SŽD series СН
| SŽD series СН (SN) | |
|---|---|
| Numbering: | СН.2001 – СН.2002 |
| Number: | 2 units (3-car unit) |
| Manufacturer: |
Rīgas Vagonbūves Rūpnīca Riga Electrical Machine Factory Moscow Electrical Machine Factory Dynamo |
| Year of construction (s): | 1953 |
| Retirement: | 1962 |
| Gauge : | 1,520 mm |
| Length over coupling: | 19,600 mm (1 trolley) |
| Height: | approx. 5,000 mm |
| Width: | 3,480 mm |
| Service mass: | 61.2 t (drive car) 43.5 t ( control car ) |
| Top speed: | 130 km / h |
| Continuous output : | 800 kW |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
The series СН ( SN ) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia , which was developed for the 3 kV direct current power system especially for suburban traffic. It can be used as an interim solution between railcars of series C and ЭР1 be called. They were the first vehicles in the former USSR to be delivered with a new traction motor suspension, in which the traction motors were mounted directly in the bogies and the torque was transmitted to the axles via special levers. This allowed a substantial increase in speed to 130 km / h. Due to the basic concept of the vehicles (one motor vehicle and two control vehicles), the acceleration of the vehicles was limited, which is why the much-built SŽD series ЭР1 and SŽD series ЭР2 were later developed . The vehicles were retired in 1962 and are no longer available today.
history
The vehicles come about because the 1929 built in large numbers railcars of series C in the maximum speed through the Tatzlager drive at 85 km / h were limited. Therefore, from 1950 onwards, a project was created on a new vehicle configuration for the proven vehicles; they should run under contact wire voltages with 3 kV direct current at higher speeds than the vehicles built up to now. The vehicles were developed as a 3-wagon vehicle ( control vehicle - motor vehicle - control vehicle ) and as a 2-wagon vehicle (motor vehicle - control vehicle). Originally the wagons were supposed to have a box length of 23.6 m, the width of the vehicles was derived from the so-called vehicle dimension 2В ( 2W ). By installing the traction motors directly in the bogies and transmitting the torque to the axles via special levers ( supporting frame construction ), the higher speed of up to 130 km / h should be achieved. The electrical equipment should be designed with or without the electrical brake .
Later the project was changed to a version only as a 3-car section, length of the car body 19.3 m, there should be no electric brake . In 1953, the Rīgas Vagonbūves Rūpnīca design department drafted the new section, and work on the first section began in the same year. The electrical equipment was manufactured in the Riga Electrical Machine Plant and the Moscow Electrical Machine Factory Dynamo ; the mechanical equipment and the assembly of the complete trains took place in the Rīgas Vagonbūves Rūpnīca. In terms of appearance, the train section was very similar to the underground railways of the time, as seen in Prague and Budapest .
First move
In 1954 the first 3-car train was built, which was given the designation СН ( SN ). The name was derived from С еверная, н овая ( Severnaya schelesnaja doroga , n eu). The motor car of this train was given the number 2001 . After the preliminary inspection in Riga , the All-Russian Research Institute for Rail Transport received the vehicle for test drives on the track ring, after which it was given to the October Railway on the Moscow - Klin section . On further journeys on the Moscow - Krjukowo section , the vehicle reached a speed of 120 km / h.
Special features of the construction and characteristics
For the first time, the train was designed in the configuration of powered motor cars and unpowered control cars as end cars, a concept that was used again and again in other railcars in the former USSR . The motor vehicle of the new section had four traction drive motors with the designation ДК106 ( DK106 ) with an hourly output of 200 kW. They were designed for a voltage at the collector of 1.5 kV. Compared to a three-part version of the predecessor vehicles, the vehicles had a specific power of 5.3 kW / t (7.2 PS / t) (4.76 kW) with a motor vehicle weighing 61.2 t and a control vehicle weighing 43.5 t / t or 6.45 HP / t for the predecessor vehicles ). This allowed a higher speed and acceleration for the new section than for the series С P ( S R ). The suspension of the traction motors directly in the bogies and the transmission of the torque via special levers to the axles ( supporting frame construction ) protected them from hard impacts when driving through uneven tracks and reduced the effect of the traction motors on the tracks. This version has been in front of the vehicles already with motor coaches of the Metro in Moscow called В4 ( W4 ) and (Д) ( D executed). The bogies in the new sections were completely welded, the axles were mounted in roller bearings. The bogies of the control cars were identical to those of the series С P 3 ( S R 3 ) sidecars of the 1957 series.
The interior was designed to be much more comfortable and convenient compared to the following vehicles. The section was designed with seats with semi-hard seats, the interior design was significantly improved compared to the previous vehicles with the lighting, the forced ventilation and the electric heating. A special feature of the installation of the new electric trains was the accommodation of part of the electrical equipment (motor-compressor, generator) in the control car .
Second move and further fate of the units
In 1955 a second train with the motor car СН.2002 ( SN.2002 ) was made. This train was initially handed over to the Oktoberbahn for operation.
In 1958, both railcars were transferred from the October Railway to the Northern Railway , later they were passed on to Sverdlovsk . The vehicles worked there until 1962, after which they were removed from the inventory lists.
Due to their execution in the configuration control car - motor car - control car, the vehicles were not competitive in terms of acceleration compared to the SŽD series ЭР1 and SŽD series ЭР2 . These vehicles were the end of the previously used 3-car multiple units ( SŽD series С (1929) ). Instead of them, the Rīgas Vagonbūves Rūpnīca delivered vehicles of the ЭР1 series from 1957 , these consisted of the configuration control car or sidecar - motor car.
See also
literature
- Раков В. А. Электровагоны пригородных поездов // Локомотивы отечественных железных дорог 1845 - 1955. - 2-е изд., Беререр и доп. - М .: Транспорт, 1995. - С. 435 - 452. - ISBN 5-277-00821-7 .