SŽD series ЭР22
| SŽD series ЭР22 (ER22) | |
|---|---|
 ER22.38
|
|
| Numbering: | ЭР22.01-66 ЭР22 M .67-68 ЭР22 B .69-70 |
| Number: | ЭР22: 66 units (4-car unit) ЭР22 M : 2 units (8-car unit) ЭР22 B : 2 units (8-car unit) 552 cars produced |
| Manufacturer: | Rīgas Vagonbūves Rūpnīca |
| Year of construction (s): | 1962-1968, 1972, 1975-1976 |
| Gauge : | 1,520 mm |
| Length over coupling: | 24,500 mm (1 trolley) |
| Width: | 3,450 mm - 3,480 mm |
| Total wheelbase: | 20,750 mm |
| Service mass: | 66.5 t (motor vehicle) 40.7 t (intermediate vehicle ) ЭР22 M : 65 t (motor vehicle) 46 t (intermediate vehicle) |
| Top speed: | 130 km / h |
| Continuous output : | 920 kW (1 motor vehicle) |
| Acceleration: | 0.72 m / s 2 |
| Driving wheel diameter: | 1,050 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
| Brake: |
Pneumatic brake Resistance brake |
| Seats: | Motor cars: 116 Intermediate cars : 131 |
The ЭР22 ( ER22 ) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia , which was used specifically for suburban traffic. It belongs to a series of electric multiple units for direct current drive with a drag brake and an increased length of the box and was built on the basis of the ЭР10 . With all modifications, it was built from 1964 to 1976. It had been developed for routes with increased passenger volume and had the non-traditional arrangement of the car body with three doors on each side.
history
In the 1960s, the main electric trains on the railway lines of the former USSR were the vehicles of the SŽD series SР1 , the SŽD series ЭР2 (used for lines with 3 kV direct current ) and the SŽD series ЭР9 (used for lines with 25 kV alternating current 50 Hz). These were the standard deliveries from the Riga wagon factory . Compared with the predecessor vehicles, they had significantly higher technical and economic characteristics. For even more heavily used routes, the ЭР10 series electric trains were developed from them in 1960 with an increased length of the box, they had an additional entry area in the middle of the car and electrical equipment that allowed the use of the resistance brake. Their inadequacies were the weak electric drive motors. Therefore, the Rigaer Waggonfabrik developed and delivered two new four-part sections in 1964, which were given the series designation ЭР22 ( ER22 ). In 1965 both sections passed different exams. The ЭР22.01 ( ER22.01 ), which, like the ЭР22.02 ( ER22.02 ) that was delivered at the same time, belonged to the park of the Pererwa depot of the Moskovskaya seleznaja doroga for some time , was returned to the factory manufacturer at the end of the 1960s . Since it differed too greatly from the other vehicles, it was not used extensively in the company, but was subsequently used to test individual components.
1964 went the Rīgas Vagonbūves Rūpnīca to the serial production of the electric trains ЭР22 , which was carried out until 1968. The exact breakdown of vehicles per year is shown in the table below. After 1968, the ЭР22 M ( ER22 M , built 1972), the ЭР22 B ( ER22 W , built 1975-1976), the ЭР22 K ( ER22 K , built 1979), and also the ЭР25 ( ER25 ) series for Bulgaria followed and ЭР31 ( ER31 ) for Yugoslavia (all vehicles were manufactured with three doors on each side of the vehicle).
| Year of delivery | Number of electrical sections built |
|---|---|
| 1964 | 2 |
| 1965 | 4th |
| 1966 | 3 |
| 1967 | 13 |
| 1968 | 44 |
| all in all | 66 |
Technical characteristics
The two sections built in 1964 were given the factory designation 62-105 , and each consisted of four cars; two motor cars, which were also the control cars and in between the two sidecars. The body of the car was 24.5 m long, 3.45 m wide and had an axle base of 20.75 m. The cars had three pairs of pull-apart pneumatically operated doors on each side for entry on high platforms . The mass of the motor vehicle was 66.5 t, the sidecar 40.7 t. New bogies without pivot pins were used under the motor vehicle. The electric traction motors were mounted directly in the supporting frame suspension in the bogie frame. For the sidecars, bogies from the Tver wagon factory were used, for which a variant with a disc brake was planned. The wheels of the first unit delivered were originally designed as monobloc wheels and had a diameter of 1,050 mm. The traction electric drive motors of the type РТ-113 ( RT-113 ) were installed on each axle of the motor vehicle and had an hourly output of 230 kW at 100% excitation. The passenger compartments were clad in plastic and had soft seats. The number of seats in the motor vehicle was 116 and in the sidecar 131.
In the course of production, changes were made to the design of the train. In detail, the second railcar in the series, the ЭР22.02, was given wheels with wheel tires in the motor car's bogies. Starting with ЭР22.03 , parts of the electrical equipment were changed (pantographs, electropneumatic contactors, heating systems, etc.), the window panes in the driver's cab were enlarged. In addition, a new paintwork was used from this vehicle, so the box was sprayed dark red below and beige above. Many other changes have also been made. Production ended around 1968. The reason for this was the too high axle load of the vehicle and the insufficient effect of the resistance brake .
business
The electric trains of the series ЭР22 were assigned to the depots Pererwa (direction Kursk ), Nachabino (direction Riga ) and Ilyicha (direction Smolensk ) of the Moskovskaya seleznaja doroga for their work . In 1968, the ЭР22.54, the first railcar was delivered to the Mineralnye Vody depot on the North Caucasus Railway . Several other trains in the series have made their way there over the years. At the beginning of the 1990s, the vehicles at the Moscow node were only left in the Pererwa depot . In the period from 1989 to 1996, they began to be phased out at the Moskovskaya zhelesnaja doroga. Some of the vehicles were put into official services, they served the city of Stepnogor and nearby companies. To date, five vehicles have been preserved in this area, the units with inventory numbers 19, 34, 50, 51 and 64. On the North Caucasus Railway , the vehicles were decommissioned between 2000 and 2002. Some cars, e.g. B. the ЭР22.66 and others, were given in the mid-1990s by the Moskowskaja schelesnaja doroga to the railways around Sverdlovsk and the Yuzhno-Uralskaya seleznaja doroga , where they were used as official vehicles.
Electric hoist series ЭР22 M (ER22 M )
In 1972 the Rīgas Vagonbūves Rūpnīca delivered two electric trains with eight cars, they were given the designation series ЭР22 M ( ER22 M ) with the factory designation 62-219 and the inventory numbers 67 and 68. In contrast to the previous vehicles, they were part of the electrical equipment modernized. Some of the electrical equipment was moved from the motor vehicles to the sidecars. They also received new forms of driver's cabs, which were used on all suburban electric trains of the Rīgas Vagonbūves Rūpnīca, produced from 1974 onwards, and entrances for low platforms . They used new bogies and modified electrical equipment at the same time. The length of the wagons was not changed, the width was increased by 0.03 m. The ЭР22 M series electric trains received the Nachabino depot for service in the direction of Riga and Kursk , where they were operated until 1984.
Electric hoist series ЭР22 B (ER22 W )
From 1975 to 1976, the Rīgas Vagonbūves Rūpnīca produced two sections, consisting of eight cars, with the designation ЭР22 B ( ER22 W ). They were given inventory numbers 69 and 70 and were intended for service on routes with high platforms . Index B showed this . In the transition areas between the cars, rubber elements were used instead of the metal parts. The trains received newer bogies than the series ЭР22 M ( ER22 M ) and some other parts of the electrical equipment . The mass and capacity have not been changed. The electric trains were originally assigned to the Nachabino depot . In 1988 they were transferred to the Novomoskovsk depot , where they worked until 1994, and later they were retired. The reasons were expired deadlines and insufficient capacities in the Moscow repair shop . In 1979, based on the complete electrical equipment of the ЭР22 B, the test unit ЭР2P.7001 was manufactured (in the project it was named ЭР22 K .71 ).
See also
literature
- Раков В. А. Локомотивы отечественных железных дорог (1956-1975). - М .: Транспорт, 1999, pages 236–246.