SŽD series ЭР29
| SŽD series ЭР29 (ER29) | |
|---|---|
| Numbering: | ЭР29-1 |
| Number: | 1 unit (6-car unit) 6 cars |
| Manufacturer: | Rīgas Vagonbūves Rūpnīca |
| Year of construction (s): | 1985 |
| Gauge : | 1,520 mm |
| Length over coupling: | 21,500 mm (1 trolley) |
| Bogie axle base: | Motor car: 2,600 mm Sidecar: 2,400 mm |
| Service mass: | Motor car: 61.5 t Control car : 49 t Intermediate car: 46.3 t |
| Top speed: | 130 km / h |
| Continuous output : | 1,040 kW (1 motor vehicle) |
| Driving wheel diameter: | Motor car: 1,050 mm Sidecar: 950 mm |
| Power system : | 25 kV AC 50 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
| Brake: |
Pneumatic brake Resistance brake |
| Seats: | Motor cars: 116 Sidecars: 107 Control cars : 83 |
The ЭР29 ( ER29 ) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia in 1985 , which was intended as a test version for a specially designed family of multiple units. It was an electric multiple unit for alternating current drive with a drag brake and an enlarged box length of 21.5 m.
history
This electric train was built in 1985 as the only example as a six-car unit. The unit was made up of two motor cars, two control cars and two intermediate cars . The configuration of the motor control car and intermediate car, which was still used in the ЭР10 in the direct current range and ЭР25 in the alternating current range , has been abandoned for this design. The ЭР29.1 was the first electric train of an imaginary family, which was intended by the Rīgas Vagonbūves Rūpnīca with a box length of 21.5 m and an enlarged vestibule. The Rīgas Vagonbūves Rūpnīca were to build the DC trains of the ЭР24 series (then built by the Demichowo machine works as the ЭД2 T series ), ЭР30 railcars for alternating current, the ЭР27 railcars (then built by the Demichowo machine works as Series ЭД9 T ) and ЭР29 are created.
After the construction of the only electric train of the ЭР29 series, it first went through a few test runs on the track ring of the All-Russian Research Institute for Rail Transport for Rail Transport in Shcherbinka . After that, operational tests were carried out with him in the Vilnius node . After the inspection runs, it was given to the Fastiv railway depot in Ukraine . In the middle of 1991 it was put into trial operation there. It did not stay there for long, in the mid-1990s it was withdrawn from the company and placed in reserve, where it was looted. By 2010 most of the equipment was dismantled from the train, and at that time it was effectively a box on bogies. As it had unique equipment, no capital repairs were carried out on the vehicle, although it would have been restored on the basis of the SerienР9T series train can be. The restoration and repair of the train was planned for December 29, 2012. The vehicle is intended for the Киевпастранс ( Kiewpastrans ) association for urban electrification tasks.
Technical characteristics
The exterior of the vehicle was very similar to the last produced railcars of the series Р2 . The vehicles were equipped with smooth driver's cabs and had the characteristic room layout of the predecessor vehicles . The car body was suspended on the two ТУР-01 ( TUR-01 ) bogies via coil springs. At the same time, hydraulic dampers provided additional damping between the bogies and the car body. The total movement of the two-stage suspension was 126 mm.
Each bogie wheel of the motor vehicle was driven by its electric traction motor, the drive was realized as with the ЭР2P by the supporting frame suspension , in which the traction motors are mounted in the bogie frame and the movement on the drive wheels is realized via levers. The traction motors are those for direct current of the type 1ДТ-012 ( 1DT-012 ). With a nominal voltage of 825 V, they have a nominal output of 260 kW (current 350 A at an armature speed of 1590 / min (at 28% excitation)). The mass of a drive motor is 1900 kg.
The electrical equipment of the ЭР29 allowed the use of a recuperation brake , in which the braking current generated by the traction motors could be returned to the catenary. Since it caused great problems in the vehicles to fully accommodate the electrical equipment under the vehicle floor, the pantographs of the type ВОВ-25А-10/630 ( WOW-25A-10/630 ), the traction transformer of the type ОНМЦЭР-1600 / 25-23У1 ( ONZER-1600 / 25-23U1 , weight 3,600 kg) and the converter of type СРОМ-1600.83.У1 ( SROM-1600.83.U1 ) mounted on the control or intermediate car.
The compressor of the type ЭК-7В ( EK-7W ) and other auxiliary machines were designed as three-phase machines and were operated with a voltage of 220 V. They were fed by the type 1РФ.001 ( 1RF.001 ) bevel converter . The administration chain was fed with direct current 110 V.
See also
literature
- Rakov W. А. Моторвагонные секции серии ЭР10 // Локомотивы отечественных железных дорог 1956 - 1975. - М .: Транспорт, 1999-8 .
Web links
Individual evidence
- ↑ page on the Kiewpastrans society (Ukrainian)