SŽD series ЭР6
| SŽD series ЭР6 (ER6) | |
|---|---|
| Numbering: | ЭР6.01 |
| Number: | 1 unit |
| Manufacturer: |
Rīgas Vagonbūves Rūpnīca Moscow Electrical Machine Factory Dynamo Riga Electrical Machine Factory |
| Year of construction (s): | 1959 |
| Retirement: | 1965 conversion to ЭР1 1990s retirement |
| Gauge : | 1,520 mm |
| Length over coupling: | 19,600 mm (1 trolley) |
| Trunnion Distance: | 13,300 mm |
| Bogie axle base: | Motor bogie: 2,600 mm running bogie: 2,420 mm |
| Top speed: | 130 km / h |
| Continuous output : | 740 kW (1 motor vehicle) |
| Acceleration: | 0.6-0.7 m / s 2 |
| Braking delay: | 0.6-0.9 m / s 2 |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 (motor vehicle) |
| Brake: |
Pneumatic brake Resistance brake |
The ЭР6 ( ER6 ) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia , which was used specifically for suburban traffic. It can be used as an experimental model for the SZD series ЭР1 with the wiring diagram of the electric railcar of the C series are called. In addition to this change, he also had a drag brake . It was converted into a ЭР1 in 1965 and was in service for many years.
history
The electric train was delivered by Rīgas Vagonbūves Rūpnīca in 1959 . The construction of the car body was identical to the ЭР1 , the difference being that it had the electrical scheme of the C series electric multiple unit . Also in this context the electric traction motors of the series ДК-106А ( DK-106А ) were used, which differed from the traction motors of the series ДК-106Б ( DK-106B , used in the series ЭР1 ) by the working voltage of 750 V. a deeper weakening of the magnetic poles was made possible.
The vehicle in Latvia was given to the railway in Latvia for trial operation on the line from Riga to Ogre and later to the test ring of the All-Russian Research Institute for Rail Transport . The testing showed that the ЭР6 on a section with a length of 2 km compared with the ЭР1 showed a higher average speed (46.4 km / h versus 44.4 km / h), and energy consumption decreased by 17% 35% compared to the previous vehicle . The use of the resistance brake made this possible. The braking distance was also 10% shorter than in the comparison vehicle thanks to the use of the dynamic brake.
Compared to these convincing values, there were some shortcomings. Although the electrical equipment was generally reliable, the questions about protecting the electrical equipment from high currents were not yet through. Apart from that, it was discovered that significant overvoltages (up to 10 kV) occurred when the load was switched off in the contact network. In addition, brush fires were occasionally discovered on electric traction motors . There were also a few shortcomings in the mechanical area.
From March 1960 onwards, the electric train was operated in the Pererwa depot of the Moskovskaya zhelesnaja doroga on the Moscow - Serpukhov section . Due to a lack of spare parts, the reconditioning of the multiple unit soon turned out to be no longer possible. That is why it was sent to the Moscow repair shop in 1965 , where it was converted into a series ЭР1 electric train . In connection with this conversion, the vehicle was given the new designation ЭР1 / 6 and also the slightly changed number 001 (instead of 01). After the conversion, the multiple unit was operated again on the Moskovskaya zhelesnaja doroga. At the end of the 1980s he was transferred to the railway around Sverdlovsk in the Nizhny Tagil depot . It was operated here until the late 1990s, after which it was retired. The burned car of the ЭР1 / 6.0105 has been preserved to this day.
See also
literature
- В. А. Раков. Опытный электропоезд ЭР6-001 // Локомотивы отечественных железных дорог 1956–1975. - Москва: Транспорт, 1999. - Pages 230–234, ISBN 5-277-02012-8 .