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.
Urban and intercity electric vehicles have become for a modern man with the usual attributes of his daily life. We have long been not thinking about how this transport gets food. Everyone knows that cars are filled with gasoline, bicycle pedals are twisted by cyclists. But how do electric types of passenger transport eat: trams, trolleybuses, monorail trains, metro, electric trains, electric carriers? Where and how is the driving energy come to them? Let's talk about it.
In the old days, every new tramway was forced to have its own power plant, since the general use networks were not sufficiently developed. In the 21st century, energy for the tram contact network is served from general purpose networks.
Power is carried out by a constant current of relatively low voltage (550 V), which would simply be favorably transmitted to considerable distances. For this reason, near the tram lines, traction substations are placed on which the alternating current from the high voltage network is converted to a constant current (with a voltage of 600 V) for the tram contact network. In cities where trams and trolley buses go, these types of transport usually have a common power plant.
On the territory of the former Soviet Union, two electrical supply schemes of contact networks for trams and trolleybuses are presented: centralized and decentralized. The centralized appeared first. In it, large traction substations equipped with several converter units served all the lines adjacent to them, or lines that are at a distance of 2 kilometers from them. Substations of this type are located today in the areas of the high density of tram (trolleybus) routes.
The decentralized system began to form after the 60s, when trams flying lines, trolley buses, metro, as from the city center along the highway, to the distant district of the city, etc. began to appear.
Here, for every 1-2 kilometer, the traction substations of low power with one or two converter units, capable of nourishing the maximum of two parts of the line, and each section at the end can be fueled by a neighboring substation.
So the loss of energy turns out to be less, because the feeder sections go shorter. In addition, if an accident occurs on one of the substations, the line of the line will still remain energized from the neighboring substation.
Contact tram with a DC line is carried out through a current receiver on the roof of its car. It can be a pantograph, half-pengintograph, rod or arc. The contact wire of the tram line is usually suspended easier than railway. If the rod is used, the air arrows are arranged like trolleybus. Current removal is usually carried out through rails - to the ground.
The trolleybus contact network is separated by sectional insulators on the segments from each other, each of which is attached to the traction substation using feeder lines (air or underground). This easily allows you to selectively disable individual sections for repair in case of damage. If the fault happens with the feed cable, it is possible to install jumpers on insulators to power the affected section from the neighboring (but it is an abnormal mode associated with the risk of feeder overload).
The traction substation lowers the alternating current of high voltage from 6 to 10 kV and converts it to a constant, with a voltage of 600 volts. The voltage drop at any point of the network, according to regulations, should not be more than 15%.
The trolleybus contact network is different from the tram. Here it is double, the land is not used to remove the current, so this network is more complicated. Wires range from each other at a short distance, therefore it takes particularly thorough protection against rapprochement and closure, as well as insulation on places intersection of trolleybus networks with each other and with tram networks.
Therefore, special funds are installed on places of intersections, as well as arrows at the branch places. In addition, a certain adjustable tension is maintained, protecting the wires during winds during wind. That is why the rods are used to supply trolley buses - other fixtures simply will not allow compliance with all these requirements.
The trolley buses are sensitive to the quality of the contact network, because any of its defect can serve as a bargaining bar. There are norms according to which the angle of fracture at the point of attachment of the rod should not be more than 4 °, and when turning at an angle of more than 12 °, the crooked holders are installed. The current collecting shoe moves along the wire and cannot turn along with trolleybus, so arrows are needed here.
Many cities of the globe recently have monorail trains: in Las Vegas, in Moscow, Toronto, etc. They can be found in the amusement parks, in zoos, monorails are used to review local attractions, and, of course, for the urban and suburban report.
The wheels of such trains are not made at all of the cast iron, but from cast rubber. Wheels simply direct the monorail train along the concrete beam - the rails on which the track and the line (contact rail) of the power supply is located.
Some monorail trains are arranged in such a way that they would like to be placed on top, just like a man sits riding a horse. Some monorails are suspended to the beam below, reminding the giant lantern on the post. Of course, the monorail roads are more compact than ordinary railways, but their construction is more expensive.
Some monorails have not only wheels, but also an additional support based on the magnetic field. Moscow Monorails, for example, moves just on a magnetic cushion generated by electromagnets. Electromagnets are located in rolling stock, and in the canvas of the guide beam - constant magnets cost.
Depending on the direction of current in the electromagnets of the movable part, the monorail train moves forward or backward on the principle of repulsion of the same name magnetic poles - the linear electric motor works.
In addition to rubber wheels, a monorail train has a contact rail, consisting of three-generating elements: plus, minus and earth. The supply voltage of the monorail linear motor is constant, equal to 600 volts.
The metro electric trains receive electricity from the DC network - as a rule, from the third (contact) rail, the voltage on which is 750-900 volts. Permanent current is obtained on alternating current substations with rectifiers.
The contact of the train with the contact rail is carried out through the movable current collector. There is a contact rail of rights from paths. The current collector (the so-called "current-acting paw") is located on a carriage trolley, and pressed against the contact rail from the bottom. Plus is located on the contact rail, minus - on the rails of the train.
In addition to the power current, a weak "signal" current required for the locking and automatic switching of traffic lights is flowing. Also, the rails are transmitted information to the driver's cabin on the lights of traffic lights and the resolved metro train speed in this area.
Electrovoza is called a locomotive driven by a traction electric motor. The engine of the electric locomotive is powered by the traction substation through the contact network.
The electrical part of the electric locomotive general contains not only traction engines, but also voltage converters, as well as devices that connect to the network engines and so on. Electric locomotive equipment is on its roof or hoods, and is intended to connect electrical equipment with the contact network.
The current collector with the contact network provides current drivers on the roof, then the current is supplied through tires and passing insulators to electrical apparatus. On the roof of the electric locomotive there are dialing devices: air switches, current generic switches and disconnectors to disconnect from the network in case of a current receiver. Through the tires, the current is fed to the main input, to converting and regulating devices, on traction engines and other machines, then - on the wheeled pairs and through them - on the rails, to the ground.
Adjusting the traction force and the speed of the electric locomotive is achieved by changing the engine anchor voltage and varying the excitation coefficient on collector engines, or adjustment of the frequency and supply voltage of the supply current on asynchronous motors.
Voltage control is performed in several ways. Initially, on the DC electric locomotive, all its engines are connected in series, and the voltage on the same motor of the eight-axis electric locomotive is 375 V, at a voltage in the contact network of 3 square meters.
A group of traction engines can be switched from a serial connection - to sequential-parallel (2 groups of 4 engines, connected in series, then the voltage to each engine is 750 V), or by parallel (4 groups of 2 consecutively connected engine, then the voltage is one Engine - 1500 V). And to obtain intermediate voltage values \u200b\u200bon the engines, in the chain are added groups of retakes, which allows you to adjust the voltage with steps of 40-60 V, although it leads to the loss of a part of electricity on the risostats in the form of heat.
Electricity converters inside the electric locomotive are necessary to change the type of current and lower the voltage of the contact network to the necessary values \u200b\u200bcorresponding to the requirements of traction electric motors, auxiliary machines and other chains of the electric locomotive. The transformation is carried out directly on board.
On the AC electric locomotives, a traction transformer is provided for lowering the input high voltage, as well as rectifier and smoothing reactors to obtain a DC from the variable. Static voltage and current converters can be installed for powering auxiliary machines. Inverters with asynchronous drive of both generics, traction inverters are used, which convert a direct current into an alternating current of the adjustable voltage and frequency supplied to traction engines.
Electric train or electrician classic takes electricity with current collectors through a pin wire or pin rail. Unlike the electric locomotive, electric tractors are located both on motor cars and trailed.
If the current is fed to trailed wagons, the engine carrier is powered through special cables. The current consumption is usually the top, from the contact wire, it is carried out by the current collectors in the form of pantographs (similar to tram).
Usually a single-phase current collector, but there is also three-phase when the electric train uses a special design toxes for separate contact with multiple wires or contact rails (when it comes to the metro).
Electrical electrical equipment depends on the generation of the current (there are an electric train of DC, AC or two-system), the type of traction engines (collector or asynchronous), the presence or absence of electrical braking.
Basically, electrical equipment of electric trains is similar to electrical equipment of electric locomotives. However, on most models of electric trains, it is placed under the body and on the roofs of the wagons to increase the passenger space inside. The principles of control of electric train engines are about the same as on electric locomotives.
Production report from one of the oldest tram depot in Moscow, in 2012 he will be 100 years old! During this time, all types of trams have passed through the depot gate, ever operated in Moscow.
Tram - Historically, the second type of Moscow city passenger transport, successor. In 1940, the share of trams in the transport of passengers in the city reached 70%, and according to 2007, only about 5%, although in some of the outskirts (for example, in the metrogodka), it is the main passenger transport that allows you to quickly reach the subway. The largest density of tram lines in the city is located in the east of the center, in the area of \u200b\u200bthe Jauza River.
1.
Now in the depot of the name of Rusakov, 178 trams, among whom a linear-rolling stock (passenger trams) are included, as well as snowplows, groovers, rails, tracksters, passioners and polywer wagons. Depot serves nine routes: 2, 13, 29, 32, 34, 36, 37, 46 and 4th right ring.
2.
The left four-third route serves the Bauman Depot.
3.
There is such a concept as "opening a route." Early in the morning the first tram leaves the depot and without stopping (zero flight) goes to its end item, from where at about 4:30 another opens the route. In case of breakdown, the first tram is always ready for the reserve to be sure to open the route at the set time. End the trams to work around at night. On weekdays, up to 120 trams, about 100 days, are over weekends to the city of Rusakov's depot.
4.
For a full day, two driver shifts on the tram, and the carriage itself runs on average 250 kilometers. Maximum can reach 400 kilometers.
Each driver has a set of documents:
- Logbook on maintenance, which includes applications from the driver for repair and marks of specialists in performed works
- a travel sheet, which marks the arrival of the tram to the end items and the time of departure and arrival in the depot
- driver's license (rights)
- Insurance Policy
- Schedule on arrival time to each stop. The one who often goes on the tram from the end stops should have noticed that trams really had a certain schedule. Of course, the Moscow movement, traffic jams, as well as the increased time for the loading of passengers due to validators do not always allow to strictly follow the specified schedule.
5.
The full mileage of the tram for all time of operation can reach 750,000 kilometers. Some trams serve 15 years or more (especially in the regions).
6.
For a durable tram service, its planned warning is produced. The repair shop and maintenance of rolling stock includes 32 viewing "ditch". On them
daily drive 20 cars on-1 and overnight carry out all the necessary work. To 10 trams every day, up to 10 trams, where more complex work is being conducted with the disassembly of all equipment, this repair has been occupied for several days.
7.
That-1 each car takes place once a week, then-2 - once a month.
8.
The usual tram weighs about 20 tons.
9.
Every 60,000 kilometers is a planned "medium" repair, where the tram is almost completely understandable, all nodes and aggregates are checked. After four such large repairs (approximately 240 thousand km run), the wagon goes to the tram plant for overhaul.
10.
Import element tram - wheeled cart. It contains engines, gearboxes and braking devices. On all cars, four 50-kilodate engines are installed, one for each axis.
11.
Motor workshop where the diagnostics and repair of electric motors are diagnosed. Environmental transport costs the city in summer, an average of 1.7 MW * h per month, in winter - up to 2.4 MW * h (2008 data on the name of Rusakov).
12.
To move heavy nodes and parts, crane beams are used.
13.
A number of gearboxes.
14.
The trolley is equipped with three types of brakes:
. electrodynamic (traction electric motors in generator mode, returning the energy back to the network)
. Drumbell with spring electromagnetic drive (similar to car brake)
. Rail electromagnetic (emergency braking)
For service braking, an electrodynamic brake is served, which reduces the vehicle speed almost to zero. Motion to a complete stop is made by drum brake. For emergency braking, a magnetic-rail brake is used, where the shoe is enhanced to the rail, and its pressing of its pressed can exceed the weight of the tram several times.
15.
Driver cabin tram 71-608. Such trams are now the majority in the Moscow streets.
16.
Gradually, old trams are outstanding new models - 71-619 with an improved control panel, fault diagnostic system and notice-type doors.
17.
In 2009, 29 new cars received a depot. Each such tram costs about 10 million rubles, and overhaul at the factory costs 300 thousand rubles.
18.
Also a lot of money leaves for the repair of trams after the cases of vandalism. For example, the rear window of such a tram will cost 60 thousand rubles.
19.
Most often, trams are used in solitary mode, less often - as part of a train from two cars. And in the old days on the street you could see three trams in the coupling.
20.
If an accident occurred, a commission is going to, which decides what to do with the tram is to repair themselves in the depot (if the frame is not damaged), send to the factory or write off.
21.
You can write off the old tram that is already too expensive.
22.
The car is disassembled on parts, and the remaining body is saw and sent to scrap metal.
23.
Snowpot.
24.
25.
Greeting in the base of the Czech tram Tatra T3.
26.
A gaunturic trolley is triggered to it.
27.
The railshit on the basis of the tram KTM-5.
28.
29.
Rusakov's depot One of the first to put into operation a mechanized washing machine for rolling stock. Especially for our visit we wash a rare tram of the RVZ-6 Riga Carriage Plant.
30.
For a huge number of cities, this car has become the main model of the tram.
31.
This instance got a depot in a terrible state, rusty and all covered with moss. He was renovated, and now he takes a worthy place in the capital collection of trams.
32.
In Moscow, such trams were operated from 1960 to 1966.
33.
In Kolomna daily went to the streets of dozens of RVZ until 2002!
34.
35.
36.
View in the direction of the depot and fuel route.
Thanks to all employees of the depot of the name Rusakov, who participated in the organization of shooting and helped writing texts! Also used in the description of materials from Wikipedia.org sites and tram.ruz.net
Take away W. chistoprudov. In the tram depot of the name Rusakov.
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43 44 45 46 47 48 49 ..Concept electrical scheme of the power chains of tram car LM-68
Aggregates and elements of power chains. In the power chains (Fig. 86, see Fig. 67) include: current receiver T, Radioactor RR, automatic switch AB-1, slope-row RV, linear individual contactors LK1-LK4, sets of commissioning kits, shunt resistors, four traction electric motor 1-4. Coils of the sequential excitation C21, C12-C22, C13 ^ C23 and C14-C24 and independent excitation sh11-sh21, 11112-sh22, sh13-sh23, sh14-sh24 (starting windings of the coil of the motor excitation 1 indicated by C, end - C21 , engine 2 - respectively C12 and C22, etc.; The beginning of the windings of the coil of independent excitation of the engine 1 is indicated by sh11, the end is sh21, etc.); Group RK1-RK22 cam elements of RK1-RK22, of which eight (RK1-RK8) serve to dismiss the steps of launchers, eight (RK9-RK16) to remove the stages of brake retail and six (RK17-RK22)
Fig. 86. Current flow in the power chain in the traction mode to the 1st position of the rosight controller
Operation of power chains in traction mode. The scheme includes a single-stage start of four traction electric motors. In the running mode, the engines are constantly connected in 2 groups sequentially. Motor groups are connected in parallel. In the brake mode, each group of engines closes its own reasons. The latter eliminates the occurrence of equation currents with deviations in the characteristics of the engines and the boxing of the wheeled steam. An independent excitation winding is powered by the contact network through the stabilizing resistors S23-C11 and S24-C12. In brake mode
independent winding from the contact network leads to the anti-compound engine characteristic,
Each group of engines are included to protect against overloads current relays RP1-3 and RP2-4. The DK-259G engines have, as already mentioned, a low-track characteristic, which allows for 16 km / h at a speed of 16 km / h to completely remove launchers. The latter is very important, since it turns out to save electricity by reducing losses in starting rigs and a simpler diagram (single-stage start instead of two-stage). The LM-68 Wagon Start is carried out by gradually eliminating (reducing the resistance value) of launchers. The engines go to the operation with full excitation at both enabled excitation windings. Then the speed is then increased by loosening the excitation by turning off the independent excitation windings and further attenuation of the excitation by 27, 45 and 57% by connecting the resistor parallel to the sequential coating winding.
The ECG-ZB's rosight controller has 17 positions, of which: 12 launchers, 13th non-free with full excitation, 14th running with an excitation attenuation with an independent excitation winding and 100% excitation from consecutive excitation windings, 15th with weakening The excitation due to the inclusion of the resistor parallel to the sequential excitation coils up to 73% of the main value, 16th, respectively, to 55% and the 17th chassis with the highest weakening of the excitation to 43%. For electrical braking, the controller has 8 braking positions.
Manever mode. The driver of the driver controller handle is included (see Fig. 86) Clear receiver, radioactor, circuit breaker, linear contactors LK1, LK2, LK4 and L KZ, Starting P2-P11 Resistance 3.136 ohms, traction electric motors, contactor sh, resistor in chains Independent engine excitation windings P32-P33 (84 ohms), voltage relay pH, reversing relays, shunt and power contacts of both disable-television groups of OM engines, cam element RK6 group rods ECG-ZB, power coils of acceleration relay and braking root, measuring Shunts A1 and A2 ampermers, RP1-3 and RP2-4 overload relay, RMT minimum current relay, stabilizing resistors and grounding devices.
When the linear contactor LK1 is turned on, the pneumatic brakes are automatically disturbed, the wagon is trring and moves with a speed of 10-15 km / h. Long ride on maneuver mode is not recommended.
Conducting in OB, serial machines excited. The power current passes through the following chains: Clear receiver T, Radioactor RR Auto-Matter switch A B-1, Contactors of contactors l k k to LK1, contact of the cam contactor of the RK6 Park Controller, R2-P11 launchers, then branched into two parallel chains.
First chain: Power contacts OM engines - contactor LK2 - relay RP1-3 - cam element L6-Ya11 - anchors and coils of an additional poles of engines 1 and 3 - cam element reverse I23-L7 - Ruth coil - Measuring shunt Ampmeter A1 - consecutive Engine excitation windings 1 and 3 and grounding device.
Second chain: Power contacts OM engine switch - Relay RL2-4 overload - cam element L11-y12 - anchors and coils of an additional poles of engines 2 and 4 - Cutting element reverse I14- L12 - Ruth coil - Relay reel RMT - Measuring shunt AMPERMETER A2 - Winding sequential excitation of engines 2 and 4 - individual contactor L KZ and grounding device.
Talk in independent windings. Current in independent windings (see Fig. 86) passes on the following chains: Ton - T - Radioactor PP
Automatic switch A B-1 - fuse 1l - contact contactor W - resistor P32-P33, after which it branches. On two parallel chains.
The first chain: shunt contacts of the OM engine shutter - the coil of independent excitation of engines 1 and 3 -. Stabilizing resistors Ш23 --- C11 - winding of sequential excitation of engines 1 and 3 and memory.
The second chain: shunt contacts of the OM engines turnover - the coil of independent excitation of engines 2 and 4 - stabilizing resistors W24-C12 - winding of the sequential excitation of engines 2 and 4 - contact contactor L KZ and grounding device. In position M, the acceleration train does not receive and moves at a constant speed.
Position XI. In the position of the XI handle of the driver controller, power chains © are inhabited similar to maneuver. At the same time, the Ruth relay has. In the present setpoint (the discharge current) is about 100 A, which corresponds to the acceleration at a start of 0.5-0.6 m / s2 and traction engines. Involve, to operation mode of automatic characteristic. Starting and riding at the position x1 are carried out with a bad coefficient of clutch of wheel pairs of a car with rails. Launchers. begin to be output (curl) from the 2nd position
pereostat controller. From table. 8 shows the sequence of closure of cam contactors, a row controller and individual contactors W and R. Starting resistance decreases from 3.136 ohms at the 1st position of the controller to 0.06 ohms on the 12th position. At the 13th position of the Pereostat (the engines are fully excluded and the engines are moving to the operation of the LG automatic characteristic of the S.Naibol excitation, created by sequential and independent excitation windings. At the 13th position included contactors of the RK4-RK8 and RK21, and the contactors of LK1- LK4, P and S. Included Contactor R shunts start-up retires, its block contacts turns off the contactor coil and, therefore, disconnected from the contact network. Evpeated winding of the excitation of traction engines. 14th position is the first fixed running position with the full excitation of consecutive coils. . (Starting risostats and independent windings of excitation of traction electric motors are derived.) This position is used to move the pa at low speeds.
Position x2. Power chains are collected similarly to the position XI. Starting rosostats are displayed by closing contacts of the cam contactors of the rheostat controller under the control of the root. The current discharge of the relay increases to 160 A, which corresponds to the acceleration at a start of 1 m / s2. After removing starting row, traction engines also operate on an automatic characteristic with full excitation of serial windings and disconnected independent windings.
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 at 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 sapuna, which serves to remove the gases obtained when the oil is operating 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 crane, in the absence of current from the 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.
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