ČSD series EM 475.0

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ČSD series 475.0
Škoda type 7ME
Numbering: EM 475.0001-0004
Number: technical unit: 4
Manufacturer: Vagonka Tatra Studénka
Škoda Pilsen
Year of construction (s): 1958
Retirement: 1972
Axis formula : technical unit: 2'Bo '+ Bo'2'
Gauge : 1435 mm ( standard gauge )
Length over buffers: technical unit: 46,673 mm
end car: 23,745 mm
intermediate car: 22,148 mm
Height: 4,650 mm
Width: 2,844 mm
Trunnion Distance: 18,200 mm
Bogie axle base: Running bogie: 2,400 mm.
Drive bogie: 2,600 mm
Smallest bef. Radius: End car: 100 m
Intermediate car: 90 m
Service mass: technical unit: 90 t
end wagon: 50 t
intermediate wagon: 40 t
Top speed: 100 km / h
Hourly output : technical unit: 760 kW
Continuous output : technical unit: 660 kW
Starting tractive effort: 83.38 kN
Wheel diameter: 1,000 mm
Power system : 3 kV =
Power transmission: Overhead line
Number of traction motors: technical unit: 4
Brake: Direct brake DAKO
Indirectly acting compressed air brake DAKO
resistance
brake Hand brake
Control: Resistance control
Seats: technical unit: 151
end cars: 62
intermediate cars : 89
Standing room: technical unit: 190
Floor height: Entry area: 510 mm
Intermediate car area: 1,240 mm
Classes : 2.

The ČSD series EM 475.0 was an electric local transport multiple unit of the Czechoslovak State Railways (ČSD) for the 3 kV direct current system network. The vehicles were procured specifically for suburban transport in Prague, similar to the S-Bahn . It is known as the forerunner and prototype of the ČSD series EM 475.1 , which were built in large numbers for the same purpose from 1964. Although they were not the first electric multiple units in Czechoslovakia , they were the first vehicles in a larger series and with low-floor technology . A train consisted of two technical units. These consisted of the end car, which was designed with a driver's cab at one end of the car, and the intermediate car, which was designed without a driver's cab. In operational service, the vehicles were nicknamed the pantograph .

History of the origin of the vehicles

EM 400 from 1902

Electric motor cars and electric multiple unit trains have the advantage over locomotive-hauled trains that the multiple unit trains are shorter and at the same time lighter than the locomotive-hauled trains. The electric railcar units thus achieve the greatest possible acceleration when approaching. Internal combustion engine powered railcars are slower in comparison.

Although this knowledge was generally recognized, only a few railcar units were built at the newly founded ČSD . The best-known vehicles ran on the local railways Tabor-Bechyne and Rybnik-Lipno nad Vltovou . With the electrification of the Prague railway junction around 1924 with 1.5 kV direct current , the procurement of electric railcars for the use of local electrical traffic in intervals of 20 to 30 minutes to Benešov , Zdice or Kolín was considered. For various reasons, only electric locomotives were purchased.

View of the E 436.0 for the Prague railway junction

From 1930 the electrification of further railway lines was planned, especially the lines from Prague to Pilsen and Vrané nad Vltavou . For the use of railcars on these sections, the development of electric railcars was planned, on the one hand as a passenger train unit (2 units for 3 kV direct current with 660 kW output) and on the other hand as an express train unit (two units for 3 kV direct current with 1,000 kW power). Each of these four cars should have four drive motors and six bogies, so they should operate as a two-part unit. Ultimately, these projects were not implemented due to political circumstances. A total of around 60 electrically powered railcars operated on the territory of ČSD , some of them on narrow-gauge railways .

E 499.004 at an exhibition

It was only after the Second World War that the idea of ​​railcar operation on main lines was taken up again, mainly because it was then decided to further electrify the industrial areas in the east of the country and the lignite areas in northern Bohemia with 3 kV direct current. At the same time, a division of labor between the producers of rail vehicles was already established; Electric locomotives and trolleybuses were to be produced by Škoda , diesel locomotives and railway construction systems were to be the responsibility of ČKD . After the first electric locomotive built after the war was a three-part overburden transport locomotive for opencast mining with the designation 10 Elo1 , the E 499.0 was the first locomotive for the state railway in 1953 . Since the 3 kV network was still under construction when it was built, all further tests had to be carried out in Poland after a running test at the Prague railway junction under reduced voltage of 1.5 kV . There were around 100 suburban multiple units of four different types, produced by different manufacturers, in service there at the time. This gave the impetus for the development of the EM 475.0 multiple units . At that time, in all of Europe (except the USSR ) the number of electric railcars increased by 40%, that is about 6,500 units.

Origin of the vehicles

Two operating units of the railcar, consisting of two technical units, were officially ordered by the Ministry of Transport of Czechoslovakia on June 30, 1955. As early as 1952, the development departments of the transport sector had the first drafts for the vehicles Mass of 50 t and the intermediate car should have a mass of 32 t. Simultaneously with this design, a drawing of a double-decker railcar with the designation EM 477.0 was presented, which was not implemented. The EM 475.0 series railcars ordered bore the factory designation Škoda 7ME.

After the drafts were brought up to date with the latest findings in terms of lightweight construction , ease of maintenance and technological management, they were submitted to the Ministry of Transport of Czechoslovakia for discussion and suggestions for improvement from 1956 . Initially, points of criticism were the great weight of the car, the train composition of four or eight cars in case of damage, the low entry height and the reduction of the useful space of the car by placing the electrical equipment above and not below the car floor. These points of criticism could all be invalidated, the low entry height resulted in a faster flow of passengers and the accommodation of the electrical equipment made maintenance easier. Since the vehicles were to run preferentially in the Prague railway junction, they had to be used for the voltage system 3 kV direct current for the voltage system 1.5 kV direct current. Vagonka Studénka was planned for the production of the mechanical part and Škoda in Plzeň for the electrical part .

Originally the first unit of the railcar was to be mechanically assembled in Studénka and transferred to Plzeň to complete the electrical equipment . It was later decided that all electrical equipment blocks should be transferred to Vagonka Studénka for completion and that the vehicle should be commissioned and tested at Škoda . Simultaneously with the development of the prototype vehicle, the first 40 copies of the Balm sidecar series , which were later manufactured in large numbers, were produced in Studénka , which were later followed by the externally similar motor vehicles of the M 240.0 series . The construction of motor vehicles had a tradition of over 30 years in Studénka , so the production of the EM 475.0 with the completion of the electrical equipment was a welcome change.

Each of the four cars produced for an operating unit consisted of 2nd class cars. Each of the individual cars had a drive and a running bogie. The end cars with the driver's cab on one side of the car were given the type number 780 , the intermediate cars with the two passage sides were given the type number 781 . The serial number was two-part and was based on the technical unit. The intermediate cars originally had the letter a as an additional index. Thus the first operational unit of the train was formed from the wagons:

- EM 475.001 + EM 475.001a + EM 475.002a + EM 475.002 and the second operating unit from the wagons - EM 475.003 + EM 475.003a + EM 475.004a + EM 475.004 .

Each individual car had its own production number; the wagons of the first operating unit had the numbers 59.741 - 59.744 , the wagons of the second operating unit the numbers 59.745 - 59.748 . In the first quarter of 1959, the first functioning operating unit was to be handed over to ČSD .

technical description

Photo of the EM 475.1, series vehicles from the EM 475.0

The electrical unit of the EM 475.0 series was intended for suburban traffic on routes that were electrified with 3 kV direct current and occasionally with 1.5 kV. The self-contained operating unit ( DJ ) consisted of two technical units ( TJ ), which in turn consisted of two cars, consisting of an end car and an intermediate car. The axle order of the DJ was therefore 2'Bo '+ Bo'2' + 2'Bo '+ Bo'2'. The end car and the intermediate car were designed in principle the same. The middle, lowered part between the entrance doors of each car had a large compartment for passengers with a height of 580 mm above the SOK , that is, approximately the same level as the platform edges. The floor of the room above the bogies and the intermediate car transition had the usual height of 1,240 mm. In principle, this structure was adopted in the successor series EM 475.1. The open-plan compartment with a lowered part of each car had 48 seats with a central passage. The end car with the engine driver's cab had a luggage compartment and a small half-compartment with four seats above the front bogie. In the intermediate car area there were always small compartments with eight seats for the passengers in the position above the bogies. There was a toilet in each car and access was from the small raised compartment. There were folding seats in the raised half-coupe of the end car and in the luggage compartment. At the end of the end car there were two machine compartments with blocks for the electrical equipment and the compressed air equipment.

Mechanical part

The body of the car was completely welded. The side and front parts of the car body were welded with sheet metal profiles and sheets. The frame of the box was provided with the cutouts from the windows and the door pillars. The framework of the roof formed a circular composite with elongated stiffeners. The side, roof, front and substructures welded on both sides are the self-supporting structure of the car body, which was supported on the bogies by means of flat bearing surfaces with springs.

The interior of the car was covered with impregnated wooden panels. The transverse walls are covered with synthetic leather at the bottom and with plastic at the top. The floors were covered with PVC and earthenware. The outer doors of the entry and luggage compartment were two-part with a width of 1,676 mm, slidable with a suspension according to the Perkeo system and with a pneumatic drive. Both sliding doors had fixed windows, handles and a lock on the inside of the car. When opened, they pushed into the side walls of the car. The compressed air drive for the doors could be controlled centrally by the engine driver on each side, the doors of the luggage compartment could be controlled separately. In a dangerous situation and if there was a loss of compressed air, it was possible to unlock and operate the doors by hand. The outer lockable door on the end car was a wing door that opened outwards, it had narrow windows in the upper part and it could be operated by hand. The ascent to the driver's cab was at the side using two handrails and two grate stairways. Access via the luggage compartment was made possible via an upper step sunk into the body and side handrails. The outer door of the engine room, which was located in the end car, was wing-shaped with a blind in the upper part. In the rear face of the end car, a sliding ladder was attached for access to the roof.

The inner doors between the entry areas and the passenger compartment were designed as one-piece sliding doors with the Perkeo suspension . They had handles on both sides without a lock, a window in the upper part and ventilation grilles in the lower part. The other inner doors were double doors with handles, the door of the toilet also had the usual lock with the display free-occupied .

The upper part of the slidable windows of the passenger compartment was designed with a handle and simple glazing in the frame made of stainless steel and measuring 1000 × 860 mm and rollable sun protection. The windows next to the sliding doors were 700 mm wide and, like the windows above the rear bogie of both cars, were made with fixed glazing. The two front windows of the engine driver's cab were made of safety glass and fastened with rubber profiles. Each of these two windows had heated windows and wipers with an upper pneumatic drive. The wall between the middle passage above the rear bogie of the end car and the engine room was made of sheet metal.

The inside of the driver's cab had on the right side the control panel with the main control panel under the right front window. There was an auxiliary desk on the other side of the cabin. The train driver had easy access to all control units from his seat. The driver's brake valve and the electric remote manometer for measuring the pressure in the pneumatic lines were housed on the right control panel, while the TELOC speedometer with a drive from a flexible shaft was arranged on the wall . The switch for the direction of travel and a steering controller were arranged on the left control panel. The upper part of the main desk had measuring devices for voltage and current in the traction circuits, a switch for the headlights and signal lights, the switch for the pneumatic opening of the doors, the heating and display of faults in the train. The control of the drive switch was located between the main and the console on the left side of the cabin. The driver could steer the train from the left side, which was useful when shunting. On the left side of the cabin was a driver's chair and the handbrake control wheel, while on the back there was a cupboard for clothing for the locomotive crew and equipment.

The compartment for the travelers was designed as a tubular frame structure with seats made of soft covers and low backrests, handle bars and supports. The seats were originally designed as wooden seats in 1959, but when the company was launched, the version was introduced as it was used in the series version. For each window seat there was a wall shelf for the luggage, in the large compartment they were arranged lengthways, in the small compartments they were arranged across, and there were also hooks for the travelers' clothing. The intermediate cars on both sides and the end cars on the side opposite the driver's cab had the option of mechanical coupling with a close coupling device, and there were also diagonally offset buffers. On the side of the driver's cab, the end car had a coupling based on the Scharfenberg system with electrical clamp connections. The transition between the individual wagons was formed by a foldable bridge with rubber bellows connections. On each side of the end walls in the transition area there was an electrical connection option between all cars.

The electrical unit EM 475.0 was originally equipped with the following brakes:

  • an electrodynamic brake as a drag brake . It was originally intended to be used as a recuperation brake . Since large overvoltages occurred at the time of the switchover , this device was removed from the prototype vehicles;
  • the automatic traction brake , it worked on all axles, and was originally equipped with the control valve DAKO CV1-14 " , later with the larger distributor DAKO CV1-16" in each car;
  • the electrically controlled direct brake , which originally acted on all axes of the DJ. In the course of the tests, this brake did not show the expected effect, so it was converted into a direct brake without electrical control, which only worked on the control car where the braking was triggered;
  • the emergency brake, it worked in connection with the automatic traction brake and could be triggered from every compartment;
  • the handbrake, it worked on the bogie by the driver's cab of the car, where it was operated.

The vehicles also had anti-skid protection . The compressed air for the brake and other pneumatic devices was originally generated by a two-stage compressor of the type V2-130 / 70 EKO with a conveying capacity of 42 m 3 / h, alternatively a compressor of the type W 115/80 with an output of 46 m³ / h used at 730 / min. The units were driven by a motor with an output of 7.5 kW. In addition to the brakes, three main air tanks with a volume of 410 l at a pressure of 8 bar supplied the pneumatic drive for the doors of the end cars, the windshield wipers and the horn . Another compressed air block with a volume of 100 l at a pressure of 5 bar supplied the drive of the controller block and the sand spreader. In the intermediate car, compressed air with a volume of 100 l at a pressure of 8 bar was used to open the doors. In the event of the main compressor failing, the DJ's car had an Atmos 2 Br auxiliary compressor for 10 liters of compressed air, powered by a motor that was powered by the battery.

Photo of a bogie of the EM 475.1 railcar

The two-axle drive bogies were designed according to the Pennsylvania type and had an axle base of 2.6 m. The side members and the front and rear cross members were welded closed with closed steel profiles and sheet steel. The longitudinal beams were designed to accommodate the cradle with a double cross-section. In the middle of the cradle was the recess for the pivot. The primary suspension of the frame was provided by four bi-directional coil springs; the secondary suspension was carried out with transverse leaf springs between the beam and the cradle. The main bogie contained the two traction drive motors, which were designed in a tatzlager design on the one hand with the axle and on the other hand connected to the bogie frame via a spring assembly. The drive was on one side with helical gear connections; the transmission ratio was 1: 3.04.

The carriage's running bogies were designed in the same way. They differed only in the lack of traction drive motors and the smaller wheelbase of 2.4 m. The bogies were designed in this way in the later series version. The axles of all wagons had wheels with OV quality (which means that they were used by passenger wagons), the wheels had a diameter of 1000 mm, the bearings were in double-row bearings with the designation 23226 K / C4 , the length of the axle was 1970 mm, the tenon measures 125 mm × 230 mm.

The brake acted in each bogie as a block brake with a brake pad on both sides of each wheel. Each bogie had a brake cylinder of 10 "diameter, a lever linkage with compensating levers and two brake actuators of the type Stopex with diverter a length of 250 mm.

Originally, upon delivery, the vehicles had the three-part color scheme with a light blue apron, gray-blue at the height of the window band and a gray roof. For the first test drives, this was changed to a light blue apron, a gray-blue color in the area of ​​the windows, in between a white stripe, which was larger in the area of ​​the driver's cab and divided with narrow yellow stripes, and a gray roof. The following color scheme was used for delivery to the state railway; Dark blue apron, red up to the upper edge of the window and a beige shade above. The color scheme changed several times later because the vehicles were shown at numerous exhibitions such as the 1960 machine fair in Brno .

Electrical part

In terms of the electrical part, the vehicles presented themselves as standard vehicles with direct current drive at the ČSD at the time. The combination of a terminal and an intermediate car as TJ resulted in the division of the DJ as the controlling TJ and controlled TJ , which is the subject of many Exams was.

The traction drive motors of the type AD 3745 , which were used in the prototype, were four-pole direct current series machines, with auxiliary poles, dimensioned to weaken the excitation by up to 40%. The motors were cooled by a main vacuum ventilation, which was located on the side of the commutators . In terms of construction, the motors were designed for a voltage of 750 volts at the terminals, the insulation on the windings was designed according to class B, which was due to the traction voltage of 3 kV in the contact wire. The traction power of a motor was 165 kW at 950 / min and a current of 240 A, the hourly output was 190 kW at 900 / min and 275 A. Including the paw bearing and sheet metal, each motor had a mass of 2600 kg. Electrically, four motors of each TJ were always connected in series . The cooling air was drawn in specially for each engine, it came from a main grille at the top of the vehicle and a shaft above the entrance doors. The air was carried on through vertical shafts to the floor, to the engine interior it went through leather air shafts. After the cooling process, the heated air was passed directly from the motors into the environment.

The majority of the electrical equipment block was placed in the end car above the floor of the drive frame or on the roof of both vehicles. Each TJ car had a type 10PP pantograph , which was designed as a classic symmetrical pantograph with a cradle and a copper-covered sliding surface. In addition, there was protection against overvoltage (lightning protection) and the resistors for driving and braking control on the roof of each car. It goes without saying that these resistors were naturally cooled. The rectifiers for stimulating the electrodynamic brakes and their resistors were on the roof of the intermediate car, and all resistors for the scope of traction were placed on the roof of the end car.

At the DJ, the traction drive motors were distributed across both TJ cars . For this purpose, twelve lines were provided for the high-voltage control, which ended at the terminals at the ends of the car. Flexible high-voltage lines were used between the ends of the car. 16 low-voltage lines were used to feed the auxiliary drives and 56 lines were used to control the unit. For these connections, four further terminals with sets of multi-core connections were required between the individual TJs. When designing the series vehicles, operational concerns were taken into account, and the drive unit was only placed on two of four cars, which simplified the separation of the DJ into individual cars or the variable design with several intermediate cars. In the case of double traction , the connection between the two DJs was via the Scharfenberg coupling .

The main switch of type 10 HC could be operated manually and was located in the right machine room of the end car. It was housed in a block above the compressor. The inverter for supplying the auxiliary drive was also located in this machine room, as well as the mounting and regulation of the resistance control as well as locking and tapping of the auxiliary drives, heating and devices for measuring and condensation of the overvoltage protection suspended under the roof. The individual elements were switched with a cam switch consisting of 20 cams. Five of these cams had an extinguishing chamber , and the cams were doubled for switching the sequence of the traction drive motors. The cams without the quenching chamber were used to branch off the starting resistors in rows. Another four cams were used to switch the direction of travel, further cams were used to control the resistance brake in the various braking positions and further cams for the recuperation brake . This cam controller was driven by an electropneumatic drive, which ensured a safe separation of high and low voltage areas. Another cam controller with ten cams was provided for switching between driving and braking . These cams all had an extinguishing chamber, they were used to interrupt the traction power in every position of the drive, to control the traction when driving or braking and to switch off in the event of a fault.

Although the electrical equipment of both TJs was identical, the controls with regard to the machines and devices were designed differently; In the case of the controlling TJ , the traction motors were switched on when the potential was high; in the case of the controlled TJ , it was switched on when the starting resistances were high. This changed control made it possible to change the circuit of the traction motor control from series to parallel without interrupting the tractive effort. This type of switch-on was controlled by the driving-braking changeover switch on controlling or controlled TJ . In the case of the controlling TJ , the current was passed from the pantograph via the main switch to the traction motors and the starting resistors. The controlled TJ was fed by the continuous high-voltage line from the controlling TJ . Only after switching to parallel connection did each TJ receive power from its pantograph and main switch.

The entire electrical equipment was protected except by the protection of the electric locomotives at the time ( overcurrent protection , overvoltage protection , undervoltage protection, current differences and current or voltage peaks), the unit had zero current protection, which occurred in the event of unintentional interruptions in the traction or braking process. The entire electrical equipment was switched off and grounded using a cam switch mechanism with six cams and was originally suspended from the ceiling of the engine room. His accommodation, the shutdown program and the implementation of the isolation led to criticism from the operations service.

The interior lighting of the vehicles was provided by the on-board network, which was generated by the low-voltage network via rectifiers to a voltage of 48 zV, which had the undesirable side effect of flickering. In addition, the on-board network was responsible for controlling the journey and charging the battery. The battery box was located between the engine driver's cab and the luggage compartment. The auxiliary drives, e.g. B. the induction motor of the compressor, the ventilation for the cooling, transformer and brake rectifier were fed from the main inverter or from an external stationary source.

The controlled TJ was fully automatic and controlled several times from the first locomotive driver's cab, with the exception of the battery main switch and the electrical main switch, both of which had to be operated individually by hand on each TJ . Then the engine driver mastered the attached TJ (lifting the pantograph, motor generator, compressor, control controller ) to carry out the individual tasks over the continuous line. For the accomplishment of the individual instructions in each TJ (switching of relays, relay with a time delay, switching of contacts open pneumatic valves steps of Hauptkontrolers etc.) each was TJ separately responsible. Some functions had to be synchronized, e.g. B. the control of the bridge contact from the series position to parallel and vice versa of the traction drive motors. Even during the first test drives with the prototype, the manual switching of the main switch was criticized because the failure happened more often than expected during the tests. The main switch was therefore set up early on for remote control from the driver's cab. It was brought about by the low-voltage protection with transducer , which operated the drive-brake switch .

The drive switch had the positions 0 , four positions for driving and two positions for the electrodynamic brake. The four layers for the ride were:

  • M from shunting gear, in this position the drive-brake switch is locked to drive and current flows through all resistors;
  • Series , in this position the main controller of the controlling TJ controls all traction motors of the DJ , which are connected in series by gradually reducing the resistances.
  • In parallel , here the main controllers of both TJs control their traction motors after the synchronous transition from series to parallel by gradually reducing the resistance.
  • Shunt , here the excitation of the traction motors for the parallel position is additionally weakened.

The two layers for the electrodynamic brake are brake I (electrodynamic brake with low effect) and brake II (electrodynamic brake with high effect) at a wide range of speed with almost unchanged braking force, under certain conditions with the possibility of regenerative braking .

With the relay controls for switching off the current from the traction motors, faster high-voltage relays could not be used for reasons of safety, the solution with a transducer control caused some time delays. Relays with transducer control and an additional relay for delay were therefore recommended for series production. The task of the latter was to set and hold the main controller until the slow transducer and its relay reliably evaluated the magnitude of the current. In numerous tests, the switch-off current of the relay was set at 430 A and the switch-on current at 400 A. For events on wet track conditions, the current for switching off / switching on could be varied to 280/250 A, the later EM 488.0 series finally had 5 levels of breaking current between 570 A and 270 A (depending on the track conditions and the number of intermediate cars). With the transition to the series production of the EM 475.1, a whole series of further changes in the control devices were required, which increased the operation, maintenance and reliability of the wagons.

Overall, the prototype commission , in which numerous experts from the manufacturing companies involved, the Ministry of Transport and ČSD were represented, raised a total of 153 objections to the prototype. A part that caused small design changes were still implemented in the prototype, while a part was only implemented in the series construction. For example, the voltage option of 1.5 kV for operation in the Prague railway junction has been removed, and in particular the electrical equipment for all subsequent electrical units was only distributed to the end cars. The passage of travelers between the two engine rooms in the rear part of the end car caused major discussions in the prototype commission as early as 1960, and as a result, the engine room was relocated from the series vehicles to the area between the driver's cab and the luggage compartment. The change made it necessary to distribute electrical equipment differently and thus to change the traction brake.

There were also some less significant changes in the electrical part of the unit, the most important of which were:

  • avoid the parallel action of different protective devices and change the value of some protective devices,
  • the lighting system was to be fed from the mains with 50 Hz, so that there was no flicker.
  • Equipping the cars with train radio and telephone connection between the driver's cabs,
  • Relocation of some apparatus from the current position in the driver's cab to another location,
  • Introduction of a single-stage start-up of the motor generator,
  • Removal of the auxiliary control of the vehicle doors,
  • Removal of the driver's cab on the left, but the fan and cooler were put in place. The side windows of the driver's cab also received safety glass,
  • Adding a block ladder for climbing the roof,
  • Introduction of filters of the cooled air of the traction motors,
  • Laying some apparatus on the roof with a step bench.

Testing of vehicles

Photo of the EM 488.0, further development from the EM 475.1

The construction of the first electrical unit at Vagonka Studenka was carried out in 1957 and 1958 with the first TJ , consisting of the end car EM 475.001 and the intermediate car EM 475.001a, being assembled first, and the other cars in the second half of the year the DJ were followed. All the tests described had to be completed by both DJs , sometimes they were carried out one after the other, sometimes they were carried out in parallel. Both vehicles were officially taken over by ČSD in March 1960. The tests lasted from the end of 1958 to around mid-1961. This may be considered long at first, but it is due to the fact that there was no test ring in Czechoslovakia at that time and all the tests listed had to be carried out on the routes while the system was still in operation. In addition, the test with the 3 kV direct current voltage system was still relatively difficult due to the infrastructure that was yet to be set up.

Testing of mechanical equipment

On September 4th and 5th, 1958, the wagons of the first TJ passed one of the first tests that are traditionally carried out on every railway vehicle , regardless of the traction. The finished car body was loaded with a load of 30 t vertically and a horizontal pressure of 70 t along the axles. When the car, which was later given the serial number 59741 , was compressed , there were some bulges on the side of the engine room. After the affected areas were stiffened, the test was repeated from September 25 to 27 of the same year, this time with success.

According to the original plan, the unit should then be sent to Pilsen for completion. The changed plan provided that at Škoda the electrical and driving tests should only take place from July to November of the same year. After this, the unit should be returned to Studénka . On August 7, 1959, the successful entry of the traction drive motors and the installation of the traction drive motors in the bogies was carried out. The enema was carried out without stress, but with non-stop rotation for 60 minutes in both directions. The image of the paw bearing and the drive was satisfactory. The remaining bogies of the first TJ were completed in September . Similarly, months later the entry, connection and completion of the second TJ and about four months later the second DJ EM 475.003 / 004 .

On the symbolic date of September 9, 1959, the examination of the ability to drive the first TJ began again in Studenka. First, the turning ability of the bogies of both cars was determined and then the minimum radius of the unit was determined. These tests were carried out with a steam locomotive on the factory premises and resulted in a minimum diameter of 106 m for the end car and a minimum diameter of 90 m for the intermediate car. The test was continued on September 10th with a test drive during which the first TJ left the manufacturer's works for the first time. Both EM 475.001 cars were pulled from Studenka to Suchdol and back by an M 262.0 motor car (25 km one way). This was followed by an inspection of the car's aisle, the warming of its bearings on the axles and motors and the functioning of the pneumatic brake . Representatives of Vagonka , VÚKV and representatives of ČSD were present on this trip . The journey was stated to be pleasant, not loud and without vibration at a speed of 70 km / h, and the suspension was rated as soft.

On Monday, September 14th, this first TJ was transferred to Pilsen to complete the rest of the electrical equipment. Before that, the rest of the small electrical equipment was assembled in an electrotechnical plant in Prague and its complex inspection was carried out. After the arrival of the second TJ ( EM 475.002 and EM 475.002a cars ), the entire DJ was tested on the test ring at the manufacturing plant in Pilsen. The examination lasted until November 20, 1959, after which the entire DJ EM 475.001 / 00 was returned to Studenka with a two-day stay in Prague. For the return transfer, a self-powered trip from Prague to Olomouc was agreed. In the event of failure, a company vehicle should follow for towing. This was not necessary, the DJ reached Olomouc and was towed from there to Studenka by a class M 262.0 diesel multiple unit.

After returning home, further tests were carried out on the DJ in Studenka , such as the water impermeability test of the car body, testing of the tightness of the windows and doors and the blinds in the engine room. On December 30th, the entire first DJ EM 475.001 / 002 was taken over by the ČSD organs, the acceptance was done independently for each individual car. In the first half of January 1960 the entire DJ was sent to the Kolín repair shop , where the load of the individual wagons, the load on the individual bogies, on each individual axle and on each individual wheel was determined. For example, the total load of the end car, which weighed 49,950 kg, was distributed on the front non-powered bogie with 20,240 kg and on the rear powered bogie with 29,710 kg. The intermediate car distributed its 40,140 kg with 23,320 kg on the front bogie and 16,820 kg on the rear drive bogie. The distribution of the load to the right or left side, e.g. B. the difference in load on the wheels of the car was over 690 kg.

The test drives contained various tests for the brake, which were carried out with the EM 475.001 / 002 . They were carried out on November 9, 22 and 24, 1960. A total of 23 decelerations from the speed range around 110 km / h were carried out with the classic compressed air brake . The train needed an average distance of 540 m to come to a standstill, which turned out to be too long for a suburban train . The calculation of the brake hundredths resulted in a value of 88.2%. If the resistance brake was used, the braking distance was reduced to values ​​between 390 and 445 m. Reasons for these unsatisfactory results, which representatives from DAKO were consulted in the evaluation , were, among other things, too many leaks in the brake system, and it was found that the highest pressure in the brake cylinder was lower than the prescribed one. The time it took to fill and release the brake turned out to be too long. The first step was to replace the brake manifold from a size of 14 " to a size of 16 " . The auxiliary air reservoir also increased in size . That brought the desired shortening of the braking distance. The electro-pneumatically controlled direct brake , which originally acted on the entire DJ , turned out to be less reliable, although it also achieved shorter braking distances. The cause was the impossibility of distributing the brake pressure equally to all brake cylinders of the train. A few times the difference in brake pressure was up to 0.45 bar. The brake proved to be numb at individual braking levels. After evaluating all tests, it was recommended to replace the direct brake with a classic direct brake, which only acted on the car from which it was triggered. The direct brake of the DJ EM 475.003 / 004 has been completely removed. In the subsequent series (EM 475.1 and EM 488.0 ) no direct brakes were used for over 40 years.

On February 28 and March 2, 1961, further tests, such as the measurement of noise emissions inside and outside the car, were carried out. They were carried out on the section from km 384.5 to 384.8 between Prague and Kolín and produced measured values ​​of 50 to 89 dB.

Testing of electrical equipment

The first electrical tests were carried out under 1.5 kV direct current in the manufacturer 's works; it was not until around 1960 that testing options for 3 kV direct current were possible on various stations. The first interesting test of the electrical part of the unit was carried out by experts from ČSD and VÚKV in the Olomouc station and included checking the switching ability of the main switch and the drive-brake switch combined with the function of the overvoltage protection. The periods of time were measured at various magnitudes of the current.

The test proved that the main switch reacted quickly enough to overcurrent with up to 1/4 s. The other protective devices with the transducer transmission, however, were slow with 0.8 s to 0.9 s. On March 25, 1960, a complex test was carried out on the still existing electrical control of the direct brake on the first TJ . She already had the fact of criticism in later tests. In addition, the lighting, signaling and heating were switched through below 3000 V. Supply with 3,000 V direct current was already possible in the Běchovice station at that time . Both units were officially taken over by the ČSD from the end of March 1960.

On April 6, 1960, the EM 475.001 / 002 unit was used for a demonstration run with the Minister of Transport. It was driven from Běchovice to Peček and back. The train left Běchovice at 2:38 p.m. and arrived in Peček at 3:00 p.m., which corresponds to an average speed of 93 km / h. On the way back he only needed 29 minutes, and the specified design speed could be increased to 110 km / h. The assessment of the vehicle was positive during this trip. For the rest of the test, both DJs were scheduled for a summer Spartakiade in Prague after these trips. On April 8, 1960, an introductory tour was held in which experts from manufacturing plants, research institutes, universities and the Ministry of Transport of Czechoslovakia took part. With her, the further path of the vehicles was determined up to the beginning of the regular series operation, which should begin in three months. The prototype commission for the coordination of the examination work was formed here. The series production of the vehicles was set from 1963. The second unit EM 475.003 / 004 was sent to Studénka to rectify defects and to complete the interior. In addition, it got a new coat of paint, it should be exhibited together with the M 230.5001 at the machine fair in Brno .

At the end of the machine fair, the same unit had undergone a thorough examination of the lighting, heating and ventilation. These tests were carried out in October 1960 with monitoring and documentation by the VÚKV . With regard to the lighting, there were no complaints apart from the elimination of the tendency to flicker (power supply of the lights), with regard to the heating the situation was more complicated. It was found that the heat transfer coefficient of the car body in the area of ​​the floor met the requirements, but not in the area of ​​the side walls. The overall heating output of the cars was okay, the distribution of the individual heating branches, which had to be replaced a few times, was problematic. Above all, the thermostats used (from domestic production) did not meet the requirements for vibration resistance and instantaneous connection . The distribution of the thermostats also had to be changed a few times. There were similar problems with the construction of the ventilation system . The ventilation output was around 20% lower than the required 1,800 m 3 / h. On the one hand, this was due to the inadequate performance of the fans and, on the other, to the unfavorable arrangement of the ventilation ducts . After the deficiencies had been remedied, the reviews had to be repeated in January and February. Although the control relay was damaged, the test was successfully completed on February 4, 1961.

In view of the fact that it cannot be ruled out that production should take place abroad, a test according to the UIC standards was planned. From May 1960, it should first include the compatibility of the electrical equipment against excessive voltage jumps in different modes of travel and in the event of a short circuit in the area of ​​the rotating converter . The test was negatively influenced by various errors in the feed point. After the vehicles had been parked in June for the transport of trainees and visitors to the nationwide Spartakiade in Prague, trial operations were resumed in mid-August 1960 and included, among other things, the automation of the approach. These test drives revealed some weak points in the area of ​​the start relay and some basic elements of the controller . The content of the tests according to the UIC standards included many tests on the protective devices as well as checking the heating of the traction drive motors. The test according to the UIC standard was successfully completed at the end of January 1961.

Subsequently, tests were carried out on the behavior of the electrical equipment in the event of a brief interruption in the voltage and in the event of a sudden increase in the contact wire voltage. They were carried out in the Běchovice - Český Brod section , whereby different values ​​of the feed were carried out in the Roztoklaty separation point for the sudden increase in voltage . Repairs to the unit and checks were carried out on a siding at an intermediate station. The increase in the voltage at the separation point with a differential value of around 500 V caused the current in the traction drive motors to rise above the value of 750 A. This caused the main switch to be switched off at times that did not exceed 70 ms and prevented damage to the commutator . The test of briefly switching off the voltage was implemented with two additional main switches installed on the unit. Times of less than one second of shutdown times were achieved without damaging the system.

In the same test section, the simulation of a short circuit in the event of a sudden change from the drive regime to the electric brake was carried out. Since the current flowing through the motor exceeded the value of 750 A, the motor current could briefly increase to values ​​of up to 960 A in the time span of 70 ms before the main switch was switched off. Approximately 30 ms after the short circuit had occurred, the commutator failed, which resulted in an electric arc inside the traction drive motor. This arc showed that the direct distance of the metal parts of the cables to earth inside the motor would be too small if the commutator failed. In addition, the differential protection turned out to be too slow. Apparently the commutators had no apparent damage other than blackening in these tests. Apart from a few deformations, no serious damage could be found in the insulation of the windings of the motor stator after such a short circuit. On the other hand, later long-term malfunctions, aided by moisture, air and changes in temperatures, could lead to serious damage to the engine. When the test was repeated after the motors were changed, the motor was able to withstand a brief generated current of 1000 A without failure of the commutator. In the series version, this type of protection was adopted with improved differential protection.

After the test of the multiple control of both DJs was completed on March 6th to 7th, 1961 , the tests of the resistance brake and the recuperation brake followed from March 8th, 1961. During the entire test, there were no problems with testing the resistance brake, while testing the recuperation brake, which was to be carried out in the speed ranges 90 to 60 km / h, did, however, give rise to two problems. The first problem arose from the fact that many of the exchange points at that time, which still operated on the basis of mercury vapor rectifiers , were not able to feed energy back into the network, the second problem developed from the main construction of the DJ . The controlled TJ did not return any energy to the contact wire, which was probably due to the type of construction of the drive-brake switch , which was responsible for controlling the traction as a controlling / controlled unit. After eliminating these inadequacies, the EM 475.001 / 002 was used on May 11, 1961 on the Prague - Pardubice line and the EM 475.003 / 004 was used on inclines in Slovakia . When driving in Slovakia, the unit was supposed to model energetically and thermally the journeys on an incline of 20 o / oo, although the incline conditions there were rather moderate; three trips were made; the first trip was from Poprad to Liptovský Mikuláš with 20 km uphill (10 to 15 o / oo) and 40 km downhill (8 to 15 o / oo) and back, the second trip was from Poprad to Štrba and back, the third trip was the one from Poprad to Spišská Nová Ves and back (10 to 15 o / oo). It was estimated that recuperation proved its worth on these trips. The test protocol on the Prague - Pardubice route with an average stop section of 3.5 km stated the following data: Execution of the journey with a total of 19 approaches and stops. The braking deceleration ranged to 0.788 m / s 2 with heavy braking, about 0.463 m / s 2 with normal braking. With every braking with recuperation , around 5 kWh could be fed back into the grid. During the entire series of 28 braking operations, around 140 kWh were fed back, which makes up around 14 to 15% of the energy required for starting. Some concerns remained, such as the design of the parameters of the traction drive motors for recuperation. The protection with only one relay was classified as insufficient. Two relays were selected for the series vehicles.

The vehicles were then certified for the drive-type series in mid-May 1961. The lighting test that had not yet been carried out was also carried out on the EM 475.003 / 004 and the platform test on both vehicles .

The long-term test drive of 70,000 km with at least one DJ should then be carried out by the end of July 1961. Originally, routes on the Prague - Vsetín route were planned in plans for express trains. The daily mileage should be 696 km. Since this operation would not have corresponded to the character of the vehicle, controlled operation was set up on the Prague - Pardubice route. The journey took place without passengers until the end of May, after which it took place regularly between Prague and Kolín as a passenger train with passengers. In advance sales, free tickets were distributed to travelers with questionnaires on how they liked the vehicles. This resulted in demands for the additional equipment of a smoker's compartment with ashtray, on shelves under the windows, on more handle bars in the unit and finally on the possibility of being able to accommodate further intermediate cars in the unit. The end of the long-term test drive was the so-called technical safety certificate TBZ , which amounted to an acceptance of the two prototypes.

Final tests and evaluations for the series

In the days from July 8 to 16, 1961, a factory check was carried out on the vehicle EM 475.001 / 002 in the Šumperk repair shop , during which around 40 entries had to be processed as a result of the test drives. Most of the work on a traction drive motor (No. 01387), which had to be completely dismantled into its individual parts; Damage to the stator had to be repaired, a tight valve in the main cooling system of the motor had to be repaired, faults in the rotor and commutator bandages had to be eliminated and inadequate securing of screw connections had to be compensated. The inadequate lightning protection, the inadequate fixing of cables on the roof of the car, insufficient drainage of the anteroom under the starting and braking resistors and the difficult dismantling of large and heavy contactors had to be corrected. Subsequently, the use of lubricating bushes for the maintenance of the brake linkage and the possibility of dismantling traction motors from the bogie in axle sinks were implemented.

After that, the DJ EM 475.001 / 002 was transferred to Vagonka Studénka to carry out repairs, which should be ready on August 15, 1961, especially changing a compressor and repairing a damaged switchgear. In addition, the prototype commission developed further requirements; Use of a traction drive with straight teeth . The suppliers promised to deliver most of the requirements by the time the series unit was delivered, some were implemented in the prototype. After that, the trial operation was to continue until the end of August 1961. Škoda was appointed as the main supervisor for this operation , and his people were supposed to visit the unit in the depot for a week. The depot had to immediately notify the supplier, Škoda or Vagonka Studénka , of a malfunction , in the event that it was eliminated. Then the prototype should receive approval for series production.

For the remainder of 1961, the prototype commission discussed the errors and inaccuracies that had occurred, which led to further tests and rework. The majority of them concerned the protective devices and the cam switch mechanism . A smaller part concerned the traction electric drive motors (penetration of oil from the drive into the interior of the motor) and the insufficient distance between the suspension of the inner cables and the brush holders . On Hauptkontroler were over jumps and punches were reported. With the electric brake, there were difficulties with recuperation, especially when there were low voltages in the contact wire. These were the reasons why the construction of the ČSD series EM 475.1 began with a series of prototypes and the organization of prototype testing was radically changed.

business

After both units had passed the technical safety certificate TBZ , both prototypes were delayed for scheduled deployments from 1961, as their deployment was already planned in the five-year plan for 1956/1960.

The vehicles were first used in 1961 on the route from Prague to Český Brod , where most of their tests were completed. The units were used here as a replacement for classic locomotive-hauled trains. The first mention of a regular use of a DJ from the EM 475.0 series can be found from May 26, 1963. The tender of the regular group (TS) No. 77 stipulated that the unit drove on Monday from 03:43 a.m. from Praha střed under the number Sv 4244 to Český Brod and from there as train Os 2272 to Kolín, from where to about Operation continued for two hours when Os 2310 was moved to Pardubice . From there it went back to Prague. Other goals in this plan were again Český Brod and Poříčany . The daily average mileage of the units was 225 km. The group's five-day cycle included a connection to Česká Třebová with an E 499.1 , the extent to which the EM 475.0 reached this location is not known. The regular schedule provided for the use of a DJ , the other was in reserve. In the early days of their operations, trips to Ústí nad Labem via Mělník are known.

The DJ EM 475.003 / 004 was involved in an accident near Český Brod from the beginning of June 1963, which today can no longer be fully resolved. The accident developed during catenary work on routes around this station, when all trains had to run with a leader by steam locomotives . Due to the fact that those involved could not have been aware that a vehicle with a Scharfenberg coupling without a buffer was involved in the maneuvering work, there must have been a collision that violently damaged the entire DJ . The damage must have been considerable, the record of the work to be carried out specifies the elimination of deformations on all wagons, especially the end wagons . The main longitudinal member of the end car of the EM 475.003 was deformed and broken in the door area of ​​the transition area, and the traction line was also damaged. The repairs lasted at the Šumperk repair shop until the end of 1964.

At the beginning of 1965 the EM 475.003 / 004 was put back into operation with a new coat of paint, as was common with the EM 475.1 at the time. The EM 475.001 / 002 had already been used regularly on the Kolín - Pardubice route and so the EM 475.003 / 004 returned to this route. Gradually, the business on this line came to an end. With the delivery of new vehicles of the EM 475.1 series , the vehicles were dispensable here and transferred to the Poříčany - Nymburk route , where one unit was again used according to plan, the other acting as a reserve. Both prototypes ran out here. When enough series vehicles were available, both DJs could be retired. Operation of the EM 475.001 / 002 ended early (officially shut down on November 6, 1966), the DJ EM 475.003 / 004 was shut down at the end of 1968 (officially on December 5, 1968). Due to the excessive deviation with the EM 475.1 , both DJs had the status of loners, apparently due to the arrangement of the machine system and the lack of possibility of free variability of the vehicles, there were too great concerns in public operation. After both DJs had been standing in parking spaces around Prague for a few years, they were retired together on March 2, 1970. For the EM 475.003 / 004 , the date of scrapping is March 2nd, 1972 in Zdice . With the EM 475.001 / 002 the scrapping dates differ; One source cites September 1, 1972 as the scrapping date, another date is September 1, 1975. It is certain that the entire oldest TJ , composed of the EM 475.001 and EM 475.001a wrecks, will remain in the anteroom of the Prague depot for a few years -Libeň was exhibited, where it was still used for various purposes - mainly as a warehouse and as a temporary office. Unfortunately no unit was preserved. By the end of 1981, the interior had been completely removed and the next year both cars were completely scrapped.

See also

literature

  • Martin Šmida: Vagonka Ve Studence, Electricky Jednotky 1927 - 2000. Vagonařske Muzem Studenka, 2012 (Czech)

Web links

Individual evidence

  1. ^ Article about the development of the EM 475.0 on www.prototypy.cz, p. 2.
  2. Outline sketch of the end car of the EM 475.0 on www.pantograph.cz.
  3. Principle sketch of the intermediate car of the EM 475.0 on www.pantograph.cz.
  4. Project sketch about the development of the EM 477.0 and the EM 475.0 on www.prototypy.cz.
  5. ^ Article about the development of the EM 475.0 on www.prototypy.cz, p. 3.
  6. Article about the development of the EM 475.0 on www.prototypy.cz, p. 4.
  7. Photo of the low-floor area in the entry and open- plan compartment of the EM 475.0 on www.prototypy.cz.
  8. Photo of the area above the bogies (still with wooden seating!) Of the EM 475.0 on www.prototypy.cz.
  9. Photo of the open- plan compartment of the EM 475.0 on www.prototypy.cz.
  10. Photo of the half-coupe in the end car on www.prototypy.cz.
  11. Photo of the small compartment above the bogies on www.prototypy.cz.
  12. Photo of the toilet with washing facilities on www.prototypy.cz.
  13. Photo of the left engine room in the end car of the EM 475.0 on www.prototypy.cz.
  14. Photo of the car body frame in the front area of ​​the end car of the EM 475.0 on www.prototypy.cz.
  15. Sketch of the driver's cab of the EM 475.0 in its original state on www.prototypy.cz, pp. 4–7.
  16. Photo of the seating in the vehicles from 1959 on www.prototypy.cz.
  17. Photo of the compressor unit of the EM 475.0 on www.prototypy.cz.
  18. Photo of a motor bogie of the EM 475.0 on www.prototypy.cz.
  19. Article about the mechanical equipment of the EM 475.0 on www.prototypy.cz, p. 4–7.
  20. Photo of the colors of the cars when the vehicles were delivered to Vagonka Studénka , photographed on www.pantograph.de.
  21. Photo of the color of the car during the test drives on www.pantograph.de.
  22. Photo of the color of the wagons when they were handed over to the State Railways on www.pantograph.de.
  23. View of the roof with the pantographs (the other electrical equipment is still missing!) Of the EM 475.0 on www.prototypy.cz.
  24. View of the main switch of the EM 475.0 on www.prototypy.cz.
  25. View of the motor generator unit for the auxiliary drives of the EM 475.0 on www.prototypy.cz.
  26. View of the low-voltage control device of the EM 475.0 on www.prototypy.cz.
  27. View of the heating control of the EM 475.0 on www.prototypy.cz.
  28. View of the high-voltage control of the EM 475.0 on www.prototypy.cz.
  29. Circuit diagram of the controlling unit of the EM 475.0 on www.prototypy.cz.
  30. View of the protection system Arel of the EM 475.0 on www.prototypy.cz.
  31. ^ Article on the mechanical equipment of the EM 475.0 on www.prototypy.cz, pp. 8–11.
  32. ^ Article about the mechanical equipment of the EM 475.0 on www.prototypy.cz, pp. 11-13.
  33. a b Switching of the positions drive - parallel, resistance brake and recuperation brake on www.prototypy.cz
  34. ^ Article about the mechanical equipment of the EM 475.0 on www.prototypy.cz, pp. 13-21.
  35. ^ Article about the mechanical equipment of the EM 475.0 on www.prototypy.cz, pp. 21–22.
  36. Photo of the deformed car in AW Šumperk still with the old paint on www.pantograf.cz.
  37. Photo of the EM 475.003 / 004 in the Praha střed train station with the last paint finish on www.pantograf.cz.
  38. Photo of EM 475.003 or 004 before scrapping on www.pantograf.cz.
  39. Photo of EM 475.001 as a provisional office on www.prototypy.cz.
  40. ^ Article about the mechanical equipment of the EM 475.0 on www.prototypy.cz, pp. 22-25.