Electrical circuits for high-speed trams. What is a tram and how to use it. Trams with two-axle bogies and articulated trams

A tram is a type of urban (in rare cases suburban) passenger (in some cases freight) transport with a maximum permissible load on the line of up to 30,000 passengers per hour, in which a car (a train of cars) is driven along the rails using electrical energy.

At the moment, the term light rail transport (LRT) is often applied to modern trams. Trams originated at the end of the 19th century. After its heyday between the world wars, trams began to decline, but since the end of the 20th century there has been a significant increase in the popularity of the tram. The Voronezh tram was inaugurated on May 16, 1926 - you can read about this event in detail in the History section; the classic tram was closed on April 15, 2009. The master plan of the city involves the restoration of tram traffic in all directions that existed until recently.

Tram structure
Modern trams are very different from their predecessors in design, but the basic principles of the tram structure, which give rise to its advantages over other modes of transport, have remained unchanged. The electrical circuit of the car is arranged approximately like this: current collector (pantograph, yoke, or rod) - traction motor control system - traction motors (TED) - rails.

The traction motor control system is designed to change the current strength passing through the traction motor - that is, to change the speed. On old cars, a direct control system was used: in the cab there was a driver's controller - a round stand with a handle on top. When the handle was turned (there were several fixed positions), a certain proportion of current from the network was supplied to the traction motor. At the same time, the rest turned into heat. Now there are no such cars left. Since the 60s, the so-called rheostat-contactor control system (RKSU) began to be used. The controller was divided into two blocks and became more complex. It has become possible to switch on traction motors in parallel and in series (as a result, the car develops different speeds), and intermediate rheostat positions - thus, the acceleration process has become much smoother. It has become possible to couple cars using a system of many units - when all engines and electrical circuits of cars are controlled from one driver’s station. From the 1970s to the present, pulsed control systems based on semiconductor elements have been introduced throughout the world. Current pulses are supplied to the motor at a frequency of several tens of times per second. This allows for very smooth running and high energy savings. Modern trams equipped with a thyristor-pulse control system (such as the Voronezh KTM-5RM or the Tatry-T6V5, which were in Voronezh until 2003), additionally save up to 30% of electricity due to TISU.

The principles of tram braking are similar to those in railway transport. On older trams 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 the wheels - just like on the railway. Currently, air brakes are used only on cars of the St. Petersburg Tram Mechanical Plant (PTMZ). Since the 1960s, trams have used mainly electrodynamic braking. When braking, traction motors generate current, which is converted into thermal energy through rheostats (many series-connected resistors). For braking at low speeds, when electric braking is ineffective (when the car is completely stopped), shoe brakes acting on the wheels are used.

Low-voltage circuits (for lighting, signaling and all that) are powered by electric machine converters (or motor-generators - the same thing that constantly hums on the Tatra-T3 and KTM-5 cars) or from silent semiconductor converters (KTM-8, Tatra-T6V5 , KTM-19 and so on).

Tram control

Approximately the control process looks like this: the driver raises the pantograph (arc) and turns on the car, gradually turning the controller knob (on KTM cars), or presses the pedal (on the Tatras), the circuit is automatically assembled for movement, more and more current is supplied to the traction motors, and the car accelerates. Upon reaching the required speed, the driver sets the controller handle to the zero position, the current is turned off, and the car moves by inertia. Moreover, unlike trackless transport, it can move this way for quite a long time (this saves a huge amount of energy). For braking, the controller is installed in the braking position, the braking circuit is assembled, the electric motors are connected to the rheostats, and the car begins to brake. When reaching a speed of about 3-5 km/h, the mechanical brakes are automatically activated.

At key points of the tram network - as a rule, in the area of ​​traffic circles or junctions - there are control centers that monitor the operation of tram cars and their compliance with a predetermined schedule. For being late and overtaking the schedule, tram drivers are subject to fines - this feature of traffic management 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, as a rule, go to the stop from and to work, knowing in advance the arrival time of the passing car. The movement of trams throughout the system is monitored by a central dispatcher. In case of accidents on the lines, the dispatcher uses a centralized communication system to indicate detour routes, which distinguishes the tram from its closest relative, the metro.

Track and electrical facilities

In different cities, trams use different gauges, most often the same as regular ones railways, as, for example, in Voronezh - 1524 mm. For trams in different conditions, both ordinary railway-type rails (only in the absence of paving) and special tram (grooved) rails, with a groove and a sponge, can be used, allowing the rail to be sunk into the pavement. In Russia, tram rails are made from softer steel so that curves of a smaller radius can be made from them than on railways.

To replace the traditional - sleeper - laying of rails, a new one is increasingly being used, in which the rail is laid in a special rubber trench located in a monolithic concrete slab (in Russia this technology is called Czech). Despite the fact that such track laying is more expensive, a rail track laid in this way lasts much longer without repair, completely dampens vibration and noise from the tram line, and eliminates stray currents; moving packed modern technology the line does not pose any difficulties for motorists. Lines using Czech technology already exist in Rostov-on-Don, Moscow, Samara, Kursk, Yekaterinburg, Ufa and other cities.

But even without the use of special technologies, noise and vibration from the tram line can be minimized through proper laying of the track and its timely maintenance. The tracks should be laid on a crushed stone base, on concrete sleepers, which should then be covered with crushed stone, after which the line should be asphalted or covered with concrete tiles (to absorb noise). The rail joints are welded, and the line itself is ground as necessary using a rail grinding car. Such cars were produced at the Voronezh Repair Tram and Trolleybus Plant (VRTTZ) and are available not only in Voronezh, but also in other cities of the country. The noise from a line laid in this way does not exceed the noise from diesel engine buses and trucks. The noise and vibrations from a car traveling along a line laid using Czech technology are 10-15% less than the noise produced by buses.

In the early period of tram development, electrical networks were not yet sufficiently developed, so almost every new tram system included its own central power station. Now tram facilities receive electricity from general-purpose electrical networks. Since the tram is powered by direct current of relatively low voltage, transmitting it over long distances is too expensive. Therefore, traction-step-down substations are located along the lines, which receive high-voltage alternating current from the networks and convert it into direct current, suitable for supply to the contact network. The rated voltage at the output of the traction substation is 600 volts, the rated voltage at the current collector of the rolling stock is considered to be 550 V.

Motorized high-floor car X with a non-motorized trailer M on Revolution Avenue. Such trams were two-axle, unlike the four-axle ones now used in Voronezh.

Tram car KTM-5 is a domestically produced four-axle high-floor tram car (UKVZ). Trams of this model went into mass production in 1969. Since 1992, such trams have not been produced.

Modern four-axle high-floor car KTM-19 (UKVZ). Such trams now form the basis of the fleet in Moscow, other cities are actively purchasing them, including such cars in Rostov-on-Don, Stary Oskol, Krasnodar...

Modern articulated low-floor tram KTM-30 produced by UKVZ. In the next five years, such trams should become the basis of the high-speed tram network being created in Moscow.

Other features of tram traffic organization

Tram traffic is distinguished by the large carrying capacity of the lines. The tram is the second most transportable vehicle after the metro. Thus, a traditional tram line is capable of carrying a passenger traffic of 15,000 passengers per hour, a high-speed tram line is capable of carrying up to 30,000 passengers per hour, and a metro line is capable of carrying up to 50,000 passengers per hour. Buses and trolleybuses are twice as large as trams in terms of carrying capacity - for them it is only 7,000 passengers per hour.

The tram, like any rail transport, has a higher turnover rate of rolling stock (RS). That is, fewer tram cars are required than buses or trolleybuses to serve the same passenger flows. The tram has the highest coefficient of efficiency of use of urban space among means of ground urban transport (the ratio of the number of passengers transported to the area occupied on the roadway). The tram can be used in combinations of several cars or in multi-meter articulated tram trains, which allows the transport of a mass of passengers by one driver. This further reduces the cost of such transportation.

It should also be noted that the tram PS has a relatively long service life. The guaranteed service life of a car before overhaul is 20 years (unlike a trolleybus or bus, where the service life without CWR does not exceed 8 years), and after CWR, the service life is extended by the same amount. For example, in Samara there are Tatra-T3 cars with a 40-year history. The cost of inspection of a tram car is significantly lower than the cost of purchasing a new one and is, as a rule, carried out by TTU. This also allows you to easily purchase used cars abroad (at prices 3-4 times lower than the cost of a new car) and use them without problems for about 20 years on the lines. Buying used buses involves large expenses for the repair of such equipment, and, as a rule, after purchase such a bus cannot be used for longer than 6-7 years. The factor of a significantly longer service life and increased maintainability of the tram completely compensates for the high cost of purchasing a new subway station. The reduced cost of a tram PS is almost 40% lower than for a bus.

Advantages of a tram

• Although the initial costs (when creating a tram system) are high, they are nevertheless lower than the costs required for the construction of a metro, since there is no need for complete isolation of the lines (although in some sections and interchanges the line can run in tunnels and on overpasses , but there is no need to arrange them along the entire route). However, the construction of a surface tram usually involves the reconstruction of streets and intersections, which increases the cost and leads to worsening traffic conditions during construction.
• With a passenger flow of more than 5,000 passengers/hour, operating a tram is cheaper than operating a bus and trolleybus.
• Unlike buses, trams do not pollute the air with combustion products and rubber dust from the friction of wheels on asphalt.
• Unlike trolleybuses, trams are more electrically safe and more economical.
• The tram line is being isolated naturally by depriving it road surface, which is important in conditions of low driving culture. But even in conditions of high driving culture and in the presence of road surfaces, the tram line is more noticeable, which helps drivers keep a dedicated lane for public transport free.
• Trams fit well into the urban environment of different cities, including the environment of cities with an established historical appearance. Various elevated systems, such as the monorail and some types of light rail, are only well suited for modern cities from an architectural and urban planning point of view.
• The low flexibility of the tram network (provided it is in good condition) has a psychologically beneficial effect on the value of real estate. Property owners proceed from the fact that the presence of rails guarantees the availability of tram service, and as a result, the property will be provided with transport, which entails a high price for it. According to Hass-Klau & Crampton, the value of real estate in the area of ​​tram lines increases by 5-15%.
• Trams provide greater carrying capacity than buses and trolleybuses.
• Although a tram car costs a lot more expensive than a bus and trolleybuses, but trams have a much longer service life. If a bus rarely lasts longer than ten years, then a tram can be used for 30-40 years, and with regular upgrades, even at this age the tram will meet the requirements of comfort. Thus, in Belgium, along with modern low-floor ones, PCC trams produced in 1971-1974 are successfully used. Many of them have recently been modernized.
• The tram can combine high-speed and non-high-speed sections within one system, and also have the ability to bypass emergency areas, unlike the metro.
• Tram cars can be coupled into trains using a system of many units, which allows saving on wages.
• A tram equipped with a TISU saves up to 30% of energy, and a tram system that allows the use of energy recovery (return to the network during braking, when the electric motor operates as an electric generator) additionally saves up to 20% of energy.
• According to statistics, the tram is the safest form of transport in the world.

Disadvantages of the tram

• Although the tram line is cheaper than the metro, it is much more expensive than the trolleybus line, and even more so the bus line.
• The carrying capacity of trams is lower than that of the metro: 15,000 passengers per hour for the tram, and up to 30,000 passengers per hour in each direction for the light metro.
• Tram rails pose a danger to careless cyclists and motorcyclists.
• An incorrectly parked car or a traffic accident can stop traffic on a large section of the tram line. If a tram breaks down, it is usually pushed into the depot or onto a reserve track by the train following it, which ultimately leads to two units of rolling stock leaving the line at once. The tram network is characterized by relatively low flexibility (which, however, can be compensated by the branching of the network, which allows for avoiding obstacles). The bus network is very easy to change if necessary (for example, in case of street renovation). When using duobuses, the trolleybus network also becomes very flexible. However, this disadvantage is minimized when using a tram on a separate track.
• The tram system requires, although inexpensive, constant maintenance and is very sensitive to its absence. Restoring a neglected farm is very expensive.
• Laying tram lines on streets and roads requires clever track placement and complicates traffic management.
• The braking distance of a tram is noticeably longer than the braking distance of a car, which makes the tram a more dangerous participant. traffic on a combined canvas. However, according to statistics, the tram is the safest form of public transport in the world, while minibus- most dangerous.
• The ground vibrations caused by the tram can create acoustic discomfort for the occupants of surrounding buildings and lead to damage to their foundations. With regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets), vibrations can be greatly reduced, and with the use of improved track laying technologies, they can be kept to a minimum.
• If the path is poorly maintained, the reverse traction current can go into the ground. “Stray currents” increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations). However, with modern rail laying technology they are reduced to a minimum.

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Tram(from the English tram (car, trolley) and way (path), the name comes, according to one version, from trolleys for transporting coal in the mines of Great Britain) - a type of street rail public transport for transporting passengers along given (fixed) routes, usually electric, used primarily in cities.

Trams arose in the first half of the 19th century (initially horse-drawn), electric ones - at the end of the 19th century. After its heyday between the world wars, the decline of trams began, but already around the 70s of the 20th century there has been a significant increase in the popularity of the tram again, including for environmental reasons.

Most trams use electric traction with electricity supplied through an overhead contact network using pantographs or bars, but there are also trams powered by a contact third rail or battery.

In addition to electric trams, there are horse-drawn trams, cable trams and diesel trams. In the past there were pneumatic, steam and gas-powered trams.

There are also suburban, intercity, sanitary, service and freight trams.

Terminology

In a context that does not require terminological clarity, the word “tram” can be used to refer to:

tram crew (train),

· separate tram car,

· tram service or tram systems (for example, “St. Petersburg tram”),

· a set of tram services in a region or country (for example, “Russian tram”).

Types of trams

The usual tram speed ranges from 45 to 70 km/h. The average speed of communication ranges from 10-12 to 30-35 km/h. In Russia, tram systems with an average operating speed of more than 24 km/h are called “high-speed”.

Characteristics of the “average” tram car operating in Russia 1 (high-floor motor four-axle 15-meter):

· Weight: 15-20 tons.

· Power: 4 ? 40-60 kW.

· Passenger capacity: 100-200 people.

· Maximum speed: 50-75 km/h.

Freight trams

Freight trams were common during the heyday of intercity trams, but they were and continue to be used in cities. Freight tram depot existed in St. Petersburg, Moscow, Kharkov and other cities.

Special trams

Freight cars, rail transporter and museum car in Tula

To ensure stable operation in tram services, in addition to passenger cars, there are usually a number of special purpose cars.

· Freight cars

· Snow plow cars

· Track measuring cars (track laboratories)

· Rail transport cars

· Watering cars

· Contact network laboratory cars

· Rail grinding cars

· Electric locomotives for the needs of tram services 2

· Tractor cars

· Vacuum cleaner car 3

Trams are primarily associated with urban transport, but intercity and suburban trams were also quite common in the past.

What stood out in Europe was Belgium's network of intercity trams, known as the Niderl. Buurtspoorwegen (literally translated - “local railways”) or French. Le tram vincial. The "Local Railway Society" was founded on May 29, 1884, for the purpose of building roads for steam trams where the construction of conventional railways was unprofitable. The first local railway section (between Ostend and Nieuwpoort, now part of the Coastal Tram line) opened in July 1885.

In 1925, the total length of local railways was 5,200 kilometers. By comparison, the total length of Belgium's railway network is now 3,518 km, and Belgium has the highest railway density in the world. After 1925, the length of local railways was constantly reduced as intercity trams were replaced by buses. The last local railway lines were closed in the seventies. Only the Coastline has survived to this day.

1,500 km of local railway lines were electrified. In non-electrified areas, steam trams were used, they were primarily used for freight transport, and diesel trams were used to transport passengers. Local railway lines had a gauge of 1000 mm.

Intercity trams were also common in the Netherlands. As in Belgium, they were originally steam-powered, but then steam trams were replaced by electric and diesel ones. In the Netherlands, the era of intercity trams ended on February 14, 1966.

Until 1936, it was possible to travel from Vienna to Bratislava by city tram.

Quite an old GT6 carriage on the Oberrheinische Eisenbahn lines

To date, intercity trams of the first generation have survived in Belgium (the already mentioned Coastal Tram), Austria (Wiener Lokalbahnen, a 30.4 km long suburban line), Poland (the so-called Silesian Interurbans, a system connecting thirteen cities with the center in Katowice), Germany (for example, Oberrheinische Eisenbahn, which operates trams between the cities of Mannheim, Heidelberg and Weinheim).

Many local 1000 mm gauge railway lines in Switzerland operate carriages that are more similar to trams than to conventional trains.

At the end of the 20th century, suburban trams began to appear again. Often closed lines of suburban railways were converted to accommodate tram traffic. These are the suburban lines of the Manchester tram.

IN last years An extensive network of intercity trams was established in the vicinity of the German city of Karlsruhe. Most of this tram's lines are converted railway lines.

A new concept is the “tram-train”. In the city center, such trams are no different from ordinary ones, but outside the city they use suburban railway lines, and it is not the railway lines that are converted into trams, but vice versa. Therefore, such trams are equipped with a dual power supply system (750 V direct current for urban lines and 1500 or 3000 V DC or 15,000 AC for railways) and railway automatic interlocking system. On the railway lines themselves, regular train traffic is maintained, so trains and trams share the infrastructure.

Nowadays, the suburban routes of the Saarbrücken tram and some parts of the system in Karlsruhe, as well as trams in Kassel, Nordhausen, Chemnitz, Zwickau and some other cities operate under the “tram-train” scheme.

Outside Germany, tram-train systems are rare. An interesting example is the Swiss city of Neuchâtel 4 . This city has and is developing urban and suburban trams, which demonstrate their benefits despite the extremely small size of the city - its population is only 32 thousand inhabitants. The creation of an intercity tram system similar to the German one is currently underway in the Netherlands.

In our country, on the eve of 1917, a 40-kilometer tram line ORANEL was built, part of which has been preserved and is used for route No. 36. There are projects to recreate the suburban line to Peterhof. From 1949 to 1976 the Chelyabinsk - Kopeisk line operated.

International trams

Some tram lines cross not only administrative, but also state borders. As of 2007, tram travel is possible from Germany (Saarbrücken) to France via the Saarbahn tram line. Route No. 10 of the Basel tram 5 6 (Switzerland) enters neighboring France.

It is possible that in the future there will be more international trams in Europe. In 2006, plans were unveiled to extend Basel tram lines 3 and 11 to St. Louis in France by 2012-2014. There are also plans to extend line 8 to Weil am Rhein station in Germany. If these plans are implemented, then one tram network will unite three states 7 .

In 2013, it is planned to revive the regular tram line between Vienna and Bratislava, which existed in 1914-1945 and was closed due to damage received as a result of hostilities 8.

Specialized trams

Hotel tram Riffelalp

In the past, tram lines were common, which were built specifically to serve individual infrastructure facilities. Typically, such lines connected a given facility (for example, a hotel, hospital) with a railway station. Some examples:

· At the beginning of the 20th century, the Cruden Bay Hotel (Cruden Bay, Aberdeenshire, Scotland) had its own tram line 9

· The hospital Duin en Bosch in Bakkum (Netherlands) had its own tram line. The line ran from the railway station in the neighboring village of Kastrikyum to the hospital. At first the line was horse-drawn, but in 1920 the tram was electrified (the single carriage was converted from an old horse-drawn carriage from Amsterdam). In 1938 the line was closed and replaced by a bus. 10

· In 1911, the Dutch Aviation Society built a gas-powered tram line. This line connected Den Dolder station and Suttsberg airfield. eleven

· One of the few hotel tram lines that currently exists is the Riffelalp tram in Switzerland. This line operated from 1899 to 1960. In 2001 it was restored to near original condition.

· In 1989, the Beregovoy boarding house, located in the village of Molochnoe (Crimea, near Evpatoria), opened its own tram line.

· The An Caves Tram line was built specifically to transport tourists to the entrance to the caves.

Water bus

In Russia, the water (river) tram usually means river passenger transport within the city (see river tram). However, in England in the 19th century, a tram was built that ran on rails laid along the coast along the seabed (see Daddy Long Legs).

Advantages and disadvantages

The comparative efficiency of a tram, like other modes of transport, is determined not only by its technologically determined advantages and disadvantages, but also by the general level of development of public transport in a particular country, the attitude of municipal authorities and residents towards it, and the peculiarities of the planning structure of cities. The characteristics given below are technologically determined and cannot be universal criteria for “for” or “against” trams in certain cities and countries.

Advantages

· Initial costs (when creating a tram system) are lower than the costs required to build a metro or monorail system, since there is no need to completely separate the lines (although in some sections and junctions the line can run in tunnels and on overpasses, there is no need to arrange them along the entire route). However, the construction of a surface tram usually involves the reconstruction of streets and intersections, which increases the cost and leads to worsening traffic conditions during construction.

· With a sufficiently large passenger flow, operating a tram is much cheaper than operating a bus and trolleybus source not specified 163 days.

· The capacity of wagons is usually higher than that of buses and trolleybuses.

· Trams, like other electric vehicles, do not pollute the air with combustion products (although the power plants that generate current for them can pollute the environment).

· The only type of ground urban transport that can be of variable length due to the coupling of cars into trains during rush hour and uncoupling at other times (in the metro, the main factor is the length of the platform).

· Potentially low minimum interval (in an isolated system), for example in Krivoy Rog it is even 40 seconds with three cars, compared to the limit of 1:20 on the metro.

· The paths are visible, therefore, potential passengers can guess the route.

· Can use railway infrastructure, and in world practice both at the same time (in small towns) and the former (like the line to Strelna).

· It is possible to inform passengers about the route of an arriving tram before other street transport (route lights).

· Unlike trolleybuses, the tram is completely electrically safe for passengers when boarding and disembarking, since its body is always grounded through the wheels and rails.

· Trams provide greater carrying capacity than buses or trolleybuses. The optimal load of a bus or trolleybus line is no more than 3-4 thousand passengers per hour 12, a “classic” tram is up to 7 thousand passengers per hour, but in certain conditions it is more than 13.

· Although a tram car costs much more than a bus or trolleybus, trams have a longer service life. While a bus rarely lasts longer than ten years, a tram can last 30-40 years. Thus, in Belgium, along with modern low-floor ones, PCC trams produced in 1971-1974 are successfully operated. There are more than 200 Konstal 13N trams manufactured in 1959-1969 in Warsaw. Milan currently operates 163 trams of the 1500 series, produced in 1928-1935.

· World practice has shown that motorists actively switch only to rail transport. The introduction of high-speed bus/trolleybus systems resulted in at most 5% of the flow from personal to public transport.

Flaws

“Caution, tram rails!” -- road sign for cyclists.

· The tram line in the building is much more expensive than the trolleybus line and even more so the bus line.

· The carrying capacity of trams is lower than that of the metro: usually no more than 15,000 passengers per hour for the tram, and up to 80,000 passengers per hour in each direction for the “Soviet-type” metro (only in Moscow and St. Petersburg) 14.

· Tram rails pose a danger to cyclists and motorcyclists attempting to cross them at an acute angle.

· An incorrectly parked car or an oversized traffic accident can stop traffic on a large section of the tram line. If a tram breaks down, it is usually pushed into the depot or onto a reserve track by the following train, which ultimately leads to two units of rolling stock leaving the line at once. Some cities do not have the practice of clearing tram tracks as quickly as possible in the event of accidents and breakdowns, which often leads to long traffic stops.

· The tram network is characterized by relatively low flexibility (which can be compensated by the branching of the network). On the contrary, the bus network is very easy to change if necessary (for example, in case of street renovation), and when using duobuses, the trolleybus network also becomes very flexible.

· Tram service requires, although inexpensive, regular maintenance. Unsatisfactory maintenance leads to deterioration of the condition of the rolling stock, discomfort for passengers, and reduced speeds. Restoring a neglected facility is very expensive (it is often easier and cheaper to build a new tram facility).

· Laying tram lines within the city requires skillful placement of tracks and complicates the organization of traffic. If poorly designed, the allocation of valuable urban land for tram traffic may be ineffective.

· If the track is not maintained satisfactorily, there is a possibility of the tram derailing, which in this situation makes the tram a potentially more dangerous road user.

· Ground vibrations caused by the tram can create acoustic discomfort for residents of nearby buildings and lead to damage to their foundations. To reduce vibration, regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets) is necessary. By using improved track laying technologies, vibrations can be reduced to a minimum (often to none).

· If the path is poorly maintained, the reverse traction current can go into the ground, and the resulting “stray currents” increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations).

Story

In the 19th century, as a result of the growth of cities and industrial enterprises, the removal of dwellings from places of employment, and the increased mobility of urban residents, the problem of urban transport communications arose. The omnibuses that appeared were soon replaced by horse-drawn street railways (horse-cars). The world's first horse tram opened in Baltimore (USA, Maryland) in 1828. There were also attempts to bring steam-powered railways to city streets, but the experience was generally unsuccessful and did not become widespread. Since the use of horses was associated with many inconveniences, attempts to introduce some type of mechanical traction on the tram did not stop. In the USA, rope traction was very popular, and has survived to this day in San Francisco as a tourist attraction.

Achievements in physics in the field of electricity, the development of electrical engineering and the inventive activity of F. A. Pirotsky in St. Petersburg and W. von Siemens in Berlin led to the creation of the first passenger electric tram line between Berlin and Lichterfeld in 1881, built by the Siemens electrical company. In 1885, as a result of the work of the American inventor L. Daft, independently of the work of Siemens and Pirotsky, an electric tram appeared in the USA.

The electric tram turned out to be a profitable business, and its rapid spread throughout the world began. This was also facilitated by the creation of practical current collection systems (Sprague rod current collector and Siemens yoke current collector).

In 1892, Kyiv acquired the first electric tram in the Russian Empire, and soon other Russian cities followed Kyiv’s example: in Nizhny Novgorod the tram appeared in 1896, in Ekaterinoslav (now Dnepropetrovsk, Ukraine) in 1897, in Vitebsk, Kursk and Orel in 1898, in Kremenchug, Moscow, Kazan, Zhitomir in 1899, Yaroslavl in 1900, and in Odessa and in St. Petersburg - in 1907 (except for the tram, which operated in winter on the ice of the Neva since 1894).

Until the First World War, the electric tram developed rapidly, displacing the horse-drawn tram and the few remaining omnibuses from the cities. Along with electric trams, in some cases pneumatic, gasoline and diesel ones were used. Trams were also used on local suburban or intercity lines. Often, urban railways were also used for the distribution of goods (including in wagons supplied directly from the railway).

After a pause caused by the war and political changes in Europe, the tram continued to develop, but at a slower pace. Now he has strong competitors - the car and, in particular, the bus. Cars became more and more popular and affordable, and buses became faster and more comfortable, as well as more economical due to the use of a Diesel engine. During the same period of time, the trolleybus appeared. In the increased traffic, the classic tram, on the one hand, began to experience interference from vehicles, and on the other, it itself created significant inconvenience. The income of tram companies began to fall. In response, in 1929 in the United States, the presidents of tram companies held a conference at which they decided to produce a series of unified, significantly improved cars, called PCC. These cars, which first saw the light of day in 1934, set a new bar in the technical equipment, comfort and appearance of trams, influencing the entire history of tram development for many years to come.

Despite such progress of the American tram, in many developed countries a view has been established on the tram as a backward, inconvenient form of transport that is not befitting a modern city. The tram systems began to be phased out. In Paris, the last city tram line was closed in 1937. In London, the tram existed until 1952; the reason for the delay in its elimination was the war. Tram networks in many large cities around the world were also subject to liquidation and reductions. The tram was often replaced by a trolleybus, but trolleybus lines in many places were also soon closed, unable to withstand competition with other road transport.

In the pre-war USSR, the view of the tram as a backward transport was also established, but the inaccessibility of cars to ordinary citizens made the tram more competitive with relatively weak street traffic. In addition, even in Moscow, the first metro lines opened only in 1935, and its network was still small and uneven across the city area; the production of buses and trolleybuses also remained relatively small, so until the 1950s there were practically no alternatives to the tram for passenger transportation. Where the tram was removed from central streets and avenues, its lines were necessarily transferred to neighboring parallel, less busy streets and alleys. Until the 1960s, the transportation of goods along tram lines also remained significant, but they played a particularly important role during the Great Patriotic War in besieged Moscow and besieged Leningrad.

After World War II, the process of eliminating the tram in many countries continued. Many lines damaged by the war were not restored. On the lines that were finalizing their service life, the track and cars were poorly maintained, and no modernization was carried out, which, against the backdrop of the growing technical level of road transport, contributed to the formation of a negative image of the tram.

However, the tram continued to perform relatively well in Germany, Belgium, the Netherlands, Switzerland and the countries of the Soviet bloc. In the first three countries, mixed-type systems have become widespread, combining the features of a tram and metro (metrotrams, pre-metro, etc.). However, even in these countries there were closures of lines and even entire networks.

Already in the 70s of the 20th century, the world began to understand that mass motorization brings problems - smog, congestion, noise, lack of space. The extensive way to solve these problems required large investments and had little return. Gradually, transport policy began to be revised in favor of public transport.

By that time, there were already new solutions in the field of organizing tram traffic and technical solutions that made the tram a completely competitive mode of transport. The revival of the tram began. New tram systems were opened in Canada - in Toronto, Edmonton (1978) and Calgary (1981). By the 1990s, the process of tram revival in the world was in full force. The tram systems of Paris and London, as well as other most developed cities in the world, have reopened.

Against this background, in Russia the traditional (street) tram is still de facto viewed as an outdated mode of transport, and in a number of cities a significant part of the systems are stagnating or even collapsing. Some tram services (in the cities of Arkhangelsk, Astrakhan, Voronezh, Ivanovo, Karpinsk, Grozny) ceased to exist. However, for example, in Volgograd, the so-called high-speed tram or “metrotram” (tram lines laid underground) plays an important role; in addition, it is available in the industrial areas of Stary Oskol and Ust-Ilimsk, and in Magnitogorsk the traditional tram is steadily developing.

In Ufa, Yaroslavl and Kharkov, in recent years, the destruction of tram tracks has been observed, one of the depots in the capital of Bashkortostan has been completely demolished, and in Kharkov two tram depots have been closed at once. In Yaroslavl, more than 50% of the tracks were dismantled, more than 70% of the rolling stock was written off, and one tram depot was closed. source not specified 22 days

In recent years, the traditional tram system in Moscow has continued to decline, but in April 2007, the capital’s authorities officially announced plans to create a high-speed tram system in the next 20 years consisting of 12 lines isolated from street traffic with a total operational length of 220 km, which should be deployed in almost all districts of the city. 15

The high-speed tram operates in Kyiv, connecting the southwest and the city center. In Krivoy Rog (Ukraine, Dnepropetrovsk region), a high-speed tram complements the conventional surface tram system and combines 18 km of tracks, of which 6.9 km are in tunnels and 11 stations with modern infrastructure. 17 trains of 36 cars operate daily on two routes.

Infrastructure. Depot

Storage, repair and maintenance of rolling stock is carried out in tram depots (tram depots). Trams also dine at the depot. Small tram depots do not have circles for circulation, but consist of one (or several) dead-end tracks that have access to the line. Large depots consist of a large ring, many through tracks (on which cars are parked in columns of several in a line), covered repair shops and exits to the line. They try to locate depots close to the end points of many routes (to reduce “zero trips”). If this is not possible (for example, the depot is on the line), then trams follow shortened routes, which in many cases increases the intervals between “full” routes (for example, in Novokuznetsk, depot No. 3 is on the line, and routes 2,6,8 ,9 follow shortened flights to the depot both from the city and from Baydayevka). If there are no spare tracks at the end, then the cars go to the depot and for lunch.

Service points

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In some tram systems, maintenance points are usually used at the final stops to ensure repairs and inspection of cars. As a rule, the PTO is a ditch located between the tracks for inspection and repair of undercar equipment, small recesses on the sides of the rails for inspecting wheeled bogies, as well as stairs for inspecting the pantograph. Such systems exist in Russia, in particular, in Tula (inactive) and in St. Petersburg, Rostov-on-Don, Novocherkassk.

Passenger infrastructure

Passengers board and disembark at tram stops. The arrangement of stops depends on the method of placing the canvas. Stops on their own or separate tracks, as a rule, are equipped with paved passenger platforms the height of a tram step, equipped pedestrian crossings via tram tracks.

Stops on a combined roadway can also be equipped with raised areas above the roadway and, possibly, fenced areas - refugia. In Russia, refugia are rarely used; most often stops are not physically marked; passengers wait for the tram on the sidewalk and cross the roadway when entering/exiting the tram (drivers of trackless vehicles are required to let them through in this case).

Stops are indicated by a sign with tram route numbers, sometimes with a timetable or intervals, and are often also equipped with a waiting pavilion and benches.

A separate case is sections of tram lines laid underground. In such areas, underground stations are built, similar to subway stations.

In the past, some stops (primarily on intercity and suburban lines) had small station buildings similar to railway ones. By analogy, such stops were also called tram stations.

A special place is occupied by tram and pedestrian streets, common in the centers of European cities. On this type of street, traffic is limited to trams, cyclists and pedestrians only. This type of track arrangement helps to increase transport accessibility of city centers, without causing damage to the environment and without expanding transport spaces.

Organization of the movement

Tram crossing in Yevpatoria (single-track system). Basically, two opposing tracks are laid for tram traffic, but there are also single-track sections (for example, in Yekaterinburg the line to Green Island has a single-track section with one siding) and even entire single-track systems with sidings (for example, in Noginsk, Evpatoria, Konotop, Antalya) or without traveling (in Volchansk, Cheryomushki).

The final turning points of tram lines can be either in the form of a ring (the most common option) or in the form of a triangle (when the car moves backwards). In some cities, for example, in Budapest, two-way trams are used, capable of changing direction at any point, including at dead-end lines, where the train turns around on a cross ramp between the tracks. The advantage of this method is that there is no need to build a turning circle, which occupies a large area, and also that the final stop can be organized anywhere - this can be used when closing part of the route if necessary (for example, in the case of some kind of construction, requiring road closure).

Often, the end points of tram lines, made in the form of a ring, have several tracks, which makes it possible to overtake trains on different routes (for scheduled departures), lay some of the cars during the daytime off-peak period, store reserve trains (in case of traffic disruptions and substitutions) , parking of faulty trains until evacuation to the depot, parking of trains during crew lunches. Such paths can be through or dead-end. The terminal stations, which have track development, a control center and a canteen for counselors and conductors, are called tram stations in Russia.

Track facilities

Northern tram bridge in Voronezh. It is a two-story, three-tier structure. Trams ran along the upper tier, and the two lower tiers - right and left - were used for the passage of cars. The length of the bridge is 1.8 km, designed specifically for the launch of a high-speed tram in Voronezh

The construction and placement of tracks on a tram are carried out based on the requirements of compatibility with the street, with pedestrian and vehicular traffic, high carrying capacity and speed of communication, efficiency in construction and operation. These requirements, generally speaking, conflict with each other, so in each individual case a compromise solution is selected that corresponds to local conditions.

Path placement

There are several main options for placing the tram track:

· Owncanvas: the tram line runs separately from the road, for example, through a forest, a field, a separate bridge or overpass, a separate tunnel.

· Separatecanvas: the tram track runs along the road, but separately from the roadway.

· Combinedcanvas: the roadbed is not separated from the roadway and can be used by trackless vehicles vehicles. Sometimes a road that is physically combined is considered separate if the entry of vehicles other than public transport is prohibited by administrative order. Most often, the combined canvas is placed in the center of the street, but sometimes it is also placed along the edges, near the sidewalks.

Path device

In different cities, trams use different gauges, most often the same as conventional railways (in Russia - 1520 mm, in Western Europe - 1435 mm). The tram tracks in Rostov-on-Don are unusual for their countries - 1435 mm, in Dresden - 1450 mm, in Leipzig - 1458 mm. There are also narrow-gauge tram lines - 1000 mm (for example, Kaliningrad, Pyatigorsk) and 1067 mm (in Tallinn).

For trams in different conditions, both ordinary electric railway type rails and special tram (grooved) rails, with a groove and a sponge, can be used, allowing the rail to be buried in the pavement. In Russia, tram rails are made from softer steel so that curves of smaller radius can be made from them than on the railway.

Since the advent of the tram to this day, the tram has used classic sleeper track-laying technology, similar to track-laying on an electric railway. Minimum technical requirements the construction and maintenance of the tracks are less strict than on the railway. This is due to the lower train weight and axle load. Typically, wooden sleepers are used to lay tram tracks. To reduce noise, rails at the joints are often electrically welded. There are also modern ways of constructing a track that can reduce noise and vibration and eliminate the destructive effect on the adjacent part of the pavement, but their cost is much higher.

There is a problem of wave-like longitudinal wear of tram rails, the causes of which have not been clearly established. With severe wave-like wear, the carriage moving along the track shakes violently, it makes a rumble, and it is uncomfortable to be in it. The development of wave-like wear is prevented by regular grinding of the rails. Unfortunately, in many tram facilities in Russia this procedure is not followed. Thus, in St. Petersburg, rail grinding cars have not been on the line for several years.

Intersections and arrows

Switches on trams are usually simpler than railway switches and follow less stringent technical standards. They are not always equipped with a locking device and often have only one feather (“wit”).

The switches passed by the tram “on the wool” are usually not controlled: the tram moves the feather by rolling the wheel onto it. The switches installed at sidings and in turning triangles are usually spring-loaded: the switch is pressed out by a spring so that a tram coming from a single-track section goes to the right (at right-hand traffic) passing route; a tram leaving a siding pushes the feather off with its wheel.

Switches passed by the tram “against the grain” require control. Initially, the switches were controlled manually: on light-load lines by counselors, on busy lines by special switch workers. At some intersections, central switch posts were created, where one operator could move all the intersection arrows using mechanical rods or electrical circuits. On modern Russian trams, automatic switches controlled by electric current predominate. The normal position of such an arrow usually corresponds to a right turn. On the catenary, on the approach to the switch, a so-called serial contact is installed (slang name - “lyre”, “sleigh”). When the “solenoid-contact-motor-rail” circuit is closed with the engine turned on (or a special shunt), the solenoid moves the arrow to turn left; When the contact rolls over, the circuit does not close and the arrow remains in its normal position. After the arrow passes along the left branch, the tram closes the shunt installed on the contact suspension with a current collector, and the solenoid moves the arrow to the normal position.

Passing a switch or cross by a tram requires a noticeable reduction in speed, up to 1 km/h (regulated by the rules of tram services). Currently, radio-controlled switches and other switch designs that do not impose restrictions on the mode of movement at the entrance to the switch are becoming increasingly widespread. 16

Where the alternate movement of trams is arranged to overcome narrowness over a short distance (for example, when traveling along a narrow and short bridge, under an arch or overpass, on a narrowing section of a street in the historical center of the city), intertwined tracks can be used instead of switches. In addition, sometimes interweaving paths are arranged at the entrance to intersections where several directions diverge: an anti-hair arrow is installed “in advance”, at the exit from the nearest stop, where the speed of movement is low in itself, and thus a special reduction in speed when passing can be avoided arrows at the intersection itself.

Gates

Gates (from the English gate: gate) are the junction points of the tram and railway networks (the term “gate” itself is not official, but is used very widely). Gates are used mainly to unload trams brought on railway platforms onto the tram track itself (in this case, the railway rails directly turn into tram tracks). To move cars from platforms to rails, cranes and various types of jacking posts are used. Note that for unloading tram cars from railway and automobile platforms, unloading overpasses can also be used - dead ends on which the tram track is raised relative to the railway track (or road surface) to the loading height of the platform (in this case, the rails on the platform are combined with the tram rails on the overpass , and the car moves off the platform under its own power or in tow).

In tram-train systems (see below), gates are used to connect trams to the railway network. In some tram facilities, it is possible for railway cars to connect to the tram network; for example, during Soviet times in Kharkov, entire trains were transported to a confectionery factory located near the gate along a section of the tram line.

In Kyiv, before the construction of its own gate, the metro used the tram-railway gate and tram tracks to transport metro cars to the Dnepr depot.

Electricity supply

In the early period of development of the electric tram, public electrical networks were not yet sufficiently developed, so almost every new tram system included its own central power station. Now tram facilities receive electricity from general-purpose electrical networks. Since the tram is powered by direct current of relatively low voltage, transmitting it over long distances is too expensive. Therefore, traction-step-down substations are located along the lines, which receive high-voltage alternating current from the networks and convert it with a rectifier into direct current, suitable for supply to the contact network.

The rated voltage at the output of the traction substation is 600 V, the rated voltage at the current collector of the rolling stock is considered to be 550 V. In some cities around the world, a voltage of 825 V is accepted (in the countries of the former USSR, this voltage was used only for subway cars).

In cities where trams coexist with trolleybuses, these types of transport, as a rule, have a common energy system.

Overhead catenary

The tram is powered by direct electric current through a current collector located on the roof of the car - usually it is a pantograph, but some farms use yoke current collectors (“arcs”) and rods or semi-pantographs. Historically, yokes were more common in Europe, while barbells were more common in North America and Australia (for the reasons, see the “History” section). The overhead wire suspension on a tram is usually simpler than on a railway.

When using booms, a device similar to trolleybus switches is required. In some cities where rod current collection is used (for example, San Francisco), in areas where tram and trolleybus lines run together, one of the contact wires is used simultaneously by both a tram and a trolleybus.

There are special designs for crossing the overhead contact networks of trams and trolleybuses. The intersection of tram lines with electrified railways is not allowed due to different voltages and heights of overhead contact lines.

Typically, track circuits are used to remove reverse traction current. If the track condition is poor, the return traction current flows through the ground. (“Stray currents” accelerate the corrosion of metal underground structures of water supply and sewerage systems, telephone networks, reinforcement of building foundations, metal and reinforced bridge structures.)

To overcome this disadvantage, some cities (for example, Havana) used a current collection system using two rods (like on a trolleybus) (in fact, this turns the tram into a rail trolleybus).

Contact rails

On the very first trams, a third, contact rail was used, but it was soon abandoned: short circuits often occurred when it rained. The contact between the third rail and the current collector slide was disrupted due to fallen leaves and other dirt. Finally, such a system was unsafe at voltages above 100-150 V (it soon became clear that this voltage was insufficient).

Sometimes, primarily for aesthetic reasons, an improved version of the contact rail system was used. In such a system, two contact rails (ordinary rails were no longer used as part of the electrical network) were located in a special groove between the running rails, which eliminated the danger of electric shock for pedestrians (thus the tram would turn out to be a “rail trolleybus” with a lower trolleybus). In the USA, contact rails were located at a depth of 45 cm from street level and 30 cm from each other. Systems with deep contact rails existed in Washington, London, New York (Manhattan only) and Paris. However, due to the high cost of laying contact rails, in all cities, with the exception of Washington and Paris, a hybrid current collection system was used - a third rail was used in the city center, and a contact network was used outside it.

Although classical systems powered by a contact rail (pairs of contact rails) have not been preserved anywhere, there is still interest in such systems. Thus, during the construction of the tram in Bordeaux (opened in 2003), a modern, safe version of the system was created. In the historic city center, the tram receives its electricity from a third rail located at street level. The third rail is divided into eight-meter sections, isolated from each other. Thanks to the electronics, only the section of the third rail over which the tram is currently passing is energized. However, during operation, this system revealed many shortcomings, primarily related to the action of rainwater. Due to these problems, on one kilometer-long section, the third rail was replaced with a catenary network (the total length of the Bordeaux tram network is 21.3 km, of which 12 km are with a third rail). In addition, the system turned out to be very expensive. Construction of a kilometer of tram line with a third rail costs approximately three times more than a kilometer with a conventional overhead contact line.

Tram car design

A tram is a self-propelled railway-type car, adapted for urban conditions (for example, sharp turns, small size, etc.). The tram can follow both a dedicated lane and tracks laid on the streets. Therefore, trams are equipped with turn signals, brake lights and other signaling devices typical for road transport.

The body of modern tram cars is, as a rule, an all-metal structure and consists of a frame, frame, roof, outer and inner skins, floor, and doors. In plan, the body usually has a shape narrowed at the ends, which ensures that the car can easily pass through curves. Body elements are connected to each other by welding, riveting, as well as screw and adhesive methods. 17:16. Early tram designs made extensive use of wood, both in frame and trim elements. Recently, plastic has been widely used in decoration.

Most tram cars currently have biaxial turning bogies, the use of which is determined by the need to smoothly fit the car into curves and ensure smooth running on straight sections at significant speeds. The bogies are rotated using a pivot mounted on the pivot beams of the body and bogie. According to the design of the load-bearing part, the trolleys are divided into frame and bridge; Currently, the latter are mainly used. The distance between the axles of the wheel pairs in the trolley (trolley base) is usually 1900-1940 mm. 17:39.

Wheel pairs perceive and transmit the load from the weight of the car and passengers, when moving, they contact the rails and direct the movement of the car. Each wheel pair consists of an axle and two wheels pressed onto it. According to the design of the wheel center, wheelsets with hard and rubber wheels are distinguished; In order to reduce noise when moving, passenger cars are equipped with wheelsets with rubberized wheels. 17:44

Electrical equipment

Tram motors are most often DC traction motors. Recently, electronics have appeared that make it possible to convert the direct current that powers the tram into alternating current, which allows the use of alternating current motors 18. They differ favorably from DC motors in that they require virtually no maintenance and repair (asynchronous AC motors do not have wear-out brushes or other rubbing parts).

To transmit torque from the traction electric motor to the axle of the wheelset on tram cars, a cardan-gear drive (mechanical gearbox and cardan shaft) is used. 17:51

Engine management system

The device for regulating the current through the electric motor is called a control system. Control systems (CS) are divided into the following types:

· In the simplest case, the current through the motor is regulated using powerful resistors, which are connected in series with the motor discretely. There are three types of such control systems:

o Direct control system (DCS) is historically the first type of control system on trams. The driver, through a lever connected to the contacts, directly switches the resistance in the electrical circuits of the rotor and the TD windings.

o Indirectnon-automatic rheostat-contactor control system - in this system, the driver, using a pedal or controller lever, switched low-voltage electrical signals that controlled high-voltage contactors.

o Indirectautomatic RKSU - in it, the closing and opening of contactors is controlled by a special servomotor. The dynamics of acceleration and deceleration are determined by a predetermined time sequence in the design of the RKSU. The power circuit switching unit assembled with an intermediary device is otherwise called a controller.

· Thyristor-pulse control system (TISU) - a control system based on high-current thyristors, in which the required current is created not by switching resistances in the motor circuit, but by forming a time sequence of current pulses of a given frequency and duty cycle. By changing these parameters, you can change the average current flowing through the TED, and therefore control its torque. The advantage over the RKSU is its greater efficiency, since it minimizes heat losses in the starting resistance of the power circuit, but this control system provides, as a rule, only electrodynamic braking.

· Electronic control system (transistor control system) for asynchronous electric motor. One of the most energy-efficient and modern solutions, but quite expensive and in some cases quite capricious (for example, unstable to external influences). The active use of control programmable microcontrollers in such systems creates the risk of software errors affecting the functioning of the entire system as a whole.

· Piston-type compressors are usually installed on tram cars. 17:105 Compressed air can power door drives, brakes and some other auxiliary mechanisms. Since the tram is always provided with sufficiently large quantities of electricity, it is also possible to abandon pneumatic drives and replace them with electric ones. This simplifies the maintenance of the tram, but at the same time the cost of the car itself increases. According to this scheme, all cars produced by UKVZ are assembled, starting with KTM-5, Tatra T3 and more modern Tatras, all cars produced by PTMZ, starting with LM-99KE, and all cars produced by Uraltransmash.

Evolution of tram layout

First generation trams (until the 1930s) usually had only two axles. The very first trams (at the turn of the 19th - 20th centuries) had open areas in front and behind (sometimes called “balconies”), this arrangement was inherited from the horse-drawn car and was an example of the inertia of thinking - if the front platform of the horse-drawn car had to be open (so that the coachman could control the horses), then the open areas on the tram were an anachronism. Most two-axle vehicles of this period had a wooden body (although the tram frame, naturally, was metal), and yet by the twenties they began to use metal more and more often. The era of double-axle trams largely ended after World War II, although such trams can still be seen in some cities around the world (for example, in Lisbon).

Trams with two-axle bogies and articulated trams

In the 1920s and 1930s, two-axle trams were replaced by a new type of tram - a tram with two-axle bogies. The tram rested on two bogies, each of which had two axles. Since the late twenties, trams began to be built predominantly from all-metal, and after the Second World War, the production of wooden trams was stopped altogether. In addition to single-car trams, articulated trams (trams with an accordion) appeared. Bogie trams, both single and articulated, are still the most common types of trams. See also PCC

Low-floor trams

The third generation of trams includes the so-called low-floor trams. As the name suggests, they distinctive feature is the low floor height. To achieve this goal, all electrical equipment is placed on the roof of the tram (on “classic” trams, electrical equipment can be located under the floor). The advantages of a low-floor tram are convenience for the disabled, the elderly, passengers with strollers, faster boarding and disembarking.

Different tram designs. Black circles indicate drive wheelsets (with a motor), white circles indicate non-drive ones.

Low-floor trams are usually articulated, since the wheel arches greatly limit the space for turning the axles, and this leads to the need to “assemble” the car from short supporting and slightly longer hinged sections. The HermeLijn trams used in Belgium, for example, consist of five sections connected by accordions. However, the floor is not low along the entire length of such a tram: the floor has to be raised above the trolleys. The most progressive tram designs (for example, the Variotram trams operating in Helsinki) solve this problem by eliminating bogies and wheelsets altogether.

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City and intercity electric transport have become familiar attributes for modern man Everyday life. For a long time now we have not thought about how this transport receives power. Everyone knows that cars are fueled with gasoline, bicycle pedals are pedaled by cyclists. But how are electric types of passenger transport powered: trams, trolleybuses, monorail trains, metro, electric trains, electric locomotives? Where and how is the driving energy supplied to them? Let's talk about this.

In the old days, each new tram service was forced to have its own power plant, since public electrical networks were not yet sufficiently developed. In the 21st century, energy for the tram catenary network is supplied from general purpose networks.

The power is supplied by direct current of relatively low voltage (550 V), which would simply not be profitable to transmit over long distances. For this reason, traction substations are located near the tram lines, at which alternating current from the high-voltage network is converted into direct current (with a voltage of 600 V) for the tram contact network. In cities where both trams and trolleybuses operate, these types of transport usually have a common energy supply.

On the territory of the former Soviet Union two power supply schemes for contact networks for trams and trolleybuses are presented: centralized and decentralized. Centralized appeared first. In it, large traction substations equipped with several converting units served all lines adjacent to them, or lines located at a distance of up to 2 kilometers from them. Substations of this type are located today in areas of high density of tram (trolleybus) routes.

A decentralized system began to take shape after the 60s, when outbound lines of trams, trolleybuses, and metro began to appear, such as from the city center along the highway to a remote area of ​​the city, etc.

Here, for every 1-2 kilometers of the line, low-power traction substations with one or two converter units are installed, capable of powering a maximum of two sections of the line, and each section at the end can be fed by a neighboring substation.

This way, energy losses are less, because the feeder sections are shorter. In addition, if an accident occurs at one of the substations, a section of the line will still remain energized from the neighboring substation.

The tram's contact with the DC line is carried out through a pantograph on the roof of its car. It can be a pantograph, half-pantograph, rod or arc. The contact wire of a tram line is usually hung more simply than a railway line. If a boom is used, then the air switches are designed like trolleybus switches. Current drainage is usually carried out through the rails - into the ground.

In a trolleybus, the contact network is divided by sectional insulators into segments isolated from each other, each of which is connected to a traction substation using feeder lines (overhead or underground). This easily allows selective shutdown of individual sections for repairs in case of damage. If a fault occurs with the supply cable, it is possible to install jumpers on the insulators to power the affected section from the adjacent one (but this is an emergency mode associated with the risk of feeder overload).

The traction substation reduces high voltage alternating current from 6 to 10 kV and converts it into direct current, with a voltage of 600 volts. The voltage drop at any point in the network, according to regulations, should not be more than 15%.

The trolleybus contact network is different from the tram network. Here it is two-wire, the ground is not used to drain current, so this network is more complex. The wires are located at a short distance from each other, so particularly careful protection against proximity and short circuits is required, as well as insulation at the intersections of trolleybus networks with each other and with tram networks.

Therefore, special means are installed at intersections, as well as arrows at branching points. In addition, a certain adjustable tension is maintained, which protects the wires from tangling during the wind. That is why rods are used to power trolleybuses - other devices simply will not allow meeting all these requirements.

Trolleybus booms are sensitive to the quality of the contact network, because any defect can cause the boom to come off. There are standards according to which the bend angle at the point where the rod is attached should not be more than 4°, and when turning at an angle of more than 12°, crooked holders are installed. The current collector shoe moves along the wire and cannot turn with the trolleybus, so arrows are needed here.

Monorail trains have recently been running in many cities around the world: Las Vegas, Moscow, Toronto, etc. They can be found in amusement parks, zoos, monorails are used to explore local attractions, and, of course, for urban and suburban transport.

The wheels of such trains are not made of cast iron, but of cast rubber. The wheels simply guide the monorail train along a concrete beam - the rails on which the track and power lines (contact rail) are located.

Some monorail trains are designed in such a way that they seem to be mounted on the track from above, just like a person sitting astride a horse. Some monorails are suspended from a beam below, resembling a giant lantern on a pole. Of course, monorails are more compact than conventional railways, but their construction is more expensive.

Some monorails have not only wheels, but also additional support based on a magnetic field. The Moscow monorail, for example, moves precisely on a magnetic cushion created by electromagnets. Electromagnets are located in the rolling stock, and permanent magnets are located in the guide beam web.

Depending on the direction of the current in the electromagnets of the moving part, the monorail train moves forward or backward according to the principle of repulsion of like magnetic poles - this is how a linear electric motor works.

In addition to rubber wheels, a monorail train also has a contact rail, consisting of three current-carrying elements: plus, minus and ground. The supply voltage of the monorail linear motor is constant, equal to 600 volts.

Subway electric trains receive electricity from the DC network - usually from the third (contact) rail, the voltage on which is 750-900 Volts. Direct current is obtained at substations from alternating current using rectifiers.

The contact of the train with the contact rail is carried out through a movable current collector. The contact rail is located to the right of the tracks. The current collector (the so-called “current collecting paw”) is located on the car bogie and is pressed against the contact rail from below. The plus is on the contact rail, the minus is on the train rails.

In addition to the power current, a weak “signal” current flows along the track rails, which is necessary for the operation of the blocking and automatic switching traffic lights. The rails also transmit information to the driver’s cabin about traffic light signals and the permitted speed of the metro train on this section.

An electric locomotive is a locomotive driven by a traction motor. The electric locomotive engine receives power from the traction substation through the contact network.

The electrical part of an electric locomotive as a whole contains not only traction motors, but also voltage converters, as well as devices that connect motors to the network, etc. The current-carrying equipment of an electric locomotive is located on its roof or hood, and is intended to connect electrical equipment to the contact network.

Current collection from the contact network is provided by pantographs on the roof, then the current is supplied through busbars and bushings to electrical devices. On the roof of the electric locomotive there are also switching devices: air switches, current switches and disconnectors for disconnecting from the network in the event of a fault with the current collector. Through the busbars, the current is supplied to the main input, to converting and regulating devices, to traction motors and other machines, then to the wheel pairs and through them to the rails and into the ground.

Adjusting the traction force and speed of an electric locomotive is achieved by changing the voltage at the motor armature and varying the excitation coefficient on commutator motors, or by adjusting the frequency and voltage of the supply current on asynchronous motors.

Voltage regulation is performed in several ways. Initially, on a DC electric locomotive, all its motors are connected in series, and the voltage on one motor of an eight-axle electric locomotive is 375 V, with a voltage in the contact network of 3 kV.

Groups of traction motors can be switched from series connection - to series-parallel (2 groups of 4 motors connected in series, then the voltage per motor is 750 V), or to parallel (4 groups of 2 motors connected in series, then the voltage per one engine - 1500 V). And to obtain intermediate voltage values ​​on the motors, groups of rheostats are added to the circuit, which makes it possible to regulate the voltage in steps of 40-60 V, although this leads to the loss of some of the electricity on the rheostats in the form of heat.

Electric power converters inside an electric locomotive are necessary to change the type of current and reduce the voltage of the contact network to the required values ​​that meet the requirements of traction motors, auxiliary machines and other circuits of the electric locomotive. The conversion is carried out directly on board.

On AC electric locomotives, a traction transformer is provided to reduce the high input voltage, as well as a rectifier and smoothing reactors to produce direct current from alternating current. To power auxiliary machines, static voltage and current converters can be installed. On electric locomotives with asynchronous drives of both types of current, traction inverters are used, which convert direct current into alternating current of adjustable voltage and frequency, supplied to the traction motors.

An electric train or electric train in its classic form takes electricity with the help of current collectors through a contact wire or contact rail. Unlike an electric locomotive, electric train current collectors are located both on motor cars and on trailer ones.

If current is supplied to trailer cars, then the motor car receives power through special cables. Current collection is usually from the top, from the contact wire, and is carried out by current collectors in the form of pantographs (similar to tram ones).

Typically, current collection is single-phase, but there is also three-phase, when an electric train uses specially designed current collectors for separate contact with several wires or contact rails (if we are talking about the subway).

The electrical equipment of an electric train depends on the type of current (there are electric trains of direct current, alternating current or dual-system), the type of traction motors (commutator or asynchronous), and the presence or absence of electric braking.

Basically, the electrical equipment of electric trains is similar to the electrical equipment of electric locomotives. However, on most models of electric trains it is located under the body and on the roofs of the cars to increase passenger space inside. The principles of motor control for electric trains are approximately the same as for electric locomotives.

(Lecture material for training in the specialty “Tram Driver”).

Topic No. 1. Properties of compressed air. Diagram of pneumatic equipment of a tram car. Lecture – 2 hours.

Air, being a mixture of gases, has their physical properties: it does not have its own shape and volume. Air occupies the entire volume in which it is located.

The state of air is characterized by its volume, pressure and temperature. Tram rolling stock operates at a temperature whose fluctuations, in principle, can be neglected. Therefore, the state of the compressed air that is in the pneumatic system of a tram car can only be determined by its volume and pressure. If you reduce the volume occupied by air, i.e. compress the air several times, the air pressure will increase by the same amount. Thus, the more the air is compressed, the more force it will press on the walls of the tank in which it is located. This property of compressed air is described in the famous Boyle-Mariotte law:

P1V1 = P2V2

Where P1 and P2 - air pressure before and after compression; V1 and V2 - volume of air before and after compression.

This property of air allows it to be used to drive various mechanisms, including those on tram cars.

Air pressure is measured pressure gauge. The thin metal membrane of the pressure gauge bends under the action of compressed air, while the transmission system turns the arrow indicating the pressure. Instead of a membrane, a thin brass tube can be used.

Compressed air on tram rolling stock is used to operate mechanical braking systems, as well as various mechanical systems and service devices, namely: reverser drive, doors, sandboxes, undercar safety net, windshield wiper, pneumatic bell drive.

The use of compressed air on rolling stock has its advantages and disadvantages.

The advantages are: simplicity of device design pneumatic system and ease of control, ease of maintenance and repair, the possibility of stepwise regulation of control processes, ease of manufacture of equipment and its low cost. The most important advantage is also that the compressed air accumulated in the tanks is an independent source of energy, which can be used to operate the braking system in the event of the disappearance of other types of brakes.

One of the significant disadvantages of pneumatic equipment is its relatively low reliability due to the formation of condensate and its freezing in pipelines and apparatus during operation at low outside temperatures. The devices and devices of the pneumatic system are connected to each other by pipes, as well as reinforced rubber hoses, which serve as air ducts. The devices and pneumatic system must have as few outlets as possible from pipelines and devices and little aerodynamic resistance to the propagation of the compressed air wave. Therefore, pipelines, bends and devices of the pneumatic system should not have sharp transitions in cross-section, deflection and sagging of pipes, air leaks at joints, mechanical particles and dust inside pipelines and devices. Neglect of these requirements when maintenance rolling stock leads to the accumulation of condensate and air leaks, which negatively affects the operational reliability of the equipment.

The tanks are cylindrical, welded, equipped with threaded flanges for connecting air ducts, as well as for connecting a drain valve. High-pressure tanks (spare) with a volume of 55 liters are located under the rear platform of the car, and the tank low pressure(working) volume of 25 liters - under the driver’s cabin.

According to its purpose, the entire pneumatic system of a tram car is divided into three main lines:

· pressure line, which includes the apparatus necessary for receiving and storing a supply of compressed air on a tram car. It includes a motor-compressor with air filter, oil and moisture separator, check valve, spare tanks, safety valve, high pressure gauge, electric pneumatic pressure regulator "AK-11B", end and isolation valves and pressure reducing valve.

· Brake line, which includes devices that activate braking devices. These include: a working reservoir, electro-pneumatic shut-off valves, isolation valves, switching valves, brake cylinders, driver's valve (pneumatic distributor), automatic transmission.

· Auxiliary highway, which includes devices that operate the servicing mechanisms of the tram car body. These include electro-pneumatic valves, taps and cylinders for the door drive, frontal safety net, reverser, sandboxes and windshield wiper.

According to the compressed air pressure used, all devices of the pneumatic system of a tram car are divided into two groups:

· High pressure apparatus (high pressure air parameters from 4 to 6 atm.)

· Low pressure devices (low pressure air parameters from 2.8 to 3.2 atm.)

Air low pressure used in brake system when operating in automatic additional braking mode with a mechanical brake from a pneumatic drive using electro-pneumatic valves. In other systems air pressure is high.

General concepts about the movement of a body Mechanical movement is the mutual movement of bodies in space, as a result of which the distance between bodies or between their individual parts changes. Movement can be translational or rotational. Translational motion is characterized by the movement of a body relative to a reference point. Rotational motion is a movement in which a body, remaining in place, moves around its axis. The same body can be simultaneously in rotational and translational motion, for example: a car wheel, a carriage wheel pair, etc.

Speed ​​and acceleration The distance traveled per unit time is called speed. Uniform motion is one in which a body travels identical paths in any equal intervals of time. For uniform motion: where: S is the length of the path in m (km), t is the time in seconds. (hour), Ucp average speed in km/h. With uneven motion, the body moves different distances over equal periods of time. Uneven motion can be uniformly accelerated or uniformly decelerated. Acceleration (deceleration) is the change in speed per unit time. If the speed increases (decreases) by equal amounts over equal periods of time, then the motion is called uniformly accelerated (uniformly slowed down).

Mass, force, inertia Any action of one body on another, which causes acceleration, deceleration, or deformation, is called force. For example, a tram can be moved from its place if a traction force is applied to the wheel pair of the car. To slow it down, you need to apply braking force to the rim of the bandage. Several forces can act simultaneously on the same body. A force that produces the same effect as several at the same time active forces, is called the resultant of these forces. The phenomenon of maintaining the speed of a body in the absence of the action of other bodies on it is called inertia. It manifests itself in various cases: when a carriage suddenly stops, passengers lean forward, or a train that has descended from a mountain can continue to move horizontally without turning on the engines, etc. The measure of inertia of a body is its mass. Mass is determined by the amount of substance contained in a body.

Friction and lubrication The contact of bodies with each other is accompanied by friction. Depending on the type of movement, three types of friction are distinguished: Ø static friction; Ø sliding friction; Ø rolling friction Lubrication of the rubbing parts of individual parts and assemblies of various mechanisms reduces friction forces, and therefore wear, promotes heat removal and its uniform distribution, reduces noise, etc.

General concepts A tram is a carriage driven by electric traction motors that receive energy from a contact network, and is intended for passenger and freight transportation in the city along a laid rail track. Trams are divided according to their purpose into passenger, freight and special. By design, cars are divided into motor, trailed and articulated. A tram train can be formed from two or three motor cars. In this case, control is carried out from the cabin of the head car. Such trains are called multi-unit trains. Trailed cars do not have traction engines and cannot move independently.

About our enterprise Currently, our enterprise operates tram cars produced by the Ust-Katav Carriage Plant: models 71 - 605, 71 - 608, 605 608 71 - 619, 71 - 623. This facilitates the provision of spare parts, 619 623 personnel training, maintenance and repair the cars themselves, etc. If the first cars were with contactor control, then the latter are modern tram cars with electronic control.

Body frame The main elements of the body are the frame, frame (frame), roof, outer and inner skins, window frames, doors, floor. All body elements are load-bearing and are connected to each other by welding, riveting and bolting. The body frame is of an entirely welded structure, assembled from steel closed box-shaped, channel-shaped and corner sections. Front and rear box-section pivot beams are welded inside the frame. The body frame consists of a left and two right sidewalls, front and rear walls and a roof. All of them are of welded construction made of steel profiles of different configurations. The frame is welded to the body frame. The floor is a device made of laminated plywood, impregnated with bakelite varnish, 20 mm thick. A rubber flooring with a corrugated surface is glued on top of the plywood.

The internal lining is made of fiberboard or plastic. The outer skin is made of corrugated or flat steel sheets, secured with self-tapping screws to the body frame. The inner surface of the outer skin is covered with anti-noise mastic. Foam insulation is installed between the inner and outer skins. For access to electrical equipment cabinets, the lower part of the outer casing is equipped with bulwarks with hinged fastening. The body roof is made of fiberglass and is attached to the body frame with bolts or bolted joints. The top of the roof is covered with a mat made of dielectric rubber.

Pantograph Car pantograph type "Pantograph" is intended for Pantograph permanent electrical connection between the contact wire and the tram car, both when stationary and when moving. The pantograph provides reliable current collection at speeds up to 100 km/h. It is attached to the roof of the car with insulators. The moving frame system consists of two upper and two lower frames. Each lower frame consists of one pipe of variable cross-section, and the upper frame consists of three thin-walled pipes forming an isosceles triangle, the base of which is the upper locking hinge, and the apex is a hinge connection with the lower frame. To ensure that current can freely pass through the frame hinges without causing burns or jams in them, all hinge joints have flexible shunts. The base of the pantograph consists of two longitudinal and two transverse beams, made of channel-shaped steel (height 100 mm, width 50 mm, sheet thickness 4 mm)

The lower frames are welded to the main shafts on which the lifting spring arms are mounted. Lifting springs are used to raise the pantograph and provide the necessary contact pressure. The main shafts are connected to each other by two equalizing rods. The suspension of the runner is horizontal, on independent plungers, which ensures a fairly large (up to 60 mm) movement of the runner, regardless of the frame suspension system. The runner is double-row with arched aluminum inserts and has the ability to rotate its longitudinal axis to ensure complete fit of both rows of inserts to the contact wire. The pantograph is lowered manually from the driver's cab using a rope. To hold the lifting frame in the lowered state, there is a pantograph safety hook, consisting of a longitudinal angle on which a stand with a grip is welded. The hook is located in the center of the pantograph cross beams.

To engage the hook with the crossbar, you must sharply lower the pantograph. To disengage the hook from the crossbar, it is necessary to slowly pull the pantograph up to the rubber stops. Under the action of the counterweight, the hook disengages, and the pantograph is raised to the working position by slowly releasing 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 difference in skid pressure on the contact wire in the working height range is no more than 1.1 kgf. The skew of the runners along the length between the carriages in the upper position is no more than 10 mm. The minimum thickness of the contact insert is 16 mm. (nom. 45 mm)

Salon, driver's cabin. The interior of the body is a salon, which is divided into front and rear areas and a middle part. On the front platform there is a driver's cabin, separated from the passenger compartment by a partition with a sliding door. In the driver's cabin there are: q control panel; q high-voltage and low-voltage electrical equipment; q driver's seat; q fire extinguisher; q device for lowering the pantograph.

From the control panel you can: q control the car; q alarm; q opening and closing doors; q turning the lighting on and off; q turning heating on and off, etc.; In the cabin of the car there are one and two-seater seats for passengers, on which electric stoves are installed to heat the cabin. Currently, trolleybus heaters (TRO) are also being installed in the amount of 2-3 units. per carriage. Under the seats there are sandbox bunkers with electric drives. There are also vertical and horizontal handrails in the cabin. A ladder is installed on the front door drain to climb to the roof.

At the doors there are: q emergency door opening switches; q emergency brake button (STOP CRANE); q “stop on demand” button. There is a lighting line on the ceiling of the cabin. Interior ventilation: q forced ventilation is carried out through 4 fans, which are installed on the left and right sides between the body panels q natural ventilation is carried out through the window vents, front ventilation grilles and doors. Roof equipment: q q pantograph type; radio reactor; lightning arrester; high voltage cable line

Installed in the frontal part of the body on the outside of the end part of the body hitch(fork), running boards, bumper. Outside the body, on the left and right sides, side and turning lights are installed. A fender bar is installed on the frame in the frontal part of the body. In the rear there are side lights and a hitch. On the right side there are doorways and running boards.

Door structure on cars 71 605 The car has three single-leaf sliding-type entrance doors with individual electric drives. The door frame is made of lightweight thin-walled rectangular pipes and sheathed on the outside and inside with sheathing sheets. Thermal insulation bags are installed between the sheets. The upper part of the door is glazed. Opening and closing of doors is carried out using 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 (modified generator G 108 G) and a two-stage worm-helical gearbox with a gear ratio of 10. The output shaft of the gearbox with a sprocket protrudes beyond the outer skin of the car and is connected to the door leaf through a drive chain. The chain on the inside of the door is covered with a casing.

To ensure the angle of engagement of the drive sprocket with the chain, an auxiliary sprocket is installed. The drive clutch nut must be adjusted and locked based on the pressure on the door leaf when closing no more than 15-20 kg. In extreme positions, the drive is switched off automatically using limit switches (VK 200 or DKP 3.5). The door leaf is suspended using brackets on a guide mounted on the car body. Each bracket has two rollers on top and one on the bottom. The upper suspension is covered with a casing. At the bottom of the door, two brackets with two rollers are attached, which fit into the guide. The door has the ability to be adjusted both in the vertical plane using the nuts and locknuts of the upper suspension, and in the horizontal plane due to the grooves in the brackets. The door leaf is sealed around the perimeter with seals. To soften the impact when closing, a rubber buffer is installed on the door pillar. Time for closing and opening doors is 2 4 s.

Door malfunctions on cars 71 605 Ø fuse burned out; Ø the chain has fallen off the sprocket due to poor tension; Ø sagging of the chain below the protective casing at a distance of more than 5 mm. ; Ø the limit switch or switch on the control panel is faulty; Ø the door opens and closes sharply; Ø The clutch is incorrectly adjusted, the force is more than 20 kg. ; Ø the elastic coupling is broken; Ø the electric motor is faulty;

Door structure of a tram car model 71 608 K The car has 4 sliding doors. The outer doors are single-leaf, the middle doors are double-leaf with an individual drive. To climb to the roof, there is a retractable ladder in the opening of the second door. The door frame is made of lightweight thin-walled rectangular pipes and sheathed on the outside and inside with sheets. Thermal insulation bags are installed between the sheets. The upper part of the door is glazed. Opening and closing of doors is carried out using electric drives from the control panel by pressing the corresponding toggle switches.

The control drive consists of an electric motor and a single-stage worm-helical gearbox. In the extreme positions of the doors (closed and open), the electric drive is turned off automatically using contactless sensors that are installed in the overhead belt near each door. To activate the sensors, plates are installed on the door carriage. Doors and sashes are fastened through carriages, which in turn are installed on a rigidly fixed guide to the body frame. Doors and leaves have two locking points against extrusion. The first fixing point is located at the sill level through guides that are attached to the sill belt and the door pillar of the body frame and the shaped roller, which is fixedly fixed to the doors and sashes.

The second fixing point is the crackers, fixedly fixed on the lower steps, two pieces per door and per leaf through the lower guides, welded to the frames of the doors and leaves. The translational movement of doors and leaves is carried out by a rack and pinion transmission driven by electric drives. When adjusting, it is necessary to: Ø ensure uniform fit of the door seals over the entire surface; Ø dimensions and requirements are provided by the adjusting fitting; Ø after fulfilling the requirements, lock the adjusting fitting with a nut; Ø ensure a tight fit of the rollers to the guide with a screw, ensuring easy (without jamming) movement of doors and sashes along the guide and secure with a nut;

Ø the size is ensured by the roller eccentric, after which the roller is secured with a washer; Ø when installing drives and racks, the requirements for side clearance are 0.074. . 0.16 according to GOST 10242 81 is provided; Ø after fulfilling the requirements, fix the door slats with an eccentric roller on the doors with the eccentric rollers of the bracket; Ø secure all eccentric units with lock washers; Ø Lubricate all rubbing surfaces of the upper guide and rack and pinion gear with a thin layer of graphite lubricant GOST 3333 80.

If the doors do not close tightly, it is necessary to adjust the sensor disconnection by moving the plate away from the sensor. If the door closes with a strong blow, move the plate towards the sensor. After adjustment, the gap between the sensor and the plate should be within 0. 8 mm. If the doors do not open (broken circuit, blown fuses, etc.), manual door opening is provided. To do this, open the overhead hatch, turn the red handle towards you until it stops and open the door with your hands, as shown on the sign.

Malfunctions of car doors model 71 608 K Ø cracks in beams; Ø steps and handrails are faulty; Ø damage to the floor, manhole covers protrude more than 8 mm above the floor; Ø leakage of the roof, vents; Ø defects in driver's cab glass and mirrors; Ø contamination and damage to the upholstery of the seats; Ø violation of the internal lining; Ø the pantograph rope is damaged; Ø The door drive does not work.

Description of the trolley design The trolley is an independent set chassis, assembled together and rolled under the car. When the car moves, it interacts with the rail track and carries out: transfer of the weight of the body and passengers onto the axles of the wheel pairs and its distribution between the wheel pairs; transmission of traction and braking forces to the body from wheel pairs; direction of the wheel pair axles along the rail track; fitting into curved sections of the path. The carriage bogie has a frameless design. The conventional frame is formed by two longitudinal beams and two wheel pair gearbox housings. The welded longitudinal beam consists of cast steel ends and a stamped steel box-section beam. A rubber gasket of “M” shaped section is placed under the ends of the beams. From turning the wheel pairs, a reaction thrust is installed on each of them.

The following are installed on the trolley: Ø central spring suspension Ø electromagnetic drives (solenoids) drum-shoe brakes Ø rail brakes Ø motor beam with traction motors, Ø pivot beam. The traction motor is connected to the wheel set gearbox by a cardan shaft. One flange attaches the propeller shaft to the brake drum, the other to an elastic coupling. The traction motor is secured with four bolts to the motor beam. In order to avoid spontaneous unscrewing, the nuts are cottered after tightening.

The motor beam of a welded structure is installed on longitudinal beams, rests on rubber shock absorbers at one end, and on a set of springs at the other. Rubber shock absorbers limit the movement of the beam both in the vertical and horizontal planes, and help dampen vibrations and vibrations. When installing the engine on a trolley, check the gap between the engine cover and the gearbox housing, which must be at least 5 mm. In the center of the pivot beam there is a socket on which the body rests. When the car moves along a curved section of the track, the rotation of the trolley occurs around the axis of this bearing.

SpecificationsØ Trolley weight 4700 kg. Ø The distance between the gearbox axles is 1200 mm. Ø The distance between the edges of the internal gearbox tires is 1474+2 mm. Ø The difference in the outer diameters of the tires of one gearbox is no more than 1 mm. Ø The difference in the outer diameters of the gearbox tires of one trolley is no more than 3 mm. Ø The difference in the outer diameters of the gearbox tires of different trolleys is no more than 3 mm. Malfunctions: Ø the nuts securing the longitudinal beams of the bogie are not tightened; Ø cracks, mechanical damage on the beams; Ø the distance between the TD cover and the gearbox casing is less than 5 mm.

Central spring suspension The central suspension is designed to dampen (depreciate) vertical and horizontal loads that arise during the operation of the tram. Vertical loads arise from the weight of the body with passengers. Horizontal Loads occur when the car accelerates or brakes. The load from the body is transmitted through the pivot beam to the longitudinal beams and then through the axle bearings to the axle of the wheelset. The spring suspension kit works as the load increases: 1. the joint work of springs and rubber shock absorbers until the coils of the springs are compressed until they touch. 2. work of the rubber rings until the pallet rests on the rubber lining located on the longitudinal beam. 3. joint work of rubber rings and lining.

Device Ø pivot beam; Ø external and internal coil springs; Ø rubber shock absorber rings; Ø metal plates; Ø rubber gasket; Ø rubber buffer (absorbs horizontal loads); Ø earring (for attaching the body and trolley to lift the car).

Malfunctions: Ø presence of cracks or deformation in metal parts (pivot beam, brackets, etc.); Ø internal or external springs have burst or have residual deformation; Ø wear or residual deformation of rubber rings of shock absorbers; Ø the pallet has cracks or the integrity of the pallet body is damaged; Ø residual deformation or wear of rubber buffers (shock absorbers); Ø absence or malfunction of the earring (lack of connecting pins, cotter pins, etc.); Ø the difference in height of shock absorber sets (springs, plates with rubber rings) is no more than 3 mm.

Purpose of the wheel set Designed to receive and transmit rotational motion from the traction motor through the cardan shaft and gearbox to the wheel, which at the same time receives rotational translational motion.

Wheelset arrangement v Rubberized wheel 2 pcs. ; v Wheelset axle; v Driven gear, which is pressed onto the axle of the wheelset; v Long (casing); v Short (casing); v Axle box units with bearings No. 3620 (roller 2 x row); v Drive gear assembly with bearings No. 32413, 7312, 32312;

Description of the design of the wheelset The short and long casings, with their extended part, are connected to each other with bolts, forming the gearbox housing. The long casing has two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a cup, is inserted into the neck of the gearbox housing.

Single-stage gearbox with Novikov gearing. The gear ratio of the gearbox is 7.143. The upper part of the gearbox housing has a technological hole for installing a breather, which serves to remove gases produced when the oil operates in the gearbox housing. Also in the gearbox housing there are 3 holes for filling, monitoring and draining oil from the gearbox housing. The holes are closed with special plugs. The long and short casings have cavities for installing rubber shock absorbers. These shock absorbers allow you to soften the loads transmitted by the longitudinal beams from the weight of the body with passengers. The size between the inner edges of the bandage should be 1474+2 mm.

Faulty wheelset - gearbox bearings are jammed; v the axle bearings are jammed; v oil leakage in the gearbox through the seal; v the oil level in the gearbox does not meet the standards; v wear of the tire of the rubberized wheel; v residual deformation of rubber products; v breakage (absence) of bolts, central nuts of grounding shunts; v presence of cracks in wheels and gearbox housings; v wear of the teeth of the driving and driven wheels; v the presence of flats on the rolling surface of the bandage exceeding the permissible value.

Rubberized wheel The tire is kept from turning by tension. The bandage is placed on the center in a hot state, the tension value is 0.6-0.8 mm. The flange on the tire serves to guide the wheelset along the rail track. The wheel itself is pressed onto the axle with a tightness of 0.09 0.13 mm. The design of the wheel allows it to be rebuilt without unpressing. Shock absorber discs (liners) are pressed before assembly, pressing three times on a press with a force of 21–23 tf. and exposure time 2 3 min. The peripheral bolts are tightened with a torque wrench to 1500 kgf*cm

The rubberized wheel accepts vertical and horizontal loads. Shock absorbers are designed to soften the impact of the weight of the tram on the track and absorb impacts from distortions and unevenness of the tram track. The dimensions of tires, flanges, the condition of wheel blocks, tire centers in operation, and cars are strictly regulated by the tram's PTE. v bandage thickness is allowed up to 25 mm. v flange thickness up to 8 mm, height - 11 mm.

Device of a rubberized wheel - a bandage with a wheel center and a locking ring; v hub; v rubber shock absorber 2 pcs. ; v pressure plate; v central nut with locking plates; v peripheral (tightening) bolts 8 pcs. with nuts and washers. ; v grounding shunts;

Malfunctions of the rubberized wheel - wear of the flange is less than 8 mm. in thickness, less than 11 mm. by height; v Bandage wear is less than 25 mm. ; v Flat on the rolling surface of the bandage, exceeding 0.3 mm on reinforced concrete sleepers and 0.6 mm on wooden sleepers; v Loosening the central nut; v Missing 1 locking plate; v Broken one peripheral bolt; v Loosening of the fit of the wheel center in the body of the tire; v Wear or natural aging of rubber shock absorbers is checked visually for cracks in the rubber through the hole in the pressure plate; v Absence or breakage of grounding shunts (up to 25% of the cross-section is allowed)

Wheel arrangement 608 KM. 09.24.000 The sprung wheel is one of the elements of the trolley traction drive. Between the hub pos. 3 and bandage pos. 1 rubber elements pos. 6, 7. Four of them (item 7) with a conductive jumper. The location of the rubber elements with a conductive jumper in the tire is marked with marks E on the wheel tire. This is necessary for the orientation of the wheels when forming a wheel pair (rubber elements with a conductive jumper, position 7, should be located at approximately an angle of 45). The surfaces of parts adjacent to the rubber elements, pos. 1, 2, 3 are covered with conductive paint.

Pressure disk pos. 2 is pressed on a press with a force of at least 340 kN. Before pressing, the working surfaces are lubricated with CIATIM 201 GOST 6267 74 lubricant. Before assembling the wheel, the rubber elements and adjacent surfaces are lubricated with silicone lubricant Si 15 02 TU 6 15 548 85. Plugs pos. 4 and bolts pos. 5 are locked with thread lock Loctite 243 from Henkel Loctite, Germany. Bolt tightening torque pos. 5 90+20 Nm. After assembling the wheel, the electrical resistance between the parts pos. 1 and 3 should be no more than 5 m. Ohm. If the bandage is worn down to the control ledge B, the bandage must be replaced. The tire is replaced on the wheel pair without unpressing the wheel from the axle.

TOPIC No. 6 Transmission of torque from the armature shaft of the traction motor to the axle of the wheelset

Cardan shaft Designed to transmit torque from the traction motor to the wheelset gearbox. Cars 71 605, 71 608, 71 619 use a driveshaft from a MAZ 500 vehicle, shortened by cutting the tubular part. The cardan shaft has two flanged yokes, with the help of which it is attached on one side to the brake drum flange, on the other side to an elastic coupling mounted on the traction motor shaft. The middle part of the propeller shaft is made of a seamless steel pipe, to one end of which a fork is welded, and to the other a splined tip. The tip is fitted with a steel sleeve at one end with splines (internal), and at the other end with a fork.

The flange forks are connected to the internal forks using two crosses, on the arms of which needle bearings are mounted. The cross beams with needle bearing housings are inserted into the eyes of the flange and internal forks. The internal channels of the cross and the grease nipple in its middle part serve to supply lubricant to each needle bearing. The needle bearing housings are pressed with caps, which are secured to the forks with two bolts and a locking plate. At the end of the sleeve with splines there is a thread onto which a special nut with an oil seal ring is screwed, which protects the splined joint from the penetration of dirt and dust, as well as from the leakage of lubricant. The spline connection is lubricated using a grease nipple mounted on the bushing. The cardan shaft is dynamically balanced with an accuracy of 100 g.cm.

Malfunctions of the driveshaft ü Presence of play in the flange at the landing site on the shaft of the traction motor or gearbox, drilling of holes for bolts for fastening the driveshaft flanges of more than 0.5 mm. ; ü The radial clearance of the universal joint and the circumferential play of the spline connection exceed the permissible standards established by the manufacturer (0.5 mm); ü Cracks, burrs, traces of longitudinal grooves on the surface of the fingers of the cross are not allowed;

Purpose and design of the gearbox Single-stage gearbox with Novikov gearing. The gear ratio is 7.143. The short and long casings, with their extended part, are connected to each other by bolts, forming the gearbox housing. The upper part of the gearbox housing has a technological hole for installing a breather, which serves to remove gases produced when the oil operates in the gearbox housing. Also in the gearbox housing there are 3 holes for filling, monitoring and draining oil from the gearbox housing. The holes are closed with special plugs. The long casing has two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a cup, is inserted into the neck of the gearbox housing.

TRAM GEARBOX WITH NOVIKOV SYSTEM MESHING: 1 - brake drum; 2 - driving bevel gear; 3 - gear housing; 4 - driven gear; 5 - axle of the wheelset.

Drum shoe brake Designed for additional braking of the car (full stop) after the electrodynamic brake is exhausted. The brake drum is mounted on the conical part of the drive gear of the gearbox and is secured with a castle nut to the threaded part of the drive gear.

Device § Brake drum (diameter 290-300 mm) § Brake pads with linings 2 pcs. The brake pads are made of steel and have a radius surface for installing brake linings. § Eccentric axis 2 pcs. designed for adjusting and installing shoes on the gearbox; § Opening fist; § Double lever; The expansion cam and double-arm lever are designed to transmit force from the brake electromagnet (solenoid) through the brake pads to the brake drum. § Lever system with rollers and adjusting screws; § The expansion spring returns the pads.

Operating principle The drum shoe brake comes into operation when the car is braking after the electrodynamic brake is exhausted at a speed of 4 – 6 km/h. The solenoid is activated and, through the adjusting rod, rotates the double-arm lever and the expansion fist around its axis, thereby transmitting the force from the brake electromagnet through the lever system to the brake pads. The brake pads are tightened along the surface of the brake drum, thereby further braking occurs and the car comes to a complete stop.

Malfunctions: § Wear of brake pads (at least 3 mm allowed); § In the disengaged state, the gap between the shoe lining and the drum surface is less than or greater than 0.4-0.6 mm; § Oil getting on the surface of the drum; § Inadmissible play in the lever system and in the unit for attaching the pads with eccentrics; § The drum shoe brake drive is faulty; § The gap is not adjusted;

Electromagnetic drive (solenoid) of a drum shoe brake Designed to drive a drum shoe brake. Each brake has its own drive, they are installed on the site of the longitudinal beam.

Solenoid (brake electromagnet) 1 pad; 2 drum; 3, 5, 43 lever; 4 fist expansion; 6 movable core; 7, 10, 13 cover; 8 box; 9 valve solenoid; 11 diamagnetic gasket; 12 limit switch; 14 glass; 15 anchor; 16 coil; 36, 45 washer; 17 building; 18 traction coil; 19 thrust; 20 adjusting rod; 21, 44 axis; 22 lever; 23 protective coupling; 24 fixed core (flange); 25 coil output; 26 adjustment screw; 27, 3134 spring; 28, 30 gasket; 29 adjusting ring; 32 retaining spring; 33 – adjusting screw; 35 key; 36, 45 washer; 37 spherical nut; 38, 40 screw; 39 nut;

The brake electromagnet device consists of the following parts: § housing (pos. 26) § cover (pos. 15) § traction coil TMM (pos. 28) § PTO holding coil (pos. 23) § core (pos. 25), on which anchor is fixed (pos. 19) § spring (pos. 20) § limit switch (pos. 16) § manual release screw (pos. 18), etc.

The brake electromagnet has four operating modes: driving, service brake, emergency brake and transport. Driving mode When the tram car starts moving, a voltage of 24 volts is supplied to the traction and holding coils. As a result, the armature is attracted to the holding electromagnet and keeps the spring compressed. This releases the limit switch and removes the voltage from the traction coil. The brake spring is held by the PTO coil throughout the entire driving cycle. On the control panel in the driver's cabin, the solenoid alarm light goes out, which corresponds to “disengaged”.

Brake service mode Service braking at a speed not exceeding 4–6 km. /hour is produced by turning on the traction coil at a voltage of 7.8 volts, that is, magnetization occurs and the holding electromagnet is turned off. At this time, the traction coil is powered through resistance, due to which the force on the movable core is equal to half the force of the spring. The brake electromagnet creates a force of 40–60 kg. at the position of the driver 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 controller returns from T 4 to 0. T 4

Emergency braking mode For emergency braking, the voltage is removed from both the holding and traction coils, thereby ensuring rapid braking of the car. Emergency braking is carried out: when the power supply is released, when the stop valve is released, in the absence of current from the battery. Transport mode When transporting a faulty car by another car, it is necessary to release the brakes using the manual release screw.

Malfunctions: The car does not release the brakes: q 24 V voltage is not supplied to the traction and holding coils, q the power supply fuses for the TMM and PTO circuits are blown, q mechanical failure lever device of the drum shoe brake, q the solenoid limit switch is faulty, q presence of cracks on the electromagnet cover, q incorrect adjustment of the electromagnet and drum shoe brake, q the solenoid fastening on the site of the longitudinal beam is broken.

Rail brake (RT) TRM 5 G The rail brake (RT) is designed for emergency stopping of the car to prevent accidents and emergencies (collisions with people or other obstacles). The braking force is created due to friction of the RT surface against the rail head. The pulling force of each brake is 5 tons (20 tons total).

Design Brackets (2 pieces) are welded onto the longitudinal beam of the bogie, onto which the rail brake is suspended through tension or compression springs. The RT is powered from the battery (+24 V). RT is an electromagnet with an electric winding and a core. To limit the movement of the RT in the horizontal plane, restrictive brackets are installed.

Malfunctions Ø breakage of suspension springs or their residual deformation; Ø the gap between the surface of the rail brake and the rail head exceeds 8-12 mm. ; Ø misalignment of the rail brake in relation to the rail (not parallel); Ø blown fuse in the RT circuit; Ø lack of contact in the positive or negative wires of the RT.

On cars 71 605 Doors are opened and closed using 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 (modified generator G 108 G) and a two-stage worm-helical gearbox with a gear ratio of 10. The output shaft of the gearbox with a sprocket protrudes beyond the outer skin of the car and is connected to the door leaf through a drive chain. The chain on the inside of the door is covered with a casing. To ensure the angle of engagement of the drive sprocket with the chain, an auxiliary sprocket is installed. The drive clutch nut must be adjusted and locked based on the pressure on the door leaf when closing no more than 15-20 kg. In extreme positions, the drive is switched off automatically using limit switches (VK 200 or DKP 3.5).

PD 605 The PD 605 door drive is based on the DVM 100 torque valve motor. It does not have a gearbox and directly transmits rotation to the door chain of the tram car 71 605. In addition to the motor, a locking mechanism is installed in the housing, which prevents spontaneous opening of the door while moving and in a de-energized state . Emergency opening is provided. The PD 605 door drive operates in conjunction with the BUD 605 M control unit. The unit implements a programmable adjustment of the door to closing at a reduced speed, thereby eliminating the impact on the door ledge. The drive automatically detects the extreme positions of the door without limit switches.

The PD 605 door drive is installed instead of the standard drive and is attached to the tram floor with four M 10 bolts. Installation of any additional structural elements is not required. Electrically, the PD 605 drive is connected to standard wires. In addition, one power wire with a voltage of +27 V from the emergency door opening toggle switch must be connected to the PD 605 drive. At the moment, PD 605 is installed on car No. 101. Rated voltage, V 24 Rated current, A 10 Door closing time, s 3 Weight, kg 9

On cars 71 608, the control drive consists of an electric motor and a single-stage worm-helical gearbox. In the extreme positions of the doors (closed and open), the electric drive is turned off automatically using contactless sensors that are installed in the overhead belt near each door. To activate the sensors, plates are installed on the door carriage. Doors and sashes are fastened through carriages, which in turn are installed on a rigidly fixed guide to the body frame.

Doors and leaves have two locking points against extrusion. The first fixing point is located at the sill level through guides that are attached to the sill belt and the door pillar of the body frame and the shaped roller, which is fixedly fixed to the doors and sashes. The second fixing point is the crackers, fixedly fixed on the lower steps, two pieces per door and per leaf through the lower guides, welded to the frames of the doors and leaves. The translational movement of doors and leaves is carried out by a rack and pinion gear driven by electric drives

PD 608 The PD 608 door drive is created on the basis of a torque valve motor DVM 100. It does not have a gearbox and directly transmits rotation to the gear rack of the door of the tram car 71 608. In addition to the motor, a locking mechanism is installed in the housing, which prevents spontaneous opening of the door while moving and without power condition. Emergency opening is provided. The door drive PD 608 operates in conjunction with the control unit BUD 608 M. The unit implements programmable adjustment of the door to closing at a reduced speed, thereby eliminating the impact of the doors in extreme positions. The drive automatically detects the extreme positions of the door without limit switches.

The door drive PD 608 is installed instead of the standard drive and is attached to the platform with three M 10 bolts. Installation of any additional structural elements is not required. Electrically, the PD 608 drive is connected to standard wires. In addition, one power wire with a voltage of +27 V from the emergency door opening toggle switch must be connected to the PD 608 drive. At the moment, PD 608 is installed on car No. 118. Rated voltage, V 24 Rated current, A 10 Door closing time, s 3 Weight, kg 6.5

Sandbox Designed for adding dry sand to the rail head under the right wheels of the front and left wheels of the rear bogie. Adding sand provides increased adhesion of the wheel to the rail head, which prevents slipping and skidding of the car. Sandboxes are installed in the car interior and are located under the passenger seats on the front and rear of the cabin. The sandbox is triggered: when you press the sandbox pedal; when the stop valve fails; during emergency braking (TE); when releasing the pedal (PB)

Consists of the Foundation; Dry sand storage bunker; An electromagnet is designed to open and close the valve; Valve; Lever system for transmitting force from the electromagnet to the valve; Rubber sleeve for guiding and supplying sand to the rail head; Heating element TEN 60 for heating dry sand.

Malfunction sand is not supplied to the rail head; (reason: the sleeve is clogged with dirt, snow or ice). the electromagnet is faulty (the valve does not open or close); lack of sand in the hopper due to its leakage through an unregulated valve; the bunker is overfilled with sand or sand has been spilled; wet sand; fuses are blown; The valve is not adjusted correctly.

Windshield wiper Power supply of the electric motor of the windshield wiper is 24 V. The power of the electric motor of the windshield wiper is 15 W, the number of double strokes of the windshield wiper is 33 per minute. The windshield wiper is switched on using the “WIPER” switch.

Coupling devices are designed to connect cars in a system of many units, as well as to tow a faulty car to another. Automatic coupling devices have become widespread on modern carriages. The coupling devices are attached to the frame at both ends of the car using hinges. They rest on a supporting spring. When the car is operating alone, the rod of the coupling device must be pressed against the spring using a special clamp.

Consists of a rod, a bracket with rubber shock absorbers, a shaft with a nut, a head with an automatic clutch mechanism, a handle, and a spring. The head is shaped to allow it to be coupled with a similar head of the coupling device of another car. The coupling is carried out by two pins, which, under the force of springs, are inserted into holes with replaceable bushings. In addition, forks are installed at the ends of the car, designed to tow a faulty car using a spare hitch.

The procedure for coupling cars with standard coupling devices (automatic coupler) The car uses automatic couplers designed to work in a system of many units and to tow one car to another. Coupling of cars with standard coupling devices can only be done on a straight and horizontal section of the track in the following sequence: move the working car towards the faulty one at a distance of about 2 m; Insert the removable handle into the grooves of the automatic coupler lever and check the ease of movement of the pin shaft. After checking, lower the automatic coupler lever down. Carry out the check on both coupling devices;

release the coupling devices from the fixing brackets and install them in a straight position with the car axles facing each other. The hitches can be adjusted in height by a screw underneath them, which is also turned using a removable handle; Having made sure that the automatic coupler rods are in the correct position, the coupler leaves the danger zone and gives a signal to the driver of a working car to approach; the driver, moving in the controller's shunting position with the "BRAKE" button pressed, connects the automatic couplers of both cars; the clutch operator visually checks the reliability of the automatic couplers, i.e., the depth of engagement of both pin rollers along the control groove, which should be at the level of the end of the plug (the automatic coupler levers should be in the lower position);

The assessment of surges is made by turning the automatic coupler levers to the upper position using a removable handle. Attention! Coupling cars on curves and slopes must be done only with additional coupling devices! Semi-automatic wagon coupling device 71 619 K.

The procedure for coupling and uncoupling cars using folding semi-automatic coupling devices. On cars 71 623, folding semi-automatic coupling devices are used, intended for connecting cars into a train using a system of many units, as well as for towing faulty cars of the same type. To access the hitch, you need to remove the lower part of the front or rear body trim, which is attached to the frame with four Phillips-head screws. When folded, the hitch is secured using a pin and a latch. Before coupling the cars, you need to fix the coupler in the unfolded state using a pin with a clamp. Coupling cars with semi-automatic coupling devices is only possible on straight sections of track.

Coupling of cars is carried out in the following sequence: bring the working car to the faulty one at a distance of about 2 meters; check the ease of movement of the pin shaft on the coupling devices of both cars. To do this, insert the removable handle supplied with the car one by one into the grooves of the automatic coupler levers and lift the levers up. After checking, lower both levers down until they stop: release the coupling devices of both cars from the fixing brackets and set them in a straight position towards each other. If necessary, the height position of the coupling device can be adjusted by rotating the screw located under the coupling device using a removable handle; Having made sure of the correct relative position of the coupling devices, the driver of a working car must, in the 1st running position of the controller, make a slight mutual collision of the coupling devices:

before towing, check the reliability of the connection of the automatic couplers, i.e., the depth of engagement of the pin rollers on both couplers along the control grooves on them; After completing the coupling process, release the brakes of the faulty car and begin towing it. Uncoupling of cars is carried out in the following sequence: brake the faulty car with a block brake, if there is a slope, install a wheel chock; using a removable handle, raise the automatic coupler levers on both cars to the upper fixed position; move a serviceable car away from a faulty one; return the automatic coupler levers on both cars to the lower position, fold and secure the automatic couplers.

Car body model 71 619 The frame of the car body is assembled from straight and bent steel profiles of various cross sections, connected by welding. The outer skin of the body is made of steel sheet welded to the frame, the inner side of the sheets is covered with anti-noise material. The roof sheathing is made of fiberglass. Body frame struts allow the installation of composters in the cabin. The internal lining of the walls and ceiling is made of plastic and fiberglass, the joints of which are covered with aluminum and plastic glazing beads. The walls and ceiling have thermal insulation installed between the inner and outer cladding.

The floor of the car is made of plywood boards and covered with non-slip wear-resistant material, raised at the walls by 90 mm. For access to undercar equipment, there are hatches in the floor covered with covers. The cabin contains control, signaling and monitoring devices, a driver's seat, a cabinet with electrical equipment, a device for lowering the pantograph, a fire extinguisher, a cabin heating air heater, a cabin viewing mirror, cabin lighting, a ventilation unit and a solar protection device. To announce stops, the cabin is equipped with a transport loudspeaking device (TSU). The driver's seat meets the high demands of workplace ergonomics. It has adjustments in the longitudinal and vertical direction of the pillows and the angle of the backrest. The continuously variable mechanical suspension has manual adjustment for driver weight ranging from 50 to 130 kg.

There are 30 seats in the passenger compartment of the car. For standing passengers, the cabin is equipped with horizontal and vertical handrails and barriers. To illuminate the interior at night, two lighting lines are installed on the ceiling, arranged in two rows. Four TSU speakers are built into the lighting lines. Above each door there are 4 red “Emergency door opening” buttons and 4 red “Emergency manual door opening” buttons. There are also 3 stop valves installed in the cabin. Four “Call” buttons, to signal the driver, are installed in the upper right casings near each door.

Doors on carriages of model 71 619 The carriage is equipped with four internally pivoting doors. The first and fourth doors are single-leaf, the second and third are double-leaf. The door leaves are made of fiberglass reinforced with metal inserts. The upper part of the door is glazed using the gluing method. Special rubber and aluminum profiles are used to seal the doors.

The main load-bearing element of the door suspension is the risers, pos. 1 with levers attached to them, fixed lower and movable upper pos. 2. The shafts of the rotating joints pos. 3, which are rigidly connected to the door and transmit rotation to it from the riser. A bracket, pos., is attached to the upper edge of the door. 4 with bearing pos. 5, which moves along the U-shaped guide pos. 6, informs the door of the given trajectory of movement. A bracket with a height-adjustable finger is installed on the lower edge of the door, which gives stability to the closed door when pressure is exerted on it from the passenger compartment and outside the car. The lower end of the riser is installed in a support mounted at the level of the car floor. The upper one is installed in a centering bearing and is connected to the output shaft of the gear motor pos. 7 by means of levers pos. 8, rods pos. 9 and couplings pos. 10.

The door drive consists of a gear motor, drive control unit pos. 12 and limit switch pos. 13. The gear motor is used to open and close doors. The control unit processes signals from the gear motor and limit switch. The limit switch gives the command to stop the door when closing and works in conjunction with the bar pos. 14, installed on the double-arm lever (rocker arm) of the drive pos. eleven.

13 4 14 5 6 7 12 15 11 9 1 0 3 8 2 1 Door suspension and door drive 1 – riser, 2 – upper arm, 3 – hinge, 4 – bracket, 5 – bearing, 6 – guide, 7 – gear motor , 8 – lever, 9 – rod, 10 – clutch, 11 – double-arm lever, 12 – drive control unit, 13 – limit switch, 14 – bar, 15 – lever.

Thus, if the door does not close, it is necessary to open the over-door casing and check the fastening of the strip. The door operation program provides for the door to roll back in the event of hitting an obstacle when closing or opening. The rods that transmit rotation from the gear motor to the riser are designed in such a way that when the doors are closed, the axis of the rod located on the double-arm lever passes the “dead center” relative to the axis of the gear motor. This ensures that the doors are securely locked. All doors are equipped with an “Emergency door opening” button, when pressed, the doors open automatically from the drive. If an emergency occurs and it is necessary to open the doors manually, it is necessary to remove the double-arm lever from the “dead center” using a special lever pos. 15, mounted on the rocker arm pos. eleven.

The lever is directly affected by the push button mounted on the door casing. The button must be pressed all the way (approximately 40 mm), after which the door can be opened manually. When closing the doors, the emergency manual door opening mechanism is automatically activated. initial position. Emergency manual opening buttons are equipped with appropriate signs.

Setting up and adjusting the doors must be carried out observing the following conditions: 1. The output shaft of the gear motor must 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 at a distance of 110 mm from the inner surface of the metal structures of the car side. 2. The levers on the door risers must be installed in such a way that when the doors are closed they are directed towards the drive at an angle of at least 300, while the distance from the axis of the conical hole in the lever to the sidewall must be 110... 120 mm.

After these conditions are met, the double-arm lever should be installed on the output shaft of the gearbox parallel to the longitudinal axis of the car and connected to the levers by means of rods (please note that the rods of position 9 have a left-hand thread, just as one of the threaded holes of the coupling is made with a left-hand thread ). Using couplings pos. 10 tighten the rods until the doors are completely adjacent to the opening seals. After tightening the couplings, it is necessary to additionally check the size of 110 ... 120 mm, and if it decreases, release the lever and turn it on the riser by one slot in the direction of opening the door. This setting allows you to minimize the load on the rods, especially high at the initial moment of opening, when the levers leave the dead center (of the two door drive rods, in the most favorable conditions, the rod located on the side of the door relative to the drive works).

Limit switch pos. 13, working in tandem with the bar pos. 14, should be installed in the center of the strip with the doors closed. The gap from the strip to the limit switch should be 2... 6 mm. If the bar is installed correctly, and the drive and door levers are adjusted according to paragraphs 1 and 2, then when closing the doors, the curved rods pos. 9 smoothly cross the “dead point” and enter the “lock” with each other without impact. On the front and back doors The role of the second link body is played by the stop installed in the free arm of the rocker arm. Adjustment and adjustment of doors should be carried out with the drive power off. Before turning on the power, you must manually close the door completely and move the rocker to its final position, in which the bar will be directly under the limit switch.

In this position, when the power is turned on, the end position sensor is triggered and further opening of the door is possible at any angle up to the maximum established by regulation. Adjustment of the maximum door opening angle is carried out by selecting an adjusting resistor on the board of the BUD 4 control unit and is carried out by the manufacturer (JSC UETK Kanopus) or its representatives. If, when turning on the power, the door was not completely closed and, accordingly, the door end position sensor did not operate, then opening the door from this position is impossible.

It is only possible to close the door and then (if the sensor does not work) open it to the door position when the power is turned on. If, when closing, the door was completely closed and the end position sensor was triggered, then opening the door becomes possible at any angle up to the maximum set by the adjustment. Thus, if a malfunction occurs in the doors, a sudden power outage, etc., after turning on the power, the “Close” command has priority, i.e. the doors must first be closed until the limit switch is activated and the corresponding signal appears on the driver’s remote control. After which the doors are ready for use.

Car body model 71 623 The car body has an all-welded supporting frame, made of hollow pipe elements of square and rectangular sections, as well as special bent profiles, one-sided layout with four swing doors on the starboard side. The two middle doors are double-leaf with a width of 1200 mm, the outer ones are single-leaf with a width of 720 mm. The floor of the car in the cabin is variable, in the extreme parts of the body it has a height of 760 mm above the level of the rail head, in the middle part it is 370 mm. The transition from a high floor to a low floor is realized in the form of two steps. The cabin has 30 seats. The total capacity reaches 186 people with a nominal load of 5 people/m2.

The lighting is made by two light lines with fluorescent lamps. Forced ventilation is carried out through holes in the roof of the car, natural ventilation through vents and open doors. Heating is carried out using electric furnaces located along the side walls.

Brakes The car is equipped with electrodynamic regenerative rheostatic, mechanical disc and electromagnetic rail brakes. The mechanical disc brake has a rack and pinion drive. The electrical equipment of the car provides service electrodynamic regenerative braking from maximum speed to zero, with an automatic transition to rheostatic braking and back when the voltage in the contact network exceeds 720 V, automatic protection against accelerating slipping on sections of the track with deteriorated adhesion conditions between wheels and rails.

Other The tram car is equipped with a radio broadcasting installation, sound and light alarms, protection against radio interference and thunderstorms, as well as sockets for inter-car connections, sandboxes and a mechanical coupling. The carriage is equipped with an information system consisting of four information panels (front, rear, on the starboard side at the front door and in the cabin) and an auto-informer, the Internet. The information system is controlled centrally from the driver's cabin.