SŽD series ЭР9

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SŽD series ЭР9 (ER9)
ER9-30
ER9-30
Number: 648 units (without number of modifications)
Manufacturer: Rīgas Vagonbūves Rūpnīca
Riga electrical
machinery plant Tver wagon factory Kiev
repair shop
Year of construction (s): 1962-2002
Gauge : 1,520 mm
Length over coupling: 19,600 mm (1 wagon)
Height: 4,268 mm (box)
Width: 3,521 mm
Service mass: 59.2 t (drive car)
37.0 t (intermediate car)
39.0 t ( control car )
Wheel set mass : 17 t
Top speed: 130 km / h
Driving wheel diameter: 1,050 mm
Power system : 25 kV AC 50 Hz
Power transmission: Overhead line
Number of traction motors: 4 (motor vehicle)
Seats: approx. 1040–1110 (10-wagon unit)

The ЭР9 (ER9) is a multiple unit built by the Rigaer Waggonfabrik (RVR) in Latvia , which was used specifically for suburban traffic. It was on the state railways of the former Soviet Union and is still in use in many CIS countries today . In terms of construction, the vehicles can be described as the AC variant of the SŽD series ЭР2 . The vehicles of this series differ in the use of a transformer and a rectifier unit for use in networks with 25 kV alternating current 50 Hz.

History of the creation of the series

At the end of 1961, a two-car section (motor car and sidecar) was created at the Rīgas Vagonbūves Rūpnīca , the Rigaer Elektromaschinenwerk and the Tver wagon factory , which differed slightly from the boxes of the ЭР2 series electric railcars. In practice, the car could be described as a further construction of the SŽD series ЭР7 .

In early 1962, the new section was tested on the track ring of the All-Russia Research Institute of Rail Transport , and in the second half of the same year construction of 10-car trains of the ЭР9 series began . The motor cars were built by Rīgas Vagonbūves Rūpnīca , and the sidecars ( control cars and non-powered intermediate cars ) were manufactured in the Tver wagon factory . The electric traction traction motors and a number of electrical devices were manufactured in the Riga electrical machine plant, the transformers and their equipment were manufactured in the Tallinn electrical works , the rectifier units were manufactured in the Saransk electrical works, electrical rectifiers , and the main switches were manufactured in the Ural electrical works , which became high-voltage devices manufactured by the electrical works in Nalchik .

A motor car of the electric train weighed 59.2 t, the trailer car 37 t and the control car 39 t. There were seats in the cars in the order 110, 108 and 68.

The table shows the number of vehicles manufactured according to the years of manufacture.

Mechanical equipment

The car body is an all-metal welded construction in a self-supporting construction . In the main elements, the car bodies are designed like those of the SŽD series ЭР2 . The elements for accommodating the units for operation under alternating current were different . For example, the vehicles had suspensions for accommodating the transformer , the rectifier unit and a converter in the frame of the motor vehicle . The same applied to the mounting of the main switch on the roof of the car and special shafts for the high-voltage lines.

The interior and the layout of the car was the same as that of the SŽD series ЭР2. But in the motor cars of the trains ЭР9M ( ER9M ), ЭР9Е ( ER9E ) and ЭР9T ( ER9T ) there were high-voltage shafts in the center of the car. High-voltage shafts were arranged in these shafts, which replaced the high-voltage cable routing.

Electrical equipment

Arrangement of the equipment of a ЭР9П or Р9M
Resistance controller of the ЭР2, similar to the force controller of the ЭР9

The items. It means:

  • 2: pneumatic drive
  • 3: Contacts for the management of the drive
  • 4: other administrative contacts
  • 5: Force contactors

The equipment of the vehicles can best be seen on the enclosed photo on the right. Four electric traction motors for direct current are arranged on each motor vehicle. The motors are combined in two groups of two traction motors each in series , the groups are arranged in parallel . The traction motors receive their power from the contact network via: the pantograph of type Л-13У01 ( L-13U01 ) or Л-14М01 ( L-14M01 ), the traction transformer , the power switch with the designation КСП ( KSP ), the rectifier unit , the smoothing reactor and the line contactors. The power switch is used to regulate the voltage, the rectifier unit and the smoothing reactor for converting alternating current into direct current, the line contactors are used to connect or disconnect the current.

The pantographs are mounted on the roof of the motor vehicle. It is connected to the primary side of the transformer via the high-voltage shaft. The pantographs of all motor vehicles could be connected in parallel to increase the reliability of the work. In order to be able to lower some pantographs so that they can be kept in reserve, all cars of the train are connected to a high-voltage line on the roof, connected with insulators. There is a flexible connection between the cars.

The transformer of the type ОЦР-1000/25 ( OZR-1000/25 ) is an oil-cooled transformer. It is housed under the car body on special suspensions. The transformer has four windings; one primary (mains winding) for the nominal voltage 25 kV 50 Hz and three secondary ones (the power winding, the heating winding with a voltage of 628 V and the auxiliary winding with a voltage of 220 V). The rectifier unit converts the alternating current from the power winding into direct current for supplying the traction motors. On the ЭР9 electric cars , the rectifier unit is housed in cabinets in the vestibules, and in the other modifications, which define the majority of the series, under the car floors. The motor compressor, the pump for the transformer oil and the motor fans for the heating air are fed with three-phase current with a voltage of 220 V, provided by the converter , which was fed from the traction transformer with single-phase alternating current of 220 V.

The smoothing reactor with the designation СР-800 ( SR-800 ) is formed as an inductive roller. It is used to reduce the pulsating rectified current received by the electric traction motors. The cooling of the power equipment is a forced cooling; A fan is installed on the shaft of the converter, the air from this passes the rectifier unit, the smoothing reactor, the oil cooler of the transformer and then escapes into the open. On the ЭР9 series electric trains , the rectifier unit was cooled by separate fans.

The cam controller with the designation КСП ( KSP ) was driven by a pneumatic drive and was similar in construction to the power switch in the SŽD series ЭР2. The cam switch gradually connected the secondary windings of the transformer, and the voltage for the traction drive motors was gradually changed. There were a total of 20 levels until the traction motor current of 365 A was reached, the connection could be changed with the help of the relay for the acceleration (by pressing a button for the acceleration in the driver's cab).

Power management of the train

Driver's cab of an ЭР9П old version, without anteroom (ЭР9П.283)

The drive switch , located in the operator's cabin, had six positions: 0, M (shunting gear), 1-4. In the shunting aisle, the line contactors were connected to the drive motors via the cam controller . The cam controller was in the first position and received minimal tension. When the drive switch was set to the first position, the cam controller began to turn to the sixth position; when the drive switch was set to the second position, the cam controller turned to the tenth position; when the drive switch was set to the third position, it turned Cam controller to the sixteenth position, when the travel switch is in the fourth position, the cam controller rotates to the nineteenth position. Up to the 16th position of the cam controller , the voltage on the traction motors was increased in steps, in positions 17–19 three levels of field weakening were included (third method of regulating the speed of the traction motors with direct current ).

If the drive switch was in position 0 , the cam controller , if it was in position 2-20, went back to position 1 in one-sided action. The cam controller only closed when the drive switch was set from position 1 (preventing a rapid increase in current). The full turn of the cam controller from position 1 to position 20 took approx. 12-15 s.

In the cold season it could happen that the cam controller refused to work due to the freezing of the condensate and could no longer turn. In technical jargon, this situation was referred to as the electric train can only drive in the shunting aisle because the cam controller was only in the first position and could not go any further. This situation could only be remedied by lubricating the cam controller , or, much simpler, by heating it.

Work of the electric train

Various malfunctions were observed in the operation of the first ЭР9 series electric trains ; resistors were destroyed, silicon units were destroyed in the rectifier unit, high-voltage cables and various auxiliary machines failed to work. However, after the accumulation of experience and revision of the construction, these disturbances could be eliminated. Starting with the delivery of the ЭР9.002 , the car bodies with combined exits for high and low platforms , analogous to the car bodies of the SŽD series ЭР2 , were delivered.

The delivery of the ЭР9 electric multiple units allowed the use of multiple units on suburban railways not only on the railway junction in Gorky , but also on suburban sections around Minsk , Krasnoyarsk , Rostov-on-Don and a number of other railways of the former USSR . Due to the successful implementation of these vehicles in operation, the testing of the ЭР8 series, which were intended as railcars for power systems with alternating current and alternating current traction motors, could be stopped . In this vehicle, controlling the traction motors proved very difficult.

Modernization of the ЭР9 series electric trains

ЭР9П (ER9P)

ЭР9П.96 in the station Woronisch

A modernized version of the vehicles was delivered from 1964. In contrast to the ЭР9 , the rectifier unit was arranged under the car body. As a result, the scheme of the car was modernized, part of the apparatus for cooling the rectifier unit was cleaned up. The cooling was realized by forced cooling; the fan was on the shaft of the converter . Starting with the vehicles with inventory number 307, the suspension of the gearbox for the drive was exchanged; from a sickle-shaped to a bar-shaped design. The brake cylinders got an automatic regulation of the piston rod when the brake blocks were worn .

The interior of the passenger compartment and the vestibules were also changed. In 1974 the shape of the head part was changed with the control car with inventory number 345 (from a round to a square shape; analogous to the ЭР2).

ЭР9M (ER9M)

ЭР9M.537 on the Zuibuljewo - Funduklejeva line ( Kirovohrad Oblast )

Another modification was delivered from 1976 on. In contrast to the ЭР9 and ЭР9П , the high-voltage cable guide on the ЭР9M electric trains was replaced by a jacket-shaped cable guide, which was housed in a high-voltage shaft, which was placed in the middle of the motor vehicle. At the same time, a new rectifier unit was used. In the passengers' compartments, upholstered seats were used instead of wooden ones (analogous to the ЭР2 from inventory number 1112 onwards). After successful probation, the high-voltage shaft was also used on the majority of the ЭР9П . Strut-shaped diodes were used in the rectifier unit , as a result of which their number was reduced from 144 to 84, and the size of the rectifier cabinet was also reduced. Its placement and cooling have not been changed.

The ЭР9Ms are used by the RŽD , the Ukrainian Railways and the railways in Uzbekistan .

ЭР9Е (ER9E)

ЭР9Е.591 on the exit from Wuisochino, Bataisk

Another modification was delivered from 1981 to 1987. In contrast to the ЭР9M , the vehicles had a modified cooling of the power equipment. The smoothing creator was cooled together with the oil from the transformer. The air cooling only happened up to the rectifier unit, after which it went outside.

The trains were designated as ЭР9Е.565 , ЭР9Е.590 to ЭР9Е.666 . Subsequently delivered cars had the designations 4031 - 4051 (delivered from 1984–1987), 4057 and 4058 , these vehicles were built in 1995. The last multiple unit built, the ЭР9Е.666 , was built as the ЭР9T ( ER9T ) and was given the designation ЭР9ЕT.666 . The multiple unit was given to the Ukrainian Railways after it had driven, among other things, from 1987–1988 after the Chernobyl nuclear disaster on the Chernihiv - Slavutych - Ioltscha section .

ЭР9T (ER9T)

ЭР9T.683 near Saratov

With this modification, which was delivered from 1988, the delivery of multiple units ЭР9 at the Rīgas Vagonbūves Rūpnīca ended around 1996. These railcars had modernized bogies and traction motors. They were also equipped with a drag brake. The derР9TM.801 multiple unit was built in October, and this vehicle came to Belaruskaja tschyhunka in the Minsk depot in March 1997 . New electrical equipment modules from the Riga electrical machine plant were used in the construction of the vehicles . The index M on the vehicle mentioned stands for the designation modernized .

The electric trains ЭР9T.746 (built 2001) and ЭР9T.747 (built 2003) were built in the Kiev repair shop on the basis of the boxes bought by the Rīgas Vagonbūves Rūpnīca . Externally, the multiple units of the series ЭР9T were easy to distinguish from the other modifications of the series; Braking resistors were installed on the roof of the motor vehicle.

Refurbished electric trains (ЭР9K, ЭР9ПК, ЭР9MK, ЭM9)

ЭР9ПК.145 in Woronisch

After the general overhaul, the ЭР9 series electric trains were awarded the supplementary index K (e.g. ЭР9ПК.58 ). The electrical equipment of the trains was practically unchanged. Instead, the interior fittings of the passengers' compartment were changed, instead of the wooden interior fittings made of metal, the frames of the windows and compartment doors were made of plastic.

The high-voltage cable guide was replaced by a jacket-shaped cable guide, which was housed in a high-voltage shaft which was placed in the middle of the motor vehicle. On some of the trains, the designation was changed to ЭM9 in order to identify the new series of electric cars . In the first four trains ( ЭM9.001 to ЭM9.004 ) the original round shape of the control car was retained, the remaining trains received modified head shapes that were worked out by the Rīgas Vagonbūves Rūpnīca . Practically all trains of the series ЭM9 were stationed in the Smolensk depot of the Moskovskaya seleznaja doroga , the multiple unit ЭM9.002 in the depot Nizhny Novgorod .

Electric motor car

As with the ЭР2 , some of the vehicles were converted into motor vehicles for business use. The 1Н ( 1N ) electric motor car was mainly used on the Turkestan-Siberian Railway . It was built on the basis of the ЭР9П.20004 car.

In 1985, a construction group built an electric motor car for the transport of food with the designation ЭВП-001 ( EWP-001 ) on the railways around Gorki , it was created on the basis of a decommissioned motor car of the ЭР9П.1006 . Most of the electrical equipment on the car has been preserved and driver's cabs have been installed on both sides of the car. The passenger compartments were used for the transport and sale of food on the railway stations. The train was mostly stationed at Ilyino station.

photos

See also

literature

  • Вагоны: Проектирование, устройство и методы испытаний. М .: Машиностроение, 1978.
  • В. А. Раков, Справочник по подвижному составу

Web links

Commons : SŽD series ЭР9  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ ЭР9 . In: Российские электропоезда . Archived from the original on December 9, 2012. Retrieved on August 14, 2012.
  2. ↑ Требуется уточнение данных
  3. ↑ ЭР9ЕТ
  4. ↑ ЭР9ТМ, с электрооборудованием от ЭД9М
  5. ↑ выпущен Киевским ЭВРЗ
  6. ↑ выпущен Киевским ЭВРЗ
  7. ↑ Website about the TrР series railcars with the ЭР8 project
  8. ↑ Internet site about the motor vehicle 1Н