons 71 605 Ø burned fuse; Ø flew the chain of an asterisk due to poor tension; Ø Schedule a chain below the protective casing at a distance of more than 5 mm. ; Ø Failing a limit switch or switch on the control panel; Ø The door opens sharply and closes; Ø incorrectly adjusted coupling, the force is more than 20 kg. ; Ø Violated elastic coupling; Ø faulty electric motor;
The device of the door of the tram carriage model 71 608 to the car has 4 sliding doors. The extreme doors are single-sided, medium-two folded with an individual drive. For lifting to the roof in the opening of the second door there is a retractable staircase. The framework of the door is made of lightweight thin-walled pipes of rectangular section and is trimmed from the outer and inside of the sheets. Between sheets is installed thermal insulation packages. The top of the door is glazed. Opening and closing doors is carried out using electric drives from the control panel by pressing the corresponding togglers.
The control drive consists of an electric motor, a single-stage worm of a cylindrical gearbox. In the extreme positions of the door (closed and open), the electric drive turns off automatically using non-contact sensors that are installed in the appropriate belt near each door. To turn on the sensors on the door carriage, plates are installed. The mounting of the doors and sash is carried out through carriages, which in turn are installed on a rigidly fixed guide to the body frame. Two fixing points have from extriving the doors and sash. The first fixing point is located at the level of the subcourse through the guides that are attached to the bottom belt and the door frame of the body and the shaped roller, fixed motionless on the doors and sash.
The second locking point is a crown, fixed motionless on the lower steps two pieces on the door and on the leaf through the lower guides, welded to the frameworks of the doors and sash. The progressive movement of doors and sash is made by the gear transmission, driven by electric drives. When adjusting, it is necessary: \u200b\u200bØ to ensure uniform fitting of the door seals over the entire surface; Ø Sizes and requirements are provided by the adjustment bag; Ø After performing the requirements of the adjustable hoods, correct the nut; Ø Provide a thick fit of the rollers to the guide screw, with the provision of light (without jealous) move the movement of doors and sash on the guide and correct the nut;
Ø size is provided by the eccentric roller, after which the roller is to fill the washer; Ø When installing the drives and the rails, the discharge requirement 0, 074.. . 0, 16 according to GOST 10242 81 is ensured; Ø After performing the requirements of the rails on the doors, fix the eccentric roller on the sash to the eccentric rollers of the bracket; Ø All eccentric nodes secure locking washers; Ø All rubbing surfaces of the upper guide and gear engagement lubricate with a thin layer of graphite lubricant GOST 3333 80.
With a loose door closing, it is necessary to adjust the shutdown of the sensor by moving the plate from the sensor. In case the door closes with a strong blow, then the plate move towards the sensor. After adjusting the gap between the sensor and the plate should be within 0.. 8 mm. If the doors do not open (the circuit breaking, the fuses, etc.) are provided for manual opening of the doors. To do this, open the superior hatch, turn the red handle on yourself until you stop and open the door with your hands, as shown on the plate.
Malfunctions of the doors of the car model 71 608 to Ø Cracks in the beams; Ø faulty steps, handrails; Ø Paul damage, hatch covers protrude over a field of more than 8 mm; Ø The flow of roofs, forces; Ø Driver cab chamber defects, mirrors; Ø Pollution and damage to the sheathing seats; Ø internal trim; Ø damaged the rope of the current receiver; Ø Door drive does not work.
Description of the trolley design The trolley is an independent set of running parts collected together and driven under the car. When the car moves, it interacts with the rail and carries out: the transfer of body weight and passengers on the axis of the wheeled steam and the distribution of it between the wheeled pairs; Transfer the body from wheeled steam forces of thrust and braking; the direction of the axes of the wheeled pairs on the railway track; fit into curves areas of the path. Frameless car carriage cart. The conditional frame form two longitudinal beams and two housings of gearboxes of wheeled steam. The longitudinal beam is welded consists of steel cast endings and stamped steel beams of a box cross section. Under the end of the beams, the rubber gasket "M" of the figurative section is placed. From turning the wheeled steam on each of them the reactive traction is installed.
On the trolley are installed: Ø Central spring hanging Ø Electromagnetic drives (solenoids) Drum brake brake Ø Rail brakes Ø Motor beam with traction engines, Ø Single beam. The traction engine is connected to the gear steam gear with a cardan shaft. One flange of the cardan shaft is attached to the brake drum, another to the elastic coupling. The traction engine is attached to four bolts to the motor beam. In order to avoid spontaneous unscrewing after rubbing, the nuts are whipped.
The engine beam of the welded design is installed on the longitudinal beams, it relies with one end to the rubber shock absorbers, the other - the set of springs. Rubber shock absorbers limit the movement of beams both in the vertical plane and horizontal, and promotes vibrations, oscillations. When installing the engine on the trolley, the clearance is controlled between the engine cover and the gearbox cover, which should be at least 5 mm. In the center of the pivot beam, there is a jack of Friday, which relies the body. Turning the trolley when moving the car on the curve section of the path occurs around the axis of this Friday.
Specifications Ø Truck weight 4700 kg. Ø Distance between axes KP - 1200 mm. Ø Distance between the edge of the internal bandages of KP - 1474 + 2 mm. Ø The difference in the outer diameters of bandages of one KP is no more than - 1 mm. Ø The difference in the outer diameters of bandages of the KP of one cart is no more than - 3 mm. Ø The difference in the outer diameters of bandages of the KP of different carts are no more than - 3 mm. Faults: Ø Not tightened nuts fastening of longitudinal beams trolley Ø Cracks, mechanical damage on beams Ø distance between the cover of TD and KP cover less than 5 mm.
Central spring hanging Central hanging is intended for quenching (depreciation) of vertical and horizontal loads arising from the operation of the tram. Vertical loads arise from body weight with passengers. Horizontal loads occur when accelerating or braking a car. The load from the body through the pivot beam is transmitted to longitudinal beams and then through the bearing bearings on the axis of the wheel pair. The spring hanging kit works as the load increases: 1. joint operation of springs and rubber shock absorbers until the springs are compressed by springs to contact. 2. The operation of the rubber rings until the pallet is stopped into the rubber lining located on the longitudinal beam. 3. Collaboration of rubber rings and lining.
Device Ø a pivot beam; Ø outer and internal cylindrical springs; Ø rubber shock absorber rings; Ø metal plates; Ø Rubber gasket; Ø rubber buffer (extinguishing horizontal loads); Ø Earring (for fastening body and trolley to raise the car).
Faults: Ø The presence of cracks or deformation in metal parts (pivot beam, brackets, etc.); Ø burst internal or outer springs or have residual deformation; Ø wear or residual deformation of rubber rings of shock absorbers; Ø pallet has cracks or disruption of the integrity of the corps of the pallet; Ø residual deformation or wear of rubber buffers (shock absorbers); Ø Absence or malfunction Earrings (absence of connecting fingers, plintes, etc.); Ø The difference in the height of the kits of shock absorbers (springs, plates with rubber rings) not more than 3 mm.
The purpose of the wheel pair is intended for the reception and transmission of the rotational motion from the traction electric motor through the driven shaft and the gearbox on the wheel, which is obtained by rotationally progressive movements.
The wheel of a wheel pair V cutting wheel 2 pcs. ; v axis wheel pair; v drive-toothed wheel, which is painted on the axis of the wheel pair; v long (casing); v short (casing); v Tsque nodes with bearings No. 3620 (roller 2 x row); v lead gear assembly with bearings № 32413, 7312, 32312;
Description of the design of the wheel pair Short and long covers with their extended part are combined with bolts, forming a gear crankcase. In the long cover there are two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a glass, is inserted into the neck of the gearbox crankcase.
Gearbox single-stage with the engagement Novikova. The gear ratio of the gearbox 7, 143. The upper part of the gearbox crankcase has a pressure hole for installing a breather, which serves to remove the gases obtained during the operation of the oil in the gearbox crankcase. Also in the gearbox crankcase there are 3 holes for fill and control and draining oil from the gearbox crankcase. Holes are spinned with special traffic jams. Long and short coves have cavities to install rubber shock absorbers. These shock absorbers allow you to mitigate the loads transmitted by the longitudinal beams from the weight of the body with passengers. The size between the internal edges of the bandage must be 1474 + 2 mm.
Malfunctions of the wheel pair V jinged the gearbox bearings; v jambled bearing bearings; v leak oils in a gearbox through a seal; v The oil level in the gearbox does not comply with the standards; v wear of a bandage of a subserved wheel; v residual deformation of rubber products; v breakage (absence) bolts, central nuts of grounding shunt; v The presence of cracks of the wheel, gearboxes; v wear teeth leading and slave wheel; v The presence of Lyanka on the surface of the bandage is exceeding the permissible value.
The cutting wheel bandage from the test is held by tension. Planting a bandage to the center is carried out in a hot condition, the magnitude of the tension 0, 6 0, 8 mm. The flasher on the band is used to direct the wheel pair on the railway path. The wheel itself is painted on the axis with tension 0, 09 0, 13 mm. The design of the wheel allows its bulkhead without crawling. Discs of shock absorbers (inserts) before assembly are pressed, three times crimping on the press with an effort of 21 23 TCs. and excerpt 2 3 min. Peripheral bolts wrapped with a torque wrench at 1,500 kgf * cm
The cutting wheel takes vertical and horizontal loads. Shock absorbers are designed to mitigate the impact of weight tram on the way and the absorption of shocks from the distortion and the irregularities of the tramway. The dimensions of bandages, the rebound, the condition of the wheel units, bandage centers in operation, wagons are strictly regulated by the PTE tram. v The thickness of the bandage is allowed to 25 mm. v Flow thickness up to 8 mm, height - 11 mm.
The device of the cutting wheel V bandage with a wheeled center and a locking ring; v hub; v rubber shock absorber 2 pcs. ; v push disk; v Central nut with locking plates; V Peripherals (Coupling) Bolts 8 pcs. C nuts and washers. ; v ground shunts;
Faults of the treated wheel V is a waiba of a waist of less than 8 mm. Thick, less than 11 mm. height; v Band wear less than 25 mm. ; V Lyk on the surface of the riding of the bandage exceeding 0, 3 mm on reinforced concrete spats and 0, 6 mm on wooden spats; v Weakening of the central nut; v no 1 locking plate; v Open one peripheral bolt; v weakening landing of the wheel center in the body of the bandage; v wear or natural aging of rubber shock absorbers is checked visually for the presence of cracks in rubber through the hole in the pressure disk; v no or open ground shunts (it is allowed to 25% of the section)
Wheel device 608 km. 09. 24. 000 The wheel is one of the elements of the trolley drive drive. Between the hub pos. 3 and bandage pos. 1 Uniformly arranged rubber elements pos. 6, 7. Four of them (pos. 7) with a conductive jumper. The arrangement of rubber elements with a conductive jumper in the band marked with labels on the wheel bandage. This is necessary for the orientation of the wheels when generating a wheel pair (rubber elements with a conductive jumper pos. 7 should be located approximately at an angle of 45). Adjacent to the rubber elements of the surface of the details of the post. 1, 2, 3 covered with conductive paint.
Pressure disc. 2 It is painted on a press with an effort of at least 340 k. N. Before pressing the working surfaces are lubricated with lubricant cyatima 201 GOST 6267 74. Before assembling the wheel, rubber elements and adjacent surfaces are lubricated with silicone lubrication Si 15 02 TU 6 15 548 85. Tubes pos. 4 and bolts pos. 5 Helling a threaded lock for Lokatet 243 Henkel Loktet, Germany. Tightening force bolts pos. 5 90 + 20 N · m. After assembling the wheel, the electrical resistance between the details of the pos. 1 and 3 should be no more than 5 m. When wearing a bandage to a test ledge into a bandage must be replaced. The replacement of the bandage is made on a wheel pair without crawling the wheel from the axis.
Topic number 6 Transfer of torque from the shaft of the armature of the traction motor on the axis of the wheel pair
The drive shaft is designed to transmit torque from the traction motor to the wheel pair reducer. On the wagons 71 605, 71 608, 71 619, a cardan shaft was applied from the car MAZ 500, shortened due to the cutting of the tubular part. The drive shaft has two flange plugs, with the help of which it is attached on one side to the brake drum flange, on the other hand to the elastic coupling planted on the shaft of the traction engine. The middle part of the cardan shaft is made of steel solid-dimensional pipe, to one end of which a fork is welded, and to another tip with slots. On the tip, the steel sleeve at one end with the slots (internal), and on the other end with a fork.
Flange plugs are connected to inner forks using two crossbars, on the rays of which needle bearings are mounted. Rays Crosses with needle bearings enclosures are inserted into the eyelashes of flange and internal forks. The internal channels of the crossbars and the oil press in the middle part of it serve to supply lubrication to each needle bearing. The enclosures of the needle bearings are pressed with covers that are attached to forks with two bolts and a locking plate. At the end of the sleeve with the splines there is a carving, which is screwed by a special nut with a ring of the gland, protecting the slotted connection from the penetration of dirt and dust, as well as from the leakage of lubrication. The slotted connection is lubricated using the oil press installed on the sleeve. The drive shaft is balanced dynamically with an accuracy of 100 g.
Malfunctions of the cardan shaft ü The presence of the flange backlane is in the landing site on the shaft of the traction motor or gearbox, the production of holes for the bolts of fastening the cardan shaft flanges more than 0, 5 mm. ; ü Radial gap of the cardan hinge and the rugged luft of the slotted compound exceed the permissible norms installed by the manufacturer (0, 5 mm); ü cracks, jackets, traces of longitudinal workings on the surface of the fingers of the crossbar are not allowed;
Purpose and gearbox reducer Single-stage gearing Novikov. Reducer gear ratio 7, 143. Short and long covers with their extended part are combined with bolts, forming a gear crankcase The upper part of the gearbox crankcase has a pressure hole for installing a breather, which serves to remove the gases obtained during the operation of the oil in the gearbox crankcase. Also in the gearbox crankcase there are 3 holes for fill and control and draining oil from the gearbox crankcase. Holes are spinned with special traffic jams. In the long cover there are two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a glass, is inserted into the neck of the gearbox crankcase.
Reducer tram with the engagement of the Novikov system: 1 - brake drum; 2 - leading conical gear; 3 - gearbox case; 4 - driven gear; 5 - the axis of the wheel pair.
Drum brake brake is designed for a wagon painting (full stop) after the electrodynamic brake is depleted. The brake drum is planted on the conical part of the lead gear gear and is fastened with a crown nut on the threaded part of the lead gear.
Device § Brake drum (diameter 290 300 mm) § Brake pads with overlays 2 pcs. The brake pads are made of steel and have a radius surface to install brake linings. § Eccentric axis 2 pcs. Designed to adjust and install pads on a glass of gearbox; § Scroll fist; § biscuit lever; Scroll fist and a biscuit lever are designed to transfer effort from brake electromagnet (solenoid) through brake pads on the brake drum. § System of levers with rollers and adjusting screws; § Scroll Spring Returns Pads.
The principle of operation drumbal brakes enters work when braking the car after the depletion of the electrodynamic brake at a speed of 4 - 6 km / h. The solenoid is triggered and turning the biscuit lever and the expansion fist around its axis through the adjusting thrust around its axis, thereby the effort from the brake electromagnet through the lever system is transmitted to brake pads. The brake pads are dragged along the surface of the brake drum, thereby comes the painting and a complete stop of the car.
Faults: § wear brake pads (not less than 3 mm are allowed); § In a deficited state, the gap between the pads of the pad and the surface of the drum is less than or greater than 0, 4 0, 6 mm; § oil entering the surface of the drum; § unacceptable backlash in the lever system and in the attachment node of the shods by eccentric; § The drum brake drum brake is faulty; § Not adjusted clearance;
Electromagnetic drive (solenoid) Drum brakes are designed to drive drum brake into operation. Each brake has its own drive, they are installed on the platform of the longitudinal beam.
Solenoid (brake electromagnet) 1 block; 2 drum; 3, 5, 43 lever; 4 fist expathers; 6 Movable core; 7, 10, 13 lid; 8 box; 9 electromagnet valve; 11 diamagnetic gasket; 12 switch switch; 14 cup; 15 anchor; 16 coil; 36, 45 pucks; 17 housing; 18 coil loading; 19 traction; 20 thrust adjustment; 21, 44 axis; 22 lever; 23 Protective coupling; 24 fixed core (flange); 25 Conclusion of the coil; 26 screw adjustment; 27, 3134 Spring; 28, 30 gasket; 29 Ring adjustment; 32 springs lock; 33 - Adjusting screw; 35 sword; 36, 45 pucks; 37 Spherical nut; 38, 40 screw; 39 nut;
The brake electromagnet device consists of the following details: § housing (pos. 26) § Cover (pos. 15) § TMA (pos. 28) § Holding the MOM coil (pos. 23) § Core (pos. 25), to which Anchor is fixed (pos. 19) § Spring (pos. 20) § End switch (pos. 16) § Handling screw (pos. 18), etc.
The brake electromagnet has four modes of operation: driving, brake service, brake emergency and transportation. Riding mode when starting from the place of the tram car on the traction and retaining coil, 24 volt voltage is supplied. As a consequence, the anchor will be pulled to the holding electromagnet and holds the spring compressed. In this case, the limit switch is released and the voltage from the traction coil is removed. The braking spring is held by the MOM coil throughout the rising mode. On the control panel in the driver's cabin goes back the solenoid alarm light, which corresponds to "dismissible".
Brake service mode Office braking at no higher than 4 6 km. / hour is made on the inclusion of the traction coil on the voltage 7, 8 volts, that is, the addition and disconnection of the holding electromagnet occurs. The pulling coil at this time feeds through resistance, due to which the effort on the movable core is equal to half the spring force. The brake electromagnet creates an effort of 40 60 kg. At the position of the driver's controller T 4. After the car is stopped, the traction coils T 4 are de-energized, and the solenoid spring holds the car and serves as a parking brake (when the driver's controller is returning to 0. T 4
The brake emergency mode for emergency braking is removed by voltage with both holding and traction coils, thereby ensuring the rapid braking of the car. Emergency braking is carried out: when the PB is released, when breaking the steep of the crane, in the absence of current from the rechargeable battery. Transportation mode When transporting a faulty car, another car, it is necessary to distort the solenoids with a manual disbursement screw.
Faults: The wagon is not disseminated: q does not receive 24 V voltage on traction and retaining coils, q burned power supply fuses TMM and MOM, q Mechanical fault of the lever drum brake brake, q was faulty with a terminal solenoid switch, q. The presence of cracks on the electromagnet lid, q Incorrect electromagnet adjustment and drum brakes, Q is broken by the solenoid fastening on the platform of the longitudinal beam.
Rail brake (RT) TRM 5G Rail brake (RT) is designed for emergency stop of the car to prevent emergency and emergency cases (hitting people or other obstacles). The braking force is created by friction of the surface of the Republic of Tajikistan about the rail head. The force of attraction of each brake is 5 tons (20 tons of general).
The device on the longitudinal beam of the trolley is a bracket (2 pcs), which, through the springs of stretching or compression, the rail brake is suspended. PT food is made from AB (+24 V). The RT is an electromagnet with an electrical winding and core. To limit the movement of the RT in the horizontal plane, restrictive brackets are installed.
Faults Ø Suspension springs failure or residual deformation; Ø The gap between the surface of the rail brake and the rail head exceeds 8 12 mm. ; Ø Rail brakes in relation to the rail (not parallelism); Ø Burning fuse in the chain of the RT; Ø No contact in the positive or minus wire of the RT.
On the wagons 71 605, the opening and closing of the doors is carried out using the drives from the control panel. The door drive is installed in the cabin on the frame at each door. It consists of an electric motor (a refined generator g 108 g) and a two-stage caulial cylindrical gearbox with a gear ratio 10. The output shaft of the gearbox with an asterisk protrudes over the outside of the wagon and through the drive chain is connected to the door of the door. The chain from the inside of the door is closed by a casing. Auxiliary asterisk is installed to provide an angle of pickup asterisk chain. The shooting nut of the drive must be adjusted and strokes at the calculation of pressure on the door sash when closing no more than 15 20 kg. In extreme positions, the drive turns off automatically using the terminal switches (VC 200 or DCP 3. 5).
PD 605 Drive DOOR 605 Drive Created on the basis of the torque valve engine DVM 100. It does not have a gearbox and directly transmitting rotation to the door chain of the tram car 71 605. In addition to the engine, the lock is installed in the case, which prevents the display of the door to the engine and de-energized . There is an emergency opening. The drive of the PD 605 door operates in the control unit of the Bud-605 M. In the block implemented a programmable door finish before closing at low speed, thereby excluding a blow to the door. The drive automatically without terminal switches determines the extreme position of the door.
The drive of the PD 605 door is installed instead of a regular drive and is attached to the semi tram four bolts M 10. Installations of any additional structural elements are not required. Electrically drive PD 605 is connected to standard wires. In addition to the PD drive 605, you must bring one power wire with a voltage of +27 V from the door to the door opening token. At the moment, PD 605 is installed on the car number 101. Rated voltage, in 24 rated current, and 10 door closing time, from 3 weight, kg 9
On the wagons 71 608, the control drive consists of an electric motor, a single-stage worm of a cylindrical gearbox. In the extreme positions of the door (closed and open), the electric drive turns off automatically using non-contact sensors that are installed in the appropriate belt near each door. To turn on the sensors on the door carriage, plates are installed. The mounting of the doors and sash is carried out through carriages, which in turn are installed on a rigidly fixed guide to the body frame.
Two fixing points have from extriving the doors and sash. The first fixing point is located at the level of the subcourse through the guides that are attached to the bottom belt and the door frame of the body and the shaped roller, fixed motionless on the doors and sash. The second locking point is a crown, fixed motionless on the lower steps two pieces on the door and on the leaf through the lower guides, welded to the frameworks of the doors and sash. Protective movement of doors and sash is made by gear transmission, driven by electric drives
PD 608 Drive Door Drive 608 was created on the basis of a torque valve engine DVM 100. It does not have a gearbox and directly transmitting rotation to the gear rail of the door tram car 71 608. In addition to the engine in the case, a locking mechanism is installed, which prevents spontaneous opening of the door on the go and in a de-energized condition. There is an emergency opening. The drive of the PD 608 door operates in the control unit 608 M. In the block implemented a programmable door finish before closing at low speed, thereby eliminating sashing in extreme positions. The drive automatically without terminal switches determines the extreme position of the door.
PD drive 608 drive is installed instead of a regular drive and attached to a platform with three bolts M 10. Installations of any additional structural elements are not required. Electrically drive PD 608 is connected to standard wires. In addition to the PD drive 608, you must bring one power wire with a voltage of +27 V from the door to the door opening one. At the moment, PD 608 is installed on the car number 118. Rated voltage, in 24 rated current, and 10 door closing time, from 3 weight, kg 6, 5
The sandbox is designed for drowning dry sand on the rail head under the right wheels of the front and left wheels of the rear trolley. The subflink of the sand provides an increased clutch of the wheel with a rail head, which prevents the bounce and the SMZ car. The sandboxes are installed in the cabin of the car and are located under passenger seats on the front and back of the cabin. The sandbox is triggered by: when pressed on the sandbox pedal; When breaking the stop of the crane; in case of emergency braking (TR); When spending pedals (PB)
Consists base; Bunker for storing dry sand; Electromagnet is intended for opening and closing the pallet; Valve; Lever system for transferring force from an electromagnet to the valve; Rubber sleeve for direction and supply of sand on the rail head; Heating element TEN 60 for heating dry sand.
Sand faults is not fed to the rail head; (Cause: The sleeve is clogged with mud, snow or ice). electromagnet faulty (the valve does not open or not closes) the absence of sand in the bunker due to its leakage through the non-adjusted valve; overflowing the hopper sand or wake up past the sand; raw sand; blocked fuses; The valve is not properly adjusted.
Wiper power supply of a wiper motor 24 V. Power of a wiper motor 15 W, the number of double strokes of the wiper - 33 per minute. The turning on the wiper into the work is carried out by the Switch "Wiper cleaner".
Coupling devices are intended for claps appliances for connecting wagons on the system of many units, as well as to tow the faulty car to another. Automatic coupling devices were distributed on modern cars. Coupling appliances with hinges are attached to the frame with both ends of the car. They are based on the refuge. When operating a wagon in a "single", the rod of the coupling device must be pressed to the spring using a special retainer.
It consists of a rod, a bracket with rubber shock absorbers, a roller with a nut, head with an automatic clutch mechanism, handle, spring. The head is granted a form that allows you to adapt it with a similar head of the coupling device of another car. The coupling is carried out by two pins, which are inserted into the holes with replaceable bushings under the height of the springs. In addition, there are plugs intended for towing a faulty car with a spare hitch on the ends of the carriage.
The order of the hitch of the carriages with regular coupling devices (autospar) on the carriage is applied autotherapy, designed to work on the system of many units and for towing one fleet of others. The hitch of carriages by regular coupling devices can be performed only on the direct and horizontal portion of the path in the following sequence: a good car move to a faulty to a distance of about 2 m; Removable handle Insert in the grooves of the autot arm and check the ease of the pins roller. After checking the arms lever, lower down. Checking on both coupling devices;
Release coups from fixing brackets and install them in a straight position but the Vagon axis against each other. Coupling devices can be adjusted in height with a screw under them, which is also rotated using a removable handle; Making advantage of the correct position of the motor arches, the crossing comes out of the danger zone and gives a signal to the driver of a serviceable car for rapprochement; Driver moving on a manower position of the controller when the "Brake" button is pressed, connects the autospots of both wagons; The crossing visually checks the reliability of the autosparpers, i.e., the depth of the navigation depth of both pins rollers on the control groove, which should be at the end of the stopper (the arms levers at the same time should be in the lower position);
Rates of the arrivals are made by turning the arms of the autospots in the upper position with the help of a removable handle. Attention! The hitch of wagons on curves and slopes should be made only additional coupling devices! Semi-automatic coupling device Vagon 71 619 K.
The order of the hitch and cutting cars using folding semi-automatic coupling devices. Folding semi-automatic coupling devices are used on the wagons 71 623, designed to connect cars to the train along the system of many units, as well as to tow the same type of faulty wagons. To access the coupling device, you need to remove the bottom of the front or rear body cladding, which is attached to the frame with four screws with the head of the floor crossing screwdriver. In the folded state, the hitch is fixed using a pin and a retainer. Before the coupling of the wagons, you need to fix the hitch in the unfolded state with the pin with the clamp. Capture cars with semi-automatic coupling devices can only be in direct portions of the path.
The hitch of the wagons is performed in the following sequence: a serviceable car to bring to a faulty to a distance of about 2 meters; Check the light roller movement of the pin on the coupling devices of both wagons. For this, the removable handle attached to the car is alternately inserted into the grooves of the arms and raise the levers up. After checking both levers, drop down until it stops: release the coupling devices of both wagons from fixing brackets and install them in a straight position towards a friend. If necessary, the position of the coupling device in height can be adjusted, rotating the screw with the removable knob, located under the hitch; Making advantage of the correct mutual position of the coupling devices, the driver of a serviceable car must produce a light mutual collision of the coupling devices on the 1st chassis of the controller:
Before towing, check the reliability of the autospar connection, i.e., the depth of the pins rollers on both coupling on the control grooves on them; After the end of the coupling process, distort the faulty car and proceed to its towing. Cutting crawls are made in the following sequence: slow down the faulty carriage brake, in the presence of a slope to put the anti-taking shoe; With the help of a removable handle, raise the arms levers on both cars in the upper fixed position; take a good car from faulty; Return the arms levers on both cars to the lower position, fold and consolidate the autospar.
The body of the car model 71 619 The carcass of the carriage of the car is assembled from steel straight and bent profiles of various cross-section, interconnected by welding. The outer sheath of the body is made of steel sheet welded to the frame, the inner side of the sheets is covered with anti-net material. The roof cover is made of fiberglass. Body frame racks allow installation in the composters cabin. The inner lining of the walls and the ceiling is made of plastic and fiberglass, whose joints are blocked by aluminum and plastic strokes. Walls and ceiling have thermal insulation installed between the inner and outer trim.
The floor of the car is assembled from plywood plates and is covered with a non-slip wear-resistant material raised by 90 mm in the walls. For access to the underground equipment in the floor, hatches covered with covers are provided. In the cabin there are controls, alarm and control devices, a driver's seat, a wardrobe with electrical equipment, a device for lowering a current collector, a fire extinguisher, a cabarifer of the cab heating, a cabin review mirror, cab lighting lights, ventilating installation and a sun-s-exchange device. To declare stops, the cabin is equipped with a transport loud-speaking device (TSU). The driver's seat meets the high requirements of the workplace ergonomics. It has adjustments in the longitudinal and vertical direction of pillows, angle of inclination of the back. A stepless mechanical suspension has a manual adjustment by the weight of the driver in the range from 50 to 130 kg.
In the passenger cabin of the car there are 30 seats. For standing passengers, the salon is equipped with horizontal and vertical handrails and fences. To illuminate the cabin in the dark on the ceiling, two lighting lines are installed, located in two rows. Four TSU dynamics are built into lighting lines. The 4 buttons of the "Emergency Opening" and 4 buttons of the "Emergency Manual Opening of the Doors" are installed above each door. Also in the cabin installed 3 - Stop Crane. Four "call" buttons, to drive the driver, installed in the right top covers near each door.
The doors on the cars of the model 71 619 wagon are equipped with four doors internally turning. The first and fourth doors are single, the second and third are duplex. Doors canvas are made of fiberglass reinforced with metal mortgages. The upper part of the door is glazed by the attach method. For sealing doors, special rubber and aluminum profiles are used.
The main bearing door suspension element is the standing of poses. 1 with levers fixed on them, motionless lower and moving top poster. 2. In the levers, shanks of rotating hinges poses are fixed. 3, which are rigidly connected to the door and transmit rotation with the riser. A bracket poses on the top edge of the door. 4 with bearing pos. 5, which moves on the p - shaped guide pos. 6, reports the door to the specified trajectory of movement. On the lower edge of the door, a bracket with a height-adjustable finger is installed, which gives the stability of a closed door at a pressure on it from the cabin and outside the car. The lower end of the riser is installed in a support that is mounted at the floor level of the car. The top is installed in the centering bearing and is associated with the output shaft motor gearbox pos. 7 through levers pos. 8, pose. 9 and couplings pos. 10.
Door drive consists of a gearbox motor, drive control unit pos. 12 and terminal switch pos. 13. Motor gearbox serves to open and closing the doors. The control unit processes signals from the gearbox motor and the limit switch. The limit switch gives a command to stop the door when closing and works paired with a plank pos. 14, installed on a bubbling lever (rocker) drive drive. eleven.
13 4 14 5 6 7 12 15 11 9 1 0 3 8 2 1 Suspension Doors and Door Drive 1 - Stanker, 2 - Upper Lever, 3 - Hinge, 4 - Bracket, 5 - Bearing, 6 - Guide, 7 - Motor Reducer , 8 - lever, 9 - traction, 10 - coupling, 11 - biscuit lever, 12 - drive control unit, 13 - terminal switch, 14 - Planck, 15 - lever.
Thus, in case the door is underwritten, you must open the progress cover and check the strip mount. The work program of the doors provides for the rollback of the door in the event of an obstacle when closing or opening. The thrust transmitting rotation with the gearbox motor onto the riser is made in such a way that when the doors are closed, the axis of thrust located on a biscuit lever passes the "dead point" with a gear motor axis. This guarantees reliable locking of doors. All doors are equipped with a "Emergency door opening" button, when you click on which the doors are opened automatically from the drive. In the event of an emergency and the need to open the doors manually, it is necessary to remove the bilette lever from the "dead point" by means of a special lever of pos. 15, fixed on the rocker post. eleven.
On the lever directly affects the push button mounted on the door casing. The button must be pressed to the stop (about 40 mm), after which the door can be opened manually. When the doors are closed, the emergency manual door opening mechanism is automatically driven to its original position. Emergency manual opening buttons are equipped with appropriate signs.
Setting and adjusting doors It is necessary to produce, observing the following conditions: 1. The output shaft motor gearbox should be located at an equal distance from the door risers in the middle openings and at the same distance (660 mm) from the riser in the front and rear openings, as well as on A distance of 110 mm from the inner surface of the metal structures of the wagon sidewalls. 2. The levers on the doors should be installed in such a way that with closed doors they are directed towards the drive at an angle of at least 300, while the distance from the axis of the conical opening in the lever to the sidewall must be 110 ... 120 mm.
After performing these conditions, the biscuit lever should be installed on the output shaft of the gearbox parallel to the longitudinal axis of the car and combine with levers by means (attention should be noted that traction poses 9 have left threads, as well as one of the threaded holes of the coupling performed with the left thread ). Using couplings pos. 10 Tighten the thrust until the door fit to the opening seals. After tightening the clutch, it is necessary to additionally check the size of 110 ... 120 mm, and if it decreases it to release the lever and turn it on a riser on one slot towards the door opening. This setting allows you to maximize the load on the thrust, especially high in the initial point of the opening, when the levers exit from the dead point (of the two doors drive, a traction located from the side of the sidewall is operated on the most favorable conditions).
Log switch pos. 13, working paired with a plank pos. 14, it should be installed in the center of the plank at closed doors. The gap from the plank to the terminal switch should be 2 ... 6 mm. If the bar is installed correctly, and the drive and door levers are adjusted according to paragraph 1 and 2, then when the doors are closed, curved traction poses. 9 smoothly cross the "dead point" and without hitting the "in the castle" with each other. On the front and rear doors, the role of the core of the second thrust plays the stop, installed in the free shoulder of the rocker. The adjustment and adjustment of doors should be carried out when the drive power is turned off. Before turning on the power, you should manually close the door and translate the rocker to the final position at which the bar will be directly under the terminal switch.
In this position, when power is turned on, the end position sensor is triggered and the door opening is possible for any angle to the maximum adjustment. Adjusting the angle of the maximum opening of the door is carried out by selecting the adjustment resistor on the board of the control unit 2 4 and is manufactured at the manufacturer (CANNA CANNA CJSC) or its representatives. If, when the power is turned on, the door was not completely closed and, accordingly, did not work the sensor of the end position of the door, then the door opening is impossible from this position.
It is possible only to closing the door and then (if the sensor does not work) opening to the door position when power is turned on. If when the door is closed, the entire end position sensor has been closed, then the door opening becomes possible to any angle to the maximum adjustment. Thus, when a failure occurs in the operation of the doors, a sudden power outage, etc., after turning on the power, the priority has the "Close" command, i. Doors should first close before the terminal switch and the appearance of the corresponding signal on the driver's console. After that, the doors are ready to work.
The body of the carriages of the model 71,623 the body of a wagon with an all-welded carrier frame, made of hollow elements of square and rectangular pipes, as well as special bent profiles, one-sided layout with four rotary-type doors on the right side. Two middle doors two-dimensional width 1200 mm, extreme single 720 mm width. The floor of the car in the cabin is variable, in the extreme parts of the body has a height of 760 mm above the level of the rail head level, in the middle part 370 mm. The transition from high gender to low implemented in the form of two steps. In the cabin there are 30 seats. The total capacity reaches 186 people at a rated load of 5 people 2.
Lighting is made by two light lines with fluorescent lamps. Forced ventilation is carried out through the holes in the roof of the car, natural through the vents and open doors. Heating is performed using electric furnaces located along the side walls.
The carriage brake is equipped with electrodynamic recuperatively robust, mechanical disk and electromagnetic rail brakes. Mechanical disk brake has a wheeled drive. The electric equipment of the car provides service electrodynamic recuperative braking from the maximum speed to zero, with an automatic transition to the rigorous braking and back when the voltage is exceeded in the contact network of more than 720 V, automatic protection against acceleration bucking in areas of the path with degraded clutch conditions with rails.
Another tram car is equipped with a radio transmission unit, sound and light alarm, protection against radio interference and thunderstorms, as well as rosettes of intervagon compounds, sandboxes and mechanical coupling. The car has an information system consisting of four information board (in front, behind, on the right side of the front door and in the cabin) and the autoinformer, the Internet. The management of the information system is carried out centrally from the driver's cab.
Birthday of this wonderful type of transport is March 25 (April 7 in a new style) of 1899, when from Brest (now Belorussky) towards Butyrsky (now Savorylovsky), the station went to the first flight wagon bought in Germany at Siemens and Galsk . However, urban transport was Moscow before. His role was performed by decimal creases that appeared in 1847, nicknamed "rules".
The first rail equestrian tram was arranged in 1872 to serve visitors to the Polytechnic Exhibition, and immediately fell in love with citizens. The wagon of the konka had an upper outdoor area, called the imperial, where a steep spiral staircase led. This year was presented at the parade konky car, recreated by old photos based on the preserved frame converted into the tower to repair the contact network.
In 1886, a steam tram began to run a steam tram to Petrovskaya (now Timiryazevskaya) to Petrovskaya (now Timiryazevskaya), gearly called Muscovites. Because of the fire hazard, he could only walk on the outskirts, and in the center, the first violin played cabings.
The first regular route of the electric tram in Moscow was laid from Butyrskaya Ocpopa to the Petrovsky Park, and soon the paths were laid even on Red Square. From the beginning to the middle of the 20th century, the tram held a niche of the main public transport of Moscow. But the horse did not immediately reach the scene, only since 1910, the coofers began to move on the car trades, and the conductors simply moved from an equestrian tram to electric without additional training.
From 1907 to 1912, more than 600 was supplied to Moscow wagons of the brand "F" (lamppar), Mentakened at once three plants in Mytishchi, Kolomna and Sormovo. 
At the 2014 parade showed "F"restored from the cargo platform with trailed car type MAN (Nureverbzhsky).
Immediately after the revolution, the tram network came into decline, the passenger traffic was upset, the tram was used mainly to transport firewood and food. With the arrival of Nap, the situation began to gradually improve. In 1922, 13 regular routes earned, the release of passenger cars rapidly, the Parrovichka line was electrified. At the same time, the famous routes "A" (on the Boulevard Ring) and "B" (in the garden, later replaced by trolleybus) arose. And there were still "in" and "g", as well as the Grand Ring Route "D", which existed not long.
After the revolution, the three plants mentioned moved to the release of the BF brand (BCF), many of which went through the Moscow streets until 1970. In the parade participated "BF" carSince 1970, which has been towing work at the Sokolnic Car Repair Plant. 
In 1926, the first Soviet tram of the KM (Kolomna Motor), which had increased capacity was stood on the rails. The unique reliability allowed the trams of km to stay in the ranks as well as 1974.
The story of the parade vagon KM number 2170 Unique: It is in him Gleb Zheglov detained a brick pocket in a telephone "The meeting place cannot be changed", the same tram flashes in the "Pokrovsky gate", "Master and Margarita", "Cold Summer 53rd", "The Sun shines to everyone", " Legal marriage, "Mrs. Lee Harvey Oswald", "Stalin's funeral" ... 
The highest flourishing Moscow tram reached 1934. On a day he transported 2.6 million people (with the then four-mild population). After the opening of the subway in 1935-1938, the volume of traffic went to the decline. In 1940, a schedule of work trams was formed from 5 am to 30 minutes to 2 o'clock in the morning, acting so far. During the Great Patriotic War, the tram movement in Moscow was almost never interrupted, even a new line was laid in Tushino. Immediately after the victory, work began on the transfer of tramways from all the main streets in the city center to less loaded parallel streets and alleys. This process continued for many years.
To the 800th anniversary of Moscow in 1947 at the Tushinsky factory developed mTV-82 with a housing unified with TrolleyBus MTB-82. 
However, due to the broad "trolleybus" dimensions of MTV-82, did not fit into many curves, and next year the form of the cabin changed, and a year later, the production of the Riga Carriage Plant was transmitted. 
In 1960, 20 copies delivered to Moscow tram RVZ-6. Only 6 years old, they were exploited by the Apaakovsky depot, after which they were transferred to the victim from the Earthquake Tashkent. The PBZ-6 shown in the parade No. 222 was kept in Kolomna as a tutorial. 
In 1959, for Moscow, they purchased the first batch of significantly more comfortable and technological wagons Tatra T2.Opened "Czechoslovak Era" in the history of the Moscow tram. The prototype of this tram served the American car such as RCC. It is difficult to believe it, but participating in the parade "Tatra" No. 378 for many years was a barn, and for its recovery it took tremendous efforts. 
In our climate "Czechs" T2 showed themselves unreliable, and almost specifically for Moscow, and then for the entire Soviet Union, the Tatra-Smokhov plant began to release new trams T3.. It was the first car of high comfort, with a large spacious driver's cabin. In 1964-76, Czech cars fully disappoint old types from Moscow streets. In total, Moscow purchased more than 2000 trams T3, some of which are still exploited. 
In 1993, they acquired several more wagons TATRA T6B5 and T7V5, We served only until 2006-2008. They also participated in the current parade. 
In the 1960s, it was decided to expand the network of tram lines in those residential arrays where the subway would not have come soon. Thus appeared "high-speed" (isolated from the roadway) of the line in Medvedkovo, good-mpvniki, Novogireevo, Chertanovo, Strogino. In 1983, the Executive Committee of the Mossovet decided to build a few flying lines of the high-speed tram in Butovo microdines, Koshino-Zhulebino, new Khimki and Mitino. The subsequent economic crisis did not allow these ambitious plans to be implemented, and transport problems were already solved in our time when laying the subway.
In 1988, due to lack of funds, the procurement of Czech cars stopped, and the only way out was the acquisition of new domestic trams of relatively worst quality. At this time, the plant of the Ust-Katavsky Carriage Plant in the Chelyabinsk region mastered the release models KTM-8. Especially for narrow Moscow streets, the KTM-8M model with a reduced dimension was developed. Later new models were supplied to Moscow KTM-19., KTM-21 and KTM-23.. None of these machines participated in the parade, but every day we can observe them on the streets of the city. 
Throughout Europe, in many Asian countries, in Australia, the latest high-speed tram systems with low-voltage wagons moving along a separate canvase are now created. Often for this specially remove the movement of cars from the central streets. Moscow cannot refuse the world vector of public development, and last year it was decided to buy 120 cars like Foxtrot of the joint production of the Polish company PESA and Uralvagonzavod.
The first in Moscow at 100% low-profil wagons is assigned numeric name 71-414. A car length of 26 meters with two joints and four doors accommodates up to 225 passengers. A new domestic tram KTM-31 has similar characteristics, but its low-flow only 72%, but it is one and a half times cheaper. 
At 9:30, trams started from the depot. Apakov on pure ponds. I rode in MTV-82, passing the column from the cockpit and the tram salon. 
The post-war types of wagons walked behind. 
Ahead - pre-war, on the way I encounter with modern CTM wagons. 
Muscovites were surprised by an unusual procession, many lovers of retro trams with cameras were collected in some sites. 
According to the photos of the salons and driving cabins presented below, the cars participating in the parade can be assessed which evolution did the Moscow tram in 115 years of its existence:
Cabin Wagon KM (1926).
Tatra T2 cabin (1959).
PESA Cabin (2014).
Salon km (1926).
Salon Tatra T2 (1959).
Pesa salon (2014 year).
Pesa salon (2014 year).
