SŽD series ЭР12
| SŽD series ЭР12 (ER12) | |
|---|---|
| Numbering: | ЭР12.6001-6003 |
| Number: | 3 units (one 10-car unit, one 6-car unit, one 4-car unit) Number of cars produced: 20 |
| Manufacturer: |
Rīgas Vagonbūves Rūpnīca Riga Electrical Machine Plant Tver Wagon Factory |
| Year of construction (s): | 1976, 1981 |
| Retirement: | In the mid-1990s, remodeling in ЭР2 |
| Gauge : | 1,520 mm |
| Length over coupling: | 19,600 mm (1 trolley) |
| Height: | 5,086 (with lowered pantograph) |
| Width: | 3,480 mm |
| Top speed: | 130 km / h |
| Continuous output : | 4,000 kW (1 motor vehicle) |
| Acceleration: | 0.71 m / s 2 |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
| Brake: | Air brake |
| Seats: | 1,050 (10-car unit) |
The ЭР12 ( ER12 ) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia , which was developed as a test vehicle from the ЭР2 series for use with thyristor control . It did not go into mass production, as originally planned. The reason was the difficult economic situation of the former USSR in the 1980s. Instead, the electrical equipment was used according to a different scheme, and the vehicles were converted back to the ЭР2 T series .
prehistory
The ЭР2 electric hoist had some shortcomings in its simplicity - due to the presence of the classic resistance control. As a result, a significant amount of electrical energy was lost through conversion into heat. As early as the second half of the 1960s, the attempt to use thyristor control on these electric trains began . As a result, created to replace the starting resistors and resistor controller , a static converter equipped therewith electric train was named ЭР2 I . The converter made it easier to regulate the voltage for the traction motors connected in pairs and supplied them with a higher pulse current. In addition, the use of the intermediate connection of the traction motors (combination of series connection / parallel connection ) was omitted , which made the construction of the drive switch simpler. In 1973, tests were carried out on the railways in the Baltic States , which showed that the economy of the ЭР2 I electric train was 9.8–12.8% better than the original variant . Although the design of the transducer was very complicated, the establishment of a static converter has been decided with which the electrical features of the series ЭР2 were equipped with modernization.
Construction and construction of the ЭР12
As a result of the trials of the ЭР2 I electric train , the electrical engineering works in Tallinn designed a converter of a new design. And before the start of series delivery of the converter and the extensive modernization of the ЭР2 electric trains , it was decided to deliver a test train of an electric multiple unit equipped with additional converters. Add to that the possessed rīgas vagonbūves rūpnīca still the possibility to train with the new traction drive motors 1ДТ-006 ( 1DT-006 ) of the Riga electric machine works equip. These traction motors were a modernized version of the traction motors УРТ-110Б ( URT-110B ), which were used from the multiple units ЭР2 from number 919. In these traction motors, the heat resistance of the poles has been increased on the basis of class F insulation.
In September 1976 the Rīgas Vagonbūves Rūpnīca delivered a 10-car train, which was given the full designation ЭР12.6001 . In accordance with the drawing number, the new multiple unit was given the factory designation 62-251 . Based on the design, the train was a ЭР2 , but the power switches and starting resistors were missing under the motor vehicle. Instead of this, a two-phase thyristor pulse converter of the type ТИП-1320 / 3У ( ТIP-1320 / 3U ) was installed. The basis of the converter was put together by thyristor keys, supplied by a wide-impulse regulation with a frequency of 400 Hz. For the power devices the thyristors ТБ-320 ( ТB-320 ) and ТБ-400 ( TB-400 ) in tablet form as well used high-voltage diodes ВЧ-400 ( VCh-400 ). The cooling of the devices was normal, as with the trains for alternating current ЭР9E . The working voltage of the converter was 3,000 V with the flowing current of 2 × 220 A. The converter took care of the smooth regulation of the voltage of the paired traction motors, the regulation was in the range of 5% to 95% of the tension of the contact wire. The converter also regulated the excitation of the traction motors in the ranges from 100% to 50% and also the change in the pulsating current depending on the load of the car and the route traveled (with the help of the auto-regime device). The flowing regulation of the current made it possible to increase the size of the average flowing current from 190 A to 220 A compared to the original design , which consequently increased the average acceleration from 0.57 m / s 2 to 0.71 m / s 2 . The pulsed current could also be regulated by the machinist. Due to the heavy weight of the converter, the empty weight of the car increased to 56.5 t. A controller of type 1.КУ27-01 ( 1.KU27-01 ) of modified design was installed in the machinist's cabin .
In 1981 two more electric trains of the series were delivered: a 6-car train with the designation ЭР12-6002 ( ER12-6002 ) and a 4-car train with the designation ЭР12-6003 ( ER12-6003 ).
Fate of the vehicles
1978 was ЭР12-6001 ( ER12-6001 ) for checking the All-Russian Research Institute of Railway with its railway ring in shcherbinka provided. In the course of testing the train, it was determined that the ЭР12 electric train could reach a speed of 69 km / h on a 1.5 km section . When operating in the speed range 60 to 65 km / h, the energy consumption of the train was 8.5% to 10% less compared to the original version.
After the inspection, the Tallinn depot received the motor vehicle for further test operation. At the beginning of the 1980s the number of cars was reduced from 10 to 8 because the converter on the motor car with the designation 600108 was defective. In 1981 all electric multiple units were concentrated in this depot. From the remaining 18 wagons, three units with a size of six wagons each were formed, these vehicles began to operate according to the plan with the original ЭР2 . The energy consumption of the vehicles compared to the original version fell by a mean of 8%.
Modifications that had been started and the difficult economic situation that followed in the former USSR subsequently led to the cancellation of the delivery of various pulse transducers. The modernization of the other Р2 to thyristor control was also affected by this situation . In the mid-1990s, all three electric trains of the ЭР12 ( ER12 ) series were sent to the St. Petersburg repair shop to carry out capital repairs KR-2 . There the plant management decided that the electrical scheme should not be restored. As a result, all of the ЭР12 ( ER12 ) series electric trains were converted into a ЭР2 T. With these wagons the vehicles were given new numbers according to national standards , as follows;
- the former 600101 became the new number 2201 ,
- the former 600103 became the new number 2207 , (converted from intermediate car into control car )
- the former 600109 became the new number 2202 ,
- the former 600201 became the new number 2203 ,
- the former 600203 became the new number 2208 , (converted from intermediate car into control car )
- the former 600209 became the new number 2204 ,
- the former 600301 became the new number 2205 ,
- the former 600309 became the new number 2206 .
When the wagons 600103 and 600203 were converted into control cars , the cabs were given new shapes (analogous to the cabs of the ЭР2 T .7251 electric train ).
See also
literature
- В. А. Раков: Опытные электропоезда ЭР12. Локомотивы и моторвагонный подвижной состав железных дорог Советского Союза 1976–1985. Транспорт, Moscow 1990, p. 105 f.