SŽD series С (1929)
| SŽD series С (1929) (S (1929)) | |
|---|---|
 С Р 3 -1775, Moscow Railway Museum (Riga Railway Station)
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| Numbering: | different numbering, depending on the manufacturer and type |
| Number: | approx. 930 three-part sections of all modifications |
| Manufacturer: |
Mytishchi Wagon Factory Moscow Dynamo Rīgas Electrical Machine Factory Vagonbūves Rūpnīca |
| Year of construction (s): | 1929-1958 |
| Retirement: | Late 1980s |
| Gauge : | 1,520 mm |
| Length over coupling: | 19,710 mm (1 trolley) |
| Height: | approx. 4,910 mm |
| Width: | 3,480 mm |
| Service mass: |
C Д : 58.9 t (drive car) 38 t ( control car ) C P : 61.5 t (drive car) 39 t ( control car ) C P 3 : 62 t (drive car) 38.5 t ( control car ) |
| Top speed: | 85 km / h |
| Continuous output : | from 440 kW depending on the drive motor type |
| Power system : | 1.5 kV direct current 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
The С ( S ) series is a series of electric trains that were built and operated on the railways of the USSR from 1929 . Their preferred area of application was the S-Bahn and suburban traffic in metropolitan areas of the USSR. The vehicles were built over the long period up to 1958 and were in use on the railways of the Soviet Union until the end of the 1980s . The designation of the vehicles means that they were intended for use with the Severnaya schelesnaja doroga .
First series (for contact wire voltage 1500 V direct current)
In the mid-1920s, the question of electrification and the transition to motor vehicle traction was raised on some suburban lines of the USSR . In detail, this concerned the relations Moscow - Mytishchi , Moscow - Oscherelje , Moscow - Pushkino and Mytishchi - Shcholkowo . The catenary system with a voltage of 1.5 kV direct current was chosen for the electrification . The choice of this system was dictated by the following circumstances:
- For the implementation of the vehicles with direct current they did not need to carry a transformer , which reduced the electrical equipment and the weight of the vehicles. In addition, the traction motors with direct current were more suitable than those with alternating current for the system of operation of the suburban railways with the frequent stopping and starting .
- in comparison with voltages 600 V - 800 V, as it is e.g. B. was used for the electrification of the S-Bahn Berlin , this system was more appropriate for the overhead line.
- z. At the time of the introduction of electrified networks, there was still no reliable electrical equipment for vehicles with 3 kV direct current.
In 1929 work on the electrification of the Moscow - Mytishchi section of the Severnaya seleznaja doroga was completed. On August 3, 1929, trial operation with electric trains was opened on it. In 1930 the sections Mytishchi - Bolshevo , Mytishchi - Pushkino , Bolshevo - Shcholkovo and Pushkino - Pravda were opened.
The introduction of motor vehicle traction was economical due to the reduction in the number of steam locomotives and wagons required for the passenger train lines required and the acceleration of movements. A trip from Moscow to Obiralowka took 32 minutes instead of the one hour for a steam train. The vehicles were created at a time when electric trains were being built everywhere to operate suburban traffic, so it is not surprising that there is a certain similarity to vehicles of the Berlin S-Bahn .
Originally the electric trains consisted of up to two 3-car sections. As the flow of passengers increased, the vehicles grew into up to three sections (a total of 9 cars). Some of the wagons were uncoupled at intermediate stations in order to make the transport of people as economical as possible.
From 1933 to 1945 motor car service was used on a large number of railroads; on S-Bahn and suburban trains . In the case of the latter, this particularly affected the Leningrad - Oranienbaum lines (the Leningrad - Ligowo section on September 6, 1933, the Ligowo - Peterhof section on September 6, 1933, the Peterhof - Oranienbaum section on December 25, 1933), the Leningrad - Gatchina line (the Ligovo - Krasnoselskoje - Gatchina section was added to the existing section in August 1938), the Moscow - Podolsk line in 1939, the Moscow - Nachabino line in 1945, the Mineralnye Vody - Kislowodsk line in 1936, the Reytovo line - Balashikha in 1934, the Moscow - Ramenskoye line (up to Lyuberc in 1933, up to Bykowo in 1934, up to Ramenskoye in 1935), the Moscow - Kunzewo line in 1943 and many others.
C B
In 1929 nine sections, each consisting of three cars, were created to serve the sections mentioned. The mechanical part of the vehicles was manufactured in the Mytishchi wagon factory , the electric traction motors were supplied by the Moscow electrical machine factory Dynamo, and the electrical equipment was supplied by the Metropolitan-Vickers company. The wagons were originally given the designation ЭМ ( EM , from Elektromotori) or Э ( E , from Elektrowaggon) for short . From 1936 the designation was changed to C B ( S W ), which meant that the vehicles were operated on the Severnaya schelesnaja doroga and that the electrical equipment came from the Metropolitan Vickers company.
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Each section consisted of the motor car and two sidecars, one of which had a luggage compartment. The motor car had four drive motors of the type DP-150 ( DP-150 ), which were produced in the Moscow electrical machine factory Dynamo . The drive motors had the following parameters:
- Output (hourly / permanent) 150/110 kW
- the speed in the hourly / continuous regime could reach 45/85 km / h
- the speed of the armature shaft could reach between 860 and 970 / min,
- the gear ratio of the gear train was 70:19.
Two traction motors (connected in series in the bogies ) were connected in pairs and could be connected in series or in parallel . There were two pantographs on the roof of the motor vehicle, one of which was used for work and one as a reserve. The vehicles were started up automatically with the help of acceleration relays . Protection against overload and short circuit was provided with fuses and overcurrent relays .
The drive switch had five main positions, 0 and four working levels. While driving, the driver had to keep the drive switch lever pressed down. If he let go of it or if the pressure stopped, the current was interrupted and braking was initiated. Originally there was an auxiliary drive switch with driver's brake valve in the vestibule of the motor vehicle, on the side without a driver's cab .
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Every car, regardless of whether it was a motor vehicle or a trailer, had a cab on one of its front sides with a driver's cab for the driver. The cars were wider than pure passenger cars (the width was 3480 mm compared to 3100 mm). The reason for this was that it increased the capacity. Six seats were lined up in a row. To speed up the change of passengers, the doors of the cars were designed twice, sufficiently wide and without steps. This meant that the vehicles were only designed for operation on high platforms .
A total of 33 C B series sections were delivered from 1929 to 1934 . At the beginning of 1941 a motor car of this series (the number 014) was equipped with a second driver's cab and was used as a combined car-locomotive. It was intended to be used in combined mail and baggage traffic or in suburban traffic .
C Д
The increased need due to the electrification of the railway lines called for the creation of a new series of railway vehicles, which were manufactured from 1932 in the Mytishchi wagon factory and the Moscow electrical machine factory Dynamo . It was designated as C Д ( S D ), which meant that the vehicles received electrical equipment from the Moscow electrical machine factory Dynamo instead of the imported equipment from the Metropolitan Vickers company . For this, the company received individual technical parts from General Electric .
The first 3-car section with the C Д .031 motor car was given to the Moscow - Obiralowka section, and this section opened on March 8, 1933 for electric trains on this line. The main differences between this series and the C B series were the electrical equipment. Originally the vehicles were equipped with drive motors of the series ДП-150 ( DP-150 ), from 1935 on, more powerful and structurally improved drive motors with the designation ДПИ-150 ( DPI-150 ) were used. The motor car C Д developed an output of 665 kW at a speed of 46.8 km / h in an hourly regime. The maximum speed was also 85 km / h. The mass of the motor vehicle was 58.9 t, the sidecar weighed 37.5 t - 38.5 t, depending on the availability of a luggage compartment. A number of changes were made when the vehicles were delivered;
- Equipped with the SA-3 central buffer coupling
- Transition to the traction motors driving ДПИ-152 ( DPI-152 ). Their characteristics were those of the series ДПИ-150 ( DPI 150 identical).
- a group controller caused a smoother start of the train,
- Equipment with softer seats.
A total of 232 engine sections of the C Д series were delivered from 1932 to 1941 . They showed minor defects in operation, but by and large the series was recognized as successful. In this series, too, some motor vehicles were redesigned as wagon locomotives. The C Д .15 on the Baku - Sabuntschi line are known. It was rebuilt in the Tblissi repair shop and was then given the designation C Д M .15 ( S D M .15 ). After the conversion, he drove units with a mass of up to 300 t.
In 1938 a test section for working under 3 kV direct current was delivered. The power of the four traction motors turned out to be insufficient when the suburban railways started up frequently. During the time of the Great Patriotic War , the section suffered damage and was restored to the base of Unit C B. In the 1940s, three experimental trains for operation under 3 kV direct current appeared on the railway in the Perm region . The voltage was converted with the help of attached freight cars or sidecars. At the end of the 1940s, these test models were also converted back to the original version and passed on to the Oktoberbahn .
In 1950 a railcar was experimentally retrofitted with a resistance brake, but this was not yet effective at the time.
Two system modifications
After 1945 the large-scale conversion of the electrified railway lines from 1.5 kV direct current to 3 kV direct current began. In order to facilitate the gradual transition to the new electricity system, several railcars were converted or rebuilt as multi-system multiple units.
C M
The first section for work under two voltage systems was created at the end of 1946 in the Moscow electrical machine factory Dynamo on the basis of the unfinished vehicle of the C Д .261 series . The company equipped this vehicle with new electrical equipment and new traction motors with the designation ДК-103А ( DК-103А ). The new section was designated with C M ( S M ), which meant Severnaya schelesnaja doroga , modernized.
When working out the equipment of the electrical scheme, devices were used that had already proven themselves in the C Д and C B series . The force scheme was structured in such a way that the traction motors were connected in series for work under 3 kV direct current , and in parallel for work under 1.5 kV direct current . The traction motors ДК-103А ( DК-103А ) had a body that was similar to that of the ДПИ-152 ( DPI-152 ). This allowed the traction motors to be replaced without redesigning the bogies. The characteristics of the traction motors were very similar to those of the DPI -150 ( DPI-150 ) that enabled all three previously used motor vehicles to be operated simultaneously.
As with the previous series, this row had two pantographs on the roof , one of which was used for work and one as a reserve.
Some vehicles from the C B and C Д series were also converted into the C M series . Some vehicles of the C Д were also redesigned in the equipment for two voltages, but with the old traction motors ДПИ-150 ( DPI-150 ).
1950 five sections of the C B ( S B ) were equipped with the traction motors ДК-105 ( DК-105 ). These traction motors were slightly improved compared to the ДК-103А ( DК-103А ), but they were not preferred by the company. The converted vehicles were given the designation C B M ( S B M )
C P
Simultaneously with the redesign of the old sections with the designation C B ( S W ) and C Д ( S D ), the Rīgas Vagonbūves Rūpnīca set up the delivery of the mechanical part of new 3-car sections and installed the electrical equipment of the Moscow electrical machine factory Dynamo . The car bodies had insignificant changes compared to those of the Mytishchi wagon factory (lack of transition space, improvement of the lights). This series was named C P ( S R ), which meant the Severnaya zhelesnaja doroga type , made in Riga .
The first motor vehicle section was made in 1947 after the test drive on the railways around Yaroslavl had taken place a year earlier . A total of seven C P series sections were delivered this year . The motor vehicles had the following characteristics:
- Hourly output: 680 kW
- Gear ratio of the gearbox 70:19
- Speed in the hourly regime: 45.7 km / h, the maximum speed was 85 km / h, limited by the mechanical part ( peg bearing drive )
- the mass of the motor vehicle was 61.5 t, the sidecar 38.2 t or 39 t depending on the availability of the luggage compartment
The sections of the series C M ( S M ) and C P ( S R ) could communicate with sections of the series C Д ( S D ) via multiple controls , which made their use on sections of the old power system with 1.5 kV direct current significantly easier. The electrical equipment was manufactured by the Riga electrical machine factory from 1949 .
Since the decision was made to operate only electrified sections with 3 kV direct current, but with high and low platforms , the Rīgas Vagonbūves Rūpnīca produced some of their vehicles with anteroom and stairs for exiting on low platforms. These vehicles, especially for the areas around Chelyabinsk , Perm , Yekaterinburg , Murmansk , Tblissi and others were given the factory designation C P -N ( S R -N ). From 1951 the exterior of the vehicles changed a little; the vehicles were given roofs that were covered with sheet steel, instead of the previously common wooden roofs that were covered with tarpaulin. Some of the motor vehicles in these sections were equipped with traction motors ДК-103B ( DК-103W ) with an enlarged collector diameter .
A total of 343 units of the C P series were delivered from 1947 to 1952 . Trains of this type were primarily used on lines with the already existing electrification of 3 kV direct current, but also on lines where a transition from the new to the old system (1.5 kV direct current) was imminent.
C P 3 and C M 3 after the conversion to 3 kV direct current is complete
Since enough C Д ( S D ) were available to operate the lines with 1.5 kV direct current , the modified section of the C P 3 ( S R 3 ) series was delivered from 1952 , this unit was limited to operation Lines with 3 kV direct current. This is shown by index 3 in the name of the series. A number of changes were also made to the design of the vehicles;
- Removal of the luggage compartment,
- Removal of the equipment for converting the traction motors for different contact wire voltages,
- Introduction of an intermediate stage for the excitation of the traction motors (72%),
- Replacement of the drive motors of the type ДК-103А ( DК-103А ) by those of the type ДК-103Г ( DК-103G ) with constructive changes to the brush holders , the fastening of the air duct and much more
- Use of a different driving switch and some other revisions.
The inspection showed that the motor vehicles of the C P 3 ( S R 3 ) series were easier to operate and the traction motors were better protected, especially in the event of overload.
In addition, the following design changes were made during delivery;
- the spotlight was moved from its place on the roof to the upper part of the front wall of the box,
- the outer cladding of the vehicles was made of corrugated sheet metal.
The motor car of the C P 3 series weighed 62 t and the sidecar 38.5 t. The total number of seats in the section was 321, of which 105 could be accommodated in the motor vehicle. The maximum speed of the section was 85 km / h and could be reached over a distance of 5 km.
The vehicles had sections for use on low platforms and high platforms. The vehicles were given the designation C P 3 -N for the low platforms, and the vehicles were given the designation C P 3 -B for the high platforms . As a rule, there were platforms with high platforms on routes with high passenger flows. A total of 351 motor vehicle sections of the C P 3 series were built between 1952 and 1958 .
At the same time, with the delivery of the new electrical sections, older vehicles with the designation C B ( S W ) and C Д ( S D ) were reworked in order to be able to operate them on voltage sections with 3 kV direct current . These sections were named C M 3 ( S M 3 ). The majority of motor vehicle-sections of the series C M ( S M ) C P ( S R ), C P 3 ( S R 3 ) and C M 3 ( C M 3 ) mounted on the October Railway and the Moscow Railway worked , were equipped with single-leaf pull-out doors in the early 1960s.
In the 1960s, two electrical sections C P 3 ( S R 3 ) were redesigned as catenary battery trains for operation on non-electrified routes. The battery was placed in a sidecar. The rechargeable battery could be charged while driving under the electric contact wire. These two multiple units were operated on routes in the Baltic States .
Fate of the electric trains C P 3
The massive decommissioning of the C P 3 ( S R 3 ) series electric trains began at the end of the 1980s. In central Russia , where the C P 3 ( S R 3 ) electric trains operated in the Yaroslavl suburban traffic zone , the last of them was retired at the end of 1997. In 2012 two sections, the C P 3 .1524 and C P 3 .1758, were sold to private railways. A one-wagon electric car, converted from a motor car of an electric section, was operated on the railways in Georgia . The electrical section C P 3 .1668 is a museum exhibit on the track ring of the All-Russia Research Institute of rail transport in shcherbinka preserved. An electrical section is exhibited at the Riga Railway Station in Moscow and one at the Warsaw Railway Station in Saint Petersburg . In 2014, the C P 3 .1524 was handed over to the museum after its use.
See also
literature
- В. А. Rakov: Lokomotivy otečestvennych železnych dorog. 2nd Edition. Transport-Verlag, Moscow 1995, ISBN 5-277-00821-7 , pp. 435-452. (Russian)
