What parts does a tram consist of? Air contact network

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Tram(from the English tram (wagon, trolley) and way (way), the name came, according to one version, from trolleys for transporting coal in the mines of Great Britain) - a type of street rail public transport for transporting passengers along specified (fixed) routes, usually electric, used primarily in cities.

Trams arose in the first half of the 19th century (originally horse-drawn), electric - at the end of the 19th century. After the heyday, the era of which fell on the period between the world wars, the decline of trams began, but already somewhere in the 70s of the XX century, there has been a significant increase in the popularity of the tram, including for environmental reasons.

Most trams use electric traction with electricity supplied through an overhead contact network using current collectors (pantographs or rods), but there are also trams powered by a contact third rail or battery.

In addition to electric, there are horse-drawn trams, cable or cable and diesel trams. In the past, there were pneumatic, steam and gas-powered trams.

There are also suburban, intercity, sanitary, service and freight trams.

Terminology

In a context that does not require terminological clarity, the word "tram" can be called:

the crew (train) of the tram,

Separate tram car

the tram industry or tram systems (for example, "Petersburg tram"),

· set of tram facilities of a region or country (for example, “Russian tram”).

Varieties of trams

The usual tram speed ranges from 45 to 70 km/h. The average speed of communication ranges from 10-12 to 30-35 km/h. In Russia, tram systems with an average operating speed of more than 24 km / h are called "high-speed".

Characteristics of the "average" tram car operating in Russia 1 (high-floor motor four-axle 15-meter):

· Weight: 15-20 tons.

· Power: 4? 40-60 kW.

· Passenger capacity: 100-200 people.

Maximum speed: 50-75 km/h.

Freight trams

Freight trams were widespread during the heyday of intercity trams, however, they were and continue to be used in cities. There was a freight tram depot in St. Petersburg, Moscow, Kharkov and other cities.

Special trams

Freight cars, rail transporter and museum car in Tula

To ensure stable operation in tram facilities, in addition to passenger cars, there is usually a certain number of special-purpose cars.

Freight wagons

snowplow cars

Track measuring cars (track laboratories)

· Railcars

Watering wagons

· Cars-laboratories of a contact network

· Railcars

Electric locomotives for the needs of the tram economy 2

· Cars-tractors

Vacuum car 3

Trams are primarily associated with urban transport, but intercity and suburban trams were also quite common in the past.

In Europe, the network of intercity trams in Belgium, known as the niderl, stood out. Buurtspoorwegen (literally - "local railways") or fr. Le tram vincial. The Society of Local Railways was founded on May 29, 1884, with the aim of building roads for steam trams where the construction of conventional railways was unprofitable. The first section of the local railways (between Ostend and Nieuwpoort, now part of the Coast Tram line) was opened in July 1885.

In 1925, the total length of local railways was 5,200 kilometers. By comparison, Belgium now has a total rail network of 3,518 km, with Belgium having the highest rail density in the world. After 1925, the length of local railways was constantly reduced, as intercity trams were replaced by buses. The last lines of local railways were closed in the seventies. Only the coastline has survived to this day.

1,500 km of local railway lines were electrified. On non-electrified sections, steam trams were used, they were primarily used for freight traffic, and diesel trams were used for passenger transportation. Local railway lines had a gauge of 1000 mm.

Intercity trams were also common in the Netherlands. As in Belgium, they were originally steam trams, but then the steam trams were replaced by electric and diesel ones. In the Netherlands, the era of intercity trams ended on February 14, 1966.

Until 1936, it was possible to travel from Vienna to Bratislava by city tram.

Pretty old GT6 car on the Oberrheinische Eisenbahn lines

To date, intercity trams of the first generation have been preserved in Belgium (the already mentioned Coastal Tram), Austria (Wiener Lokalbahnen, a suburban line 30.4 km long), Poland (the so-called Silesian interurbans, a system linking thirteen cities with a center in Katowice), Germany (for example, Oberrheinische Eisenbahn, which operates trams between the cities of Mannheim, Heidelberg and Weinheim).

Many of Switzerland's local 1000 mm gauge railway lines operate wagons that look more like trams than conventional trains.

At the end of the 20th century, suburban trams began to appear again. Closed commuter rail lines were often converted to tram traffic. Such are the suburban lines of the Manchester tram.

In recent years, an extensive network of intercity trams has been established in the vicinity of the German city of Karlsruhe. Most of the lines of this tram are converted railway lines.

The new concept is "tram-train". In the city center, such trams are no different from ordinary ones, but outside the city they use suburban railway lines, and not the railway lines are converted to trams, but vice versa. Therefore, such trams are equipped with a dual power supply system (750 V DC for urban lines and 1500 or 3000 V DC or 15,000 AC for railways) and a railway auto-blocking system. On the railway lines themselves, the movement of ordinary trains is preserved, so trains and trams share the infrastructure.

Now, according to the “tram-train” scheme, suburban routes of the Saarbrücken tram and some parts of the system in Karlsruhe, as well as trams in Kassel, Nordhausen, Chemnitz, Zwickau and some other cities operate.

Outside of Germany, tram-train systems are not widely used. An interesting example is the Swiss city of Neuchâtel 4 . This city has and develops city and suburban trams, which demonstrate their benefits, despite the extremely small size of the city - its population is only 32 thousand inhabitants. The creation of a system of intercity trams, similar to the German one, is now underway in the Netherlands.

On the eve of 1917, a 40-kilometer ORANEL tram line was built in our country, part of which has been preserved and is used for route No. 36. There are projects to recreate a suburban line to Peterhof. From 1949 to 1976, the Chelyabinsk-Kopeysk line operated.

International trams

Some tram lines cross not only administrative, but also state borders. As of 2007, it is possible to travel by tram from Germany (Saarbrücken) to France via the Saarbahn tram line. The route number 10 of the Basel tram 5 6 (Switzerland) enters the territory of neighboring France.

It is possible that in the future there will be more international trams in Europe. In 2006, plans were made public to extend lines 3 and 11 of the Basel tram to St. Louis in France by 2012-2014. There are also plans to extend line 8 to Weil am Rhein station in Germany. If these plans are put into practice, then one tram network will unite three states 7 .

In 2013, it is planned to revive the regular tram line between Vienna and Bratislava, which existed in 1914-1945 and was closed due to damage caused by hostilities 8 .

Specialized trams

Riffelalp hotel tram

In the past, tram lines were common, which were built specifically to serve individual infrastructure facilities. Usually such lines connected a given object (for example, a hotel, a hospital) with a railway station. Some examples:

At the beginning of the 20th century, the Cruden Bay Hotel (Cruden Bay, Aberdeenshire, Scotland) had its own tram line 9

· The Duin en Bosch hospital in Bakkum (Netherlands) had its own tram line. The line ran from the railway station in the neighboring village of Kastrikyum to the hospital. At first, horse-drawn trams were used on the line, but in 1920 the tram was electrified (the only car was converted from an old horse-drawn car from Amsterdam). In 1938 the line was closed and replaced by a bus. 10

· In 1911, the Dutch Aviation Society built a gasoline-powered tram line. This line connected Den Dolder station and Sutsberg airfield. eleven

· One of the few hotel tram lines in existence today is the Riffelalp tram in Switzerland. This line operated from 1899 to 1960. In 2001, it was restored to a state close to the original.

· In 1989, the boarding house "Beregovoy" opened its own tram line, located in the village of Molochnoye (Crimea, near Evpatoria).

· The Ahn Cave Tram line was built specifically to transport tourists to the entrance to the caves.

water tram

A water (river) tram in Russia is usually understood as a river passenger transport within the city (see river tram). However, in England in the 19th century, a tram was built that ran on rails laid along the coast along the seabed (see Daddy Long Legs).

Advantages and disadvantages

The comparative efficiency of the tram, as well as other types of transport, is determined not only by its technologically determined advantages and disadvantages, but also by the general level of development of public transport in a particular country, the attitude of municipal authorities and residents towards it, and the features of the planning structure of cities. The characteristics given below are technologically determined and cannot be universal criteria "for" or "against" the tram in certain cities and countries.

Advantages

· The initial costs (when creating a tram system) are lower than those required to build a metro or monorail system, since there is no need for a complete segregation of lines (although at some sections and junctions the line can run in tunnels and overpasses, there is no need to arrange them throughout the route). However, the construction of an overground tram usually involves the reconstruction of streets and intersections, which increases the price and leads to a deterioration in traffic conditions during construction.

· With a sufficiently large passenger flow, the operation of the tram is much cheaper than the operation of the bus and trolley bus source unspecified 163 days.

· The capacity of wagons is usually higher than that of buses and trolleybuses.

· Trams, like other electric vehicles, do not pollute the air with combustion products (although the power plants that generate electricity for them can pollute the environment).

· The only type of surface urban transport that can be of variable length due to the coupling of wagons into trains during rush hour and uncoupling at other times (in the subway, the main factor is the length of the platform).

· Potentially low minimum interval (in an isolated system), for example in Krivoy Rog it is even 40 seconds with three cars, compared to the limit of 1:20 on the subway.

· Tracks are visible, so potential passengers are aware of the route.

· It can use the railway infrastructure, and in world practice both simultaneously (in small towns) and the former (like the line to Strelna).

· It is possible to inform passengers about the route of the arriving tram before any other type of street transport (route lights).

· Unlike trolleybuses, the tram is quite electrically safe for passengers when boarding and disembarking, as its body is always grounded through the wheels and rails.

· Trams provide more carrying capacity than buses or trolleybuses. The optimal loading of a bus or trolleybus line is no more than 3-4 thousand passengers per hour 12 , for a "classic" tram - up to 7 thousand passengers per hour, but under certain conditions - even more 13 .

· Although a tram car costs much more than a bus and trolleybus, trams have a longer service life. If a bus rarely lasts longer than ten years, then a tram can last 30-40 years. So, in Belgium, along with modern low-floor trams, PCC trams, produced in 1971-1974, are successfully operated. More than 200 Konstal 13N trams from 1959-1969 run in Warsaw. In Milan, 163 trams of the 1500 series, manufactured in 1928-1935, are currently in operation.

· World practice has shown that motorists actively switch to rail transport only. The introduction of high-speed bus / trolleybus systems resulted in a maximum of 5% of the flow from personal to public transport.

Flaws

"Caution, tram rails!" - road sign for cyclists.

· The tram line in the building is much more expensive than a trolleybus line, and even more so a bus line.

· The carrying capacity of trams is lower than that of the metro: usually no more than 15,000 passengers per hour for a tram, and up to 80,000 passengers per hour in each direction for a “Soviet-type” metro (only in Moscow and St. Petersburg) 14 .

· Tram rails are dangerous for cyclists and motorcyclists who try to cross them at an acute angle.

· An improperly parked car or a traffic accident in the clearance can stop traffic on a large section of the tram line. In the event of a tram breakdown, as a rule, it is pushed into the depot or onto the reserve track by the train following it, which, as a result, leads to two units of rolling stock leaving the line at once. In some cities, there is no practice of clearing tram tracks as soon as possible in case of accidents and breakdowns, which often leads to long stoppages.

· The tram network is characterized by relatively low flexibility (which can be compensated by the branching of the network). On the contrary, the bus network is very easy to change if necessary (for example, in the case of street repairs), and when using duobuses, the trolleybus network becomes very flexible.

· The tram economy requires, though inexpensive, but regular maintenance. Unsatisfactory service leads to a deterioration in the condition of the rolling stock, discomfort for passengers, and a decrease in speeds. Restoration of a running economy is very expensive (it is often easier and cheaper to build a new tram economy).

· Laying tram lines within the city requires skillful placement of tracks and complicates the organization of traffic. If poorly designed, the allocation of valuable urban land for tram traffic may be inefficient.

· In case of unsatisfactory maintenance of the track, there is a possibility of the tram derailing, which in this situation makes the tram a potentially more dangerous road user.

· Soil vibrations caused by trams can create acoustic discomfort for residents of nearby buildings and lead to damage to their foundations. To reduce vibration, regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets) is necessary. With improved path laying technology, vibration can be minimized (often not at all).

· If the path is poorly maintained, the reverse traction current can go into the ground, the resulting “stray currents” increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations).

Story

In the 19th century, as a result of the growth of cities and industrial enterprises, the removal of dwellings from places of employment, the growth of the mobility of urban residents, the problem of urban transport communication arose. The omnibuses that appeared were soon replaced by horse-drawn street railways (horses). The world's first horse show opened in Baltimore (USA, Maryland) in 1828. There were also attempts to bring steam-powered railways to the city streets, but the experience was generally unsuccessful and did not gain popularity. Since the use of horses was associated with many inconveniences, attempts to introduce some kind of mechanical traction on the tram did not stop. In the United States, cable traction was very popular, which has survived to this day in San Francisco as a tourist attraction.

The achievements of physics in the field of electricity, the development of electrical engineering and the inventive activity of F. A. Pirotsky in St. Petersburg and W. von Siemens in Berlin led to the creation of the first passenger electric tram line between Berlin and Lichterfeld in 1881, built by the Siemens electrical company. In 1885, as a result of the work of the American inventor L. Daft, regardless of the work of Siemens and Pirotsky, an electric tram appeared in the United States.

The electric tram turned out to be a profitable business, its rapid spread around the world began. This was also facilitated by the creation of practical current collection systems (Spraig rod current collector and Siemens yoke current collector).

In 1892, Kiev acquired the first electric tram in the Russian Empire, and soon other Russian cities followed the example of Kiev: in Nizhny Novgorod, a tram appeared in 1896, in Yekaterinoslav (now Dnepropetrovsk, Ukraine) in 1897, in Vitebsk, Kursk and Orel in 1898, in Kremenchug, Moscow, Kazan, Zhitomir in 1899, Yaroslavl in 1900, and in Odessa and St. .

Until the First World War, the electric tram developed rapidly, displacing the horse-tram and the few remaining omnibuses from the cities. Along with the electric tram, in some cases, pneumatic, gasoline-powered and diesel were used. Trams were also used on local suburban or intercity lines. Often, urban railways were also used for the transport of goods (including in wagons supplied directly from the railway).

After a pause caused by the war and political changes in Europe, the tram continued to develop, but at a slower pace. Now he has strong competitors - a car and, in particular, a bus. Cars became more and more popular and affordable, and buses became more and more fast and comfortable, as well as economical due to the use of the Diesel engine. In the same period of time, a trolleybus appeared. In the increased traffic, the classic tram, on the one hand, began to experience interference from vehicles, and on the other hand, it itself created significant inconvenience. Incomes of the tram companies began to fall. In response, in 1929, in the United States, the presidents of streetcar companies held a conference at which they decided to produce a series of unified, significantly improved cars, which received the name PCC. These cars, which first saw the light in 1934, set a new bar in the technical equipment, convenience and appearance of the tram, influencing the entire history of the development of the tram for many years to come.

Despite such progress of the American streetcar, in many developed countries the view of the streetcar has been established as a backward, inconvenient mode of transport that does not befit a modern city. Tram systems began to be phased out. In Paris, the last city tram line was closed in 1937. In London, the tram existed until 1952, the reason for the delay in its liquidation was the war. Tram networks were also liquidated and reduced in many large cities of the world. The tram was often replaced by a trolleybus, but trolleybus lines were also soon closed in many places, unable to compete with other road transport.

In the pre-war USSR, the tram was also viewed as a backward transport, but the inaccessibility of cars for ordinary citizens made the tram more competitive with a relatively weak street flow. In addition, even in Moscow, the first metro lines opened only in 1935, and its network was still small and uneven across the city, the production of buses and trolleybuses also remained relatively small, so until the 1950s there were practically no alternatives to the tram for passenger transportation. Where the tram was removed from the central streets and avenues, its lines were necessarily transferred to neighboring parallel less busy streets and lanes. Until the 1960s, the transportation of goods along tram lines also remained significant, but they played an especially large role during the Great Patriotic War in besieged Moscow and besieged Leningrad.

After the Second World War, the process of eliminating the tram in many countries continued. Many lines damaged by the war were not restored. On the lines that were improving their service life, the track and wagons were poorly maintained, no modernization was carried out, which, against the background of the growing technical level of road transport, contributed to the formation of a negative image of the tram.

However, the tram continued to perform relatively well in Germany, Belgium, the Netherlands, Switzerland and the countries of the Soviet bloc. In the first three countries, mixed-type systems have become widespread, combining the features of trams and subways (metrotrams, premetro, etc.). However, in these countries, lines and even entire networks were closed.

Already in the 70s of the XX century, the world understood that mass motorization brings problems - smog, congestion, noise, lack of space. The extensive way of solving these problems required large capital investments and had little return. Gradually, transport policy began to be revised in favor of public transport.

By that time, there were already new solutions in the field of organizing tram traffic and technical solutions that made the tram a completely competitive mode of transport. The revival of the tram began. New tram systems were opened in Canada - in Toronto, Edmonton (1978) and Calgary (1981). By the 1990s, the process of revival of the tram in the world gained full strength. The tram systems of Paris and London, as well as other most developed cities in the world, have reopened.

Against this background, in Russia, the traditional (street) tram is still de facto regarded as an obsolete mode of transport, and in a number of cities a significant part of the systems stagnates or even collapses. Some tram facilities (in the cities of Arkhangelsk, Astrakhan, Voronezh, Ivanovo, Karpinsk, Grozny) ceased to exist. However, for example, in Volgograd, the so-called high-speed tram or “metrotram” (tram lines laid underground) plays an important role, in addition, it is available in the industrial areas of Stary Oskol and in Ust-Ilimsk, and in Magnitogorsk the traditional tram is steadily developing.

In Ufa, Yaroslavl and Kharkov, tram tracks have been destroyed in recent years, one of the depots in the capital of Bashkortostan has been completely demolished, and two tram depots in Kharkov have been closed at once. In Yaroslavl, more than 50% of the tracks were dismantled, more than 70% of the rolling stock was decommissioned, one tram depot was closed. source not specified 22 days

In recent years, the traditional tram system in Moscow has continued to decline, but in April 2007, the city authorities officially announced plans to create a high-speed tram system in the next 20 years from 12 lines isolated from street traffic with a total operating length of 220 km, which should be deployed in almost all districts of the city. 15

The high-speed tram operates in Kyiv, connecting the southwest and the city center. In Krivoy Rog (Ukraine, Dnipropetrovsk region), the high-speed tram complements the system of conventional surface trams and combines 18 km of tracks in its economy, of which 6.9 km are in tunnels and 11 stations with modern infrastructure. 17 trains of 36 cars operate daily on two routes.

Infrastructure. Depot

Storage, repair and maintenance of the rolling stock is carried out in tram depots (tram parks). Trams also dine in the depot. Small tram depots do not have roundabouts, but consist of one (or several) dead-end tracks that have an exit to the line. Large depots consist of a large ring, many through tracks (on which the cars are settled in columns of several pieces in a line), covered repair shops and exits to the line. They try to place the depot close to the terminals of many routes (to reduce "zero flights"). If this is not possible (for example, the depot is on the line), then trams follow shortened routes, which in many cases increases the intervals between “full” routes (for example, in Novokuznetsk, depot No. 3 is on the line, and routes 2,6,8 , 9 follow shortened flights to the depot both from the city and from Baydaevka). If there are no sidings on the terminals, then the cars go to the depot and for lunch.

Maintenance points

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In terms of tram systems, as a rule, maintenance points are used at the final stops to ensure the repair and inspection of cars. As a rule, the PTO is a ditch located between the tracks for inspection and repair of undercarriage equipment, small recesses on the sides of the rails for inspecting wheeled bogies, as well as ladders for inspecting the pantograph. Such systems exist in Russia, in particular, in Tula (inactive) and in St. Petersburg in Rostov-on-Don, Novocherkassk.

Passenger infrastructure

Embarkation and disembarkation of passengers is carried out at tram stops. The device stops depends on the way the canvas is placed. Stops on their own or separate track, as a rule, are equipped with paved passenger platforms as high as a tram footboard, equipped with pedestrian crossings over tram tracks.

Stops on a combined track can also be equipped with raised above the carriageway and, possibly, fenced areas - refuges. In Russia, refuges are rarely used, most often stops are not physically distinguished, passengers wait for the tram on the sidewalk and cross the carriageway when entering / exiting the tram (drivers of trackless vehicles are required to let them pass in this case).

Stops are indicated by a sign with tram route numbers, sometimes with a timetable or indication of intervals, often they are also equipped with a waiting pavilion and benches.

A separate case are sections of tram lines laid underground. In such areas, underground stations are arranged, arranged like subway stations.

In the past, some stops (primarily on intercity and suburban lines) had small station buildings similar to railway ones. By analogy, such stops were also called tram stations.

A special place is occupied by tram and pedestrian streets, common in the centers of European cities. On this type of street, traffic is allowed only for trams, cyclists and pedestrians. This type of track arrangement contributes to increasing the transport accessibility of city centers, without damaging the environment and without expanding transport spaces.

Movement organization

Tram crossing in Evpatoria (single-track system). Basically, two opposite tracks are laid for tram traffic, but there are also single-track sections (for example, in Yekaterinburg, the line to Zelyony Ostrov has a single-track section with one siding) and even entire single-track systems with sidings (for example, in Noginsk, Evpatoria, Konotop, Antalya) or without sidings (in Volchansk, Cheryomushki).

The final turning points of the tram lines are both in the form of a ring (the most common option) and in the form of a triangle (when the car moves backwards). In some cities, for example, in Budapest, two-way trams are used that can change direction at any point, including at dead ends of the lines, where the train is turned along the cross ramp between the tracks. The advantage of this method is that there is no need to build a turning ring that occupies a large area, and also that the final stop can be arranged anywhere - this can be used when closing part of the track if necessary (for example, in the case of some kind of construction, requiring road closures).

Often, the end points of the tram lines, made in the form of a ring, have several tracks, which makes it possible to overtake trains of different routes (for departure on schedule), set aside part of the cars during the daily off-peak period, store reserve trains (in case of traffic failures and substitutions) , settling of faulty trains before evacuation to the depot, settling of trains during crew lunches. Such paths can be end-to-end or dead-end. Terminals with track development, a control room and a canteen for counselors and conductors, are called tram stations in Russia.

Track facilities

Northern tram bridge in Voronezh. It is a two-story three-story structure. The trams were used to clarify the upper tier, and the two lower tiers - the right and the left - are used for the passage of cars. The length of the bridge is 1.8 km, designed specifically for the launch of a high-speed tram in Voronezh

The arrangement and placement of the track on the tram are carried out on the basis of the requirements of compatibility with the street, with foot and car traffic, high carrying capacity and speed of communication, cost-effectiveness in construction and operation. These requirements, generally speaking, come into conflict with each other, therefore, in each individual case, a compromise solution is chosen that corresponds to local conditions.

Path placement

There are several main options for placing the tramway:

· owncanvas: the tram line runs separately from the road, for example, through a forest, a field, a separate bridge or overpass, a separate tunnel.

· detachedcanvas: the tramway runs along the road, but apart from the carriageway.

· Combinedcanvas: the roadway is not separated from the carriageway and can be used by trackless vehicles. Sometimes a canvas that is physically combined is considered separate if it is administratively prohibited from entering transport other than public transport. Most often, the combined canvas is placed in the center of the street, but sometimes it is also placed along the edges, near the sidewalks.

Way device

In different cities, trams use different gauges, most often the same as conventional railways (in Russia - 1520 mm, in Western Europe - 1435 mm). Unusual for their countries are the tram tracks in Rostov-on-Don - 1435 mm, in Dresden - 1450 mm, in Leipzig - 1458 mm. There are also narrow-gauge tram lines - 1000 mm (for example, in Kaliningrad, Pyatigorsk) and 1067 mm (in Tallinn).

For a tram in different conditions, both ordinary rails of an electrically railway type, as well as special tram rails (grooved), with a groove and a sponge, which allow the rail to be sunk into the pavement, can be used. In Russia, tram rails are made from softer steel, so that curves of a smaller radius can be made from them than on the railway.

Since the advent of the tram and to this day, the classic sleeper track laying technology has been used on the tram, similar to laying the track on an electric railway. The minimum technical requirements for the arrangement and maintenance of the track are less stringent than on the railway. This is due to the lower train mass and axle load. Usually, wooden sleepers are used for laying the tram track. To reduce noise, the rails at the joints are often electrically welded. There are also modern ways of arranging the track, which make it possible to reduce noise and vibration, to exclude the destructive effect on the adjacent part of the pavement, but their cost is much higher.

There is a problem of wavy longitudinal wear of tram rails, the causes of which have not been clearly established. With strong wave-like wear, the car moving along the way shakes violently, it makes a roar, it is uncomfortable to be in it. The development of wave-like wear is stopped by regular grinding of the rails. Unfortunately, this procedure is not carried out in many tram facilities in Russia. So, in St. Petersburg, rail grinding cars have not been on the line for several years.

Crossings and arrows

Arrows on a tram are usually arranged more simply than railway ones, and according to less strict technical standards. They are not always equipped with a locking device and often have only one feather ("wit").

The arrows passed by the tram "on the wool" are usually not controlled: the tram transfers the feather, rolling on it with a wheel. The arrows installed at sidings and in reversal triangles are usually spring-loaded: the feather is pressed by a spring so that a tram coming from a single-track section goes to the right (with right-hand traffic) siding track; a tram leaving a siding presses the feather with a wheel.

The arrows passed by the tram "against the wind" require control. Initially, the arrows were controlled manually: on lines with a low load - by counselors, on tense lines - by special workers-switchmen. At some intersections, central turnout posts were created, where one operator could translate all the arrows of the intersection with the help of mechanical rods or electrical circuits. Modern Russian trams are dominated by automatic switches controlled by electric current. The normal position of such an arrow usually corresponds to a turn to the right. A so-called serial contact (slang name - “lyre”, “sled”) is installed on the contact suspension on the approach to the arrow. When the “solenoid-contact-motor-rail” circuit is closed by the switched on engine (or a special shunt), the solenoid moves the arrow to turn left; when the contact is coasted, the circuit does not close and the arrow remains in the normal position. After passing the arrow along the left branch, the tram closes the shunt installed on the contact suspension with a current collector, and the solenoid switches the arrow to the normal position.

The passage of an arrow or cross by a tram requires a noticeable decrease in speed, up to 1 km / h (regulated by the rules of tram facilities). Currently, radio-controlled turnouts and other turnout designs that do not impose restrictions on the mode of movement at the entrance to the turnout are becoming more common. 16

Where the alternate movement of trams is arranged to overcome narrowness over a short distance (for example, when driving along a narrow and short bridge, under an arch or overpass, on the narrowing section of the street of the historical center of the city), plexuses of tracks can be used instead of arrows. In addition, sometimes plexuses of tracks are arranged at the entrance to intersections where several directions diverge: an anti-hair arrow is installed “in advance”, at the exit from the nearest stop, where the speed of movement is low in itself, and thus a special speed reduction can be avoided when passing arrows at the intersection.

Gates

Gates (from the English gate: gate) are the junctions of the tram and railway networks (the term "gate" itself is not official, but is used very widely). Gates are mainly used to unload the trams brought on the railway platforms onto the actual tram track (at the same time, the railway rails directly pass into the tram rails). Cranes and various types of jacking posts are used to move wagons from platforms to rails. Note that for unloading tram cars from railway and automobile platforms, unloading racks can also be used - dead ends on which the tram track is raised relative to the railway track (or road surface) to the loading height of the platform (in this case, the rails on the platform are combined with the tram rails on the overpass , and the car leaves the platform under its own power or in tow).

In tram-train systems (see below), gates are used to connect trams to the rail network. In some tram facilities, it is possible for railway cars to enter the tram network, for example, during the Soviet era in Kharkov, entire trains were transported to a confectionery factory located near the gate along a section of the tram line.

In Kyiv, before the construction of its own gate, the metro used the tram-railway gate and tram tracks to transport metro cars to the Dnieper depot.

Power supply

In the early period of the development of the electric tram, the public electrical networks were not yet sufficiently developed, so almost every new tram economy included its own central power plant. Now tram facilities receive electricity from general-purpose electrical networks. Since the tram is powered by relatively low voltage direct current, it is too expensive to transmit it over long distances. Therefore, traction-lowering substations are located along the lines, which receive high-voltage alternating current from the networks and convert it with a rectifier into direct current suitable for supply to the contact network.

The rated voltage at the output of the traction substation is 600 V, the rated voltage at the current collector of the rolling stock is 550 V. In some cities of the world, a voltage of 825 V is adopted (in the territory of the countries of the former USSR, such voltage was used only for subway cars).

In cities where the tram coexists with the trolley bus, these modes of transport, as a rule, have a common energy economy.

Air contact network

The tram is powered by direct electric current through a current collector located on the roof of the car - usually a pantograph, but in some farms drag current collectors ("arcs") and rods or half-pantographs are used. Historically, yokes were more common in Europe, and rods were more common in North America and Australia (for reasons, see the "History" section). The suspension of a contact wire on a tram is usually simpler than on a railway.

When using rods, an arrangement of air arrows, similar to trolleybus ones, is required. In some cities where rod current collection is used (for example, San Francisco), in areas where tram and trolleybus lines run together, one of the contact wires is used simultaneously by both a tram and a trolleybus.

There are special structures for crossing overhead contact networks of trams and trolleybuses. The intersection of tram lines with electrified railways is not allowed due to different voltages and suspension heights of contact networks.

Typically, rail circuits are used to divert reverse traction current. In the event of a bad track condition, the reverse traction current leaves through the ground. (“Wandering currents” accelerate the corrosion of metal underground water supply and sewerage structures, telephone networks, reinforcement of building foundations, metal and reinforced structures of bridges.)

To overcome this shortcoming, in some cities (for example, in Havana), a current collection system was used using two rods (as on a trolleybus) (in fact, this turns the tram into a rail trolleybus).

contact rails

On the very first trams, a third, contact rail was used, but it was soon abandoned: when it rained, short circuits often occurred. Contact between the third rail and the current collector slide was broken due to fallen leaves and other dirt. Finally, such a system was unsafe at voltages above 100-150 V (very soon it became clear that such a voltage was insufficient).

Sometimes, primarily for aesthetic reasons, an improved version of the contact rail system was used. In such a system, two contact rails (ordinary rails were no longer used as part of the electrical network) were located in a special groove between the running rails, which eliminated the danger of electric shock for pedestrians (thus the tram will already turn out to be a "rail trolleybus" with a lower current collector). In the US, contact rails were located 45 cm below street level and 30 cm apart. Recessed contact rail systems existed in Washington DC, London, New York (Manhattan only) and Paris. However, due to the high cost of laying contact rails in all cities, with the exception of Washington and Paris, a hybrid current collection system was used - a third rail was used in the city center, and a contact network outside it.

Although classical contact rail-powered systems (pairs of contact rails) have not been preserved anywhere, there is still interest in such systems. So, during the construction of a tram in Bordeaux (opened in 2003), a modern, safe version of the system was created. In the historic city center, the tram is powered by a third rail located at street level. The third rail is divided into eight-meter sections, isolated from each other. Thanks to the electronics, only that section of the third rail, over which the tram is currently passing, is energized. However, during the operation of this system, many shortcomings were revealed, primarily related to the action of rainwater. In connection with these problems, on one of the kilometer-long sections, the third rail was replaced with a contact network (the total length of the Bordeaux tram network is 21.3 km, of which 12 km with a third rail). In addition, the system turned out to be very expensive. Building a kilometer of a tram line with a third rail costs about three times as much as a kilometer with a conventional overhead contact line.

tram car design

A tram is a self-propelled railroad car adapted for urban conditions (for example, sharp turns, small dimensions, etc.). The tram can follow both the dedicated lane and the tracks laid on the streets. Therefore, trams are equipped with turn signals, brake lights and other means of signaling typical for road transport.

The body of modern tram cars is, as a rule, an all-metal structure, and consists of a frame, a frame, a roof, external and internal skins, a floor, and doors. In terms of the body, it usually has a shape narrowed towards the ends, which ensures the free passage of curves by the car. Body elements are interconnected by welding, riveting, as well as screw and adhesive methods. 17:16. Early designs of trams made extensive use of wood, both in the frame elements and in the trim elements. Recently, plastic has been widely used in decoration.

Most tram cars currently have two-axle swivel bogies, the use of which is due to the need to smoothly fit the car into curves and ensure smooth running on straight sections at high speeds. Turning of the bogies is carried out with the help of a plate mounted on the pivot beams of the body and the bogie. According to the design of the bearing part, the bogies are divided into frame and bridge; at present, the latter are mainly used. The distance between the axles of the wheelsets in the bogie (bogie base) is usually 1900-1940 mm. 17:39.

Wheelsets perceive and transfer the load from the weight of the car and passengers, while moving, make contact with the rails, direct the movement of the car. Each wheel pair consists of an axle and two wheels pressed onto it. According to the design of the wheel center, wheelsets are distinguished with rigid and rubberized wheels; In order to reduce noise during movement, passenger cars are equipped with wheelsets with rubberized wheels. 17:44

electrical equipment

Tram motors are most often DC traction motors. Recently, electronics have appeared that make it possible to convert the direct current that feeds the tram into alternating current, which makes it possible to use alternating current motors 18 . They compare favorably with DC motors in that they practically do not require maintenance and repair (AC asynchronous motors do not have fast-wearing current-supplying brushes, as well as other rubbing parts).

To transfer torque from the traction motor to the axle of the wheel pair on tram cars, a cardan-reducer transmission (mechanical gearbox and cardan shaft) is used. 17:51

Engine management system

The device for regulating the current through the TED is called the control system. Control systems (CS) are divided into the following types:

In the simplest case, the regulation of the current through the motor is carried out with the help of powerful resistances, which are connected discretely in series with the motor. This control system is of three types:

o Direct control system (NSU) - historically the first type of control system on trams. The driver, by means of a lever connected to the contacts, directly switches the resistance in the electrical circuits of the rotor and windings of the DT.

o Indirectnon-automatic rheostat-contactor control system - in this system, the driver, using a pedal or controller lever, switched low-voltage electrical signals that controlled high-voltage contactors.

o Indirectautomatic RKSU - in it, a special servomotor controls the closing and opening of the contactors. The dynamics of acceleration and deceleration is determined by a predetermined time sequence in the RCCS design. The power circuit switching unit assembled with an intermediary device is otherwise called a controller.

· Thyristor-pulse control system (TISU) - CS based on high-current thyristors, in which the required current is created not by switching resistances in the motor circuit, but by forming a time sequence of current pulses of a given frequency and duty cycle. By changing these parameters, it is possible to change the average current flowing through the TED and, consequently, to control its torque. The advantage over the RCCS is a greater efficiency, since it minimizes heat losses in the starting resistances of the power circuit, but this CS provides braking, as a rule, only electrodynamic.

· Electronic control system (transistor control system) for asynchronous TED. One of the most economical in terms of power consumption and modern solutions, but quite expensive and in some cases rather capricious (for example, unstable to external influences). The active use of control programmable microcontrollers in such systems creates the risk of software errors affecting the operation of the entire system as a whole.

· Piston-type compressors are usually installed on tram cars. 17:105 Compressed air can actuate door drives, brakes and some other auxiliary mechanisms. Since the tram is always provided with a sufficiently large amount of electricity, it is also possible to abandon pneumatic drives and replace them with electric ones. This makes it possible to simplify the maintenance of the tram, but at the same time the cost of the car itself increases. According to this scheme, all UKVZ production cars were assembled, starting with KTM-5, Tatra T3 and more modern Tatras, all PTMZ cars, starting with LM-99KE, all cars manufactured by Uraltransmash.

Tram layout evolution

The first generation trams (until the 1930s) usually had only two axles. The very first trams (the turn of the 19th-20th centuries) had open areas in front and behind (sometimes called “balconies”), such an arrangement was inherited from the horse tram car and was an example of inertia of thinking - if the front platform of the horse tram had to be open (so that the coachman could drive the horses), then the open areas on the tram were an anachronism. Most of the two-axle vehicles of this period had a wooden body (although the frame of the tram, of course, was metal), and yet, by the twenties, metal was increasingly used. The era of two-axle trams basically ended after the Second World War, although in some cities of the world such trams can still be seen today (for example, in Lisbon).

Trams with two-axle bogies and articulated trams

In the 1920s and 1930s, the two-axle trams were replaced by a new type of tram - a tram with two-axle bogies. The tram rested on two bogies, each of which had two axles. From the end of the twenties, trams began to be built mainly of all-metal, and after the Second World War, the production of wooden trams was completely stopped. In addition to single-car trams, articulated trams appeared (trams with an "accordion"). Trams on bogies, both single and articulated, are still the most common types of trams. See also PCC

Low floor trams

The third generation of trams includes the so-called low-floor trams. As the name implies, their distinguishing feature is the low floor height. To achieve this goal, all electrical equipment is placed on the roof of the tram (on "classic" trams, electrical equipment can be located under the floor). The advantages of a low-floor tram are convenience for the disabled, the elderly, passengers with baby strollers, faster boarding and disembarking.

Different designs of trams. Black circles indicate driven wheelsets (with a motor), white circles are non-driven.

Low-floor trams are usually articulated, as the wheel arches severely limit the space for the axles to turn, and this leads to the need to "recruit" the car from short support and slightly longer hinged sections. The HermeLijn trams used in Belgium, for example, consist of five sections connected by "accordions". However, the floor is not low throughout the entire length of such a tram: it is necessary to raise the floor above the carts. In the most progressive designs of trams (for example, in the Variotram trams operating in Helsinki), this problem is also solved by abandoning bogies and wheel sets in general.

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A tram car consists of one or two bogies on which a frame stands or on which the body rests. The development of world technology is in the direction of the integration of parts (as in biostructures), so a simple beam frame is becoming a thing of the past, giving way to complex frame structures.

The main elements of the tram are: Ivanov M.D., Alpatkin A.P., Ieropolsky B.K. The device and operation of the tram. - M.: Higher School, 1977. - 273 p.

electrical equipment (placed, if possible, higher, as moisture condenses on it);

pantograph (farm that removes current from the wire);

electric motors (located in the trolley);

air (compressor) disc brake (the disc is fixed on the axle - a railway system where the pads are pressed against the wheel is not possible due to compound wheels);

rail electromagnetic brake (emergency - slows down the tram with the help of motors and a disc brake), a characteristic beam between the wheels;

heating system (heaters under the seats and heat dissipation of resistances);

interior lighting system;

door drive.

The axles of one bogie turn slightly relative to each other, thanks to the suspension ("axle run"). In order for the wagon to pass the arc, it is necessary that the bogies turn. Thus, the minimum floor height is limited by the height of the trolley in conjunction with the thickness of the floor and technological clearances. The minimum height of the trolley is limited by the height of the wheel, while the underground space is not fully used (they try to place electrical equipment at the top, since, as already mentioned, it collects condensate). This is a traditional railway bogie design. On it is a frame, on the frame is a wagon. The only difference is that the tram wheel is a composite one. Between the outer rim and the wheel is a noise absorbing pad.

However, the cart can be not only axial, but also a U-shaped truss in cross section. In this case, engines and other equipment can be located outside the wheels, and a low-floor section about forty meters wide is formed in the center of the bogie (tram track - 1524 mm). In this part of the cabin there will be elevations along the sides (as above the wheels of a bus).

By the way, before there were no carts on trams at all, and the car turned due to the run-up of the axles. Because of this, the axles could not be set wide, and all trams were short. At the same time, an aesthetic image of a trailer-tram was formed. Kogan L.Ya. Operation and repair of trams and trolleybuses. - M.: Transport, 1979. - 272 p.

An important place in the design of the tram is given to light indication and safety elements. The tram, like the car, has headlights, parking lights, reverse signals and direction indicators. Tram identification at night is aided by the arrangement of these elements. Traditionally, headlights on railway transport are arranged closer to the center; trains have one main searchlight. In trams, this is facilitated by the tapering shape of the nose (to reduce the overall overhang in a turn). Previously, there was one headlight, now there are two close-fitting ones. And the sides of the tram can perform a protective function: in the old trams there was a platform under the front hitch, resembling a sled seat and falling on the rails when braking, it was believed that this would help a person survive without falling under the tram. In the same way, the side boards were made at the level of the wheels between the carts (so that no one was pushed under the tram). Since then, nothing has changed, as before, the lower the board of the tram descends, the better.

Pantographs are of three types - drag, pantograph and trolley mustache.

The yoke is a traditional loop, practically insensitive to the quality of the air infrastructure. When reversing, the yoke breaks the wires at the joints, so a person must stand on the back footboard, pulling in the right places for the cable going to the yoke (the tram junction rolls over).

Pantographs and semi-pantographs are more versatile modern systems that work equally in any direction of travel and adapt to the height of the net just as well as a yoke, but require more complex maintenance.

Us (rod current collector, like on a trolleybus) - a system not used in Ukraine and does not make sense for a tram that does not maneuver relative to the contact network - wear is higher, operation is more difficult, problems with reverse are possible.

The contact wire itself is suspended in a zigzag pattern for uniform wear of the contact plate. Kalugin M.V., Malozemov B.V., Vorfolomeev G.N. Tram contact network as an object of diagnostics // Bulletin of the Irkutsk State Technical University. 2006. V. 25. No. 1. S. 97-101.

In the tram cabin, the seats are usually located along the sides, the number of which depends on the route congestion (the more passengers, the more standing places). Seats are not placed back to the side like in the subway, because passengers want to look out the window. Storage areas are arranged in front of the doors (without seats) - the concentration of people near the door is always higher. There should be a lot of handrails, while the longitudinal handrails run in the center of the cabin at a height not less than the height of a tall person, so that no one touches them with their heads, they should not have leather loops. The lighting system must be designed in such a way that both seated and standing passengers can read. Loudspeakers should be many, but quiet.

GENERAL INFORMATION ABOUT THE TRAMS.

The tram refers to public electric transport, which is designed to carry passengers and connect all areas of the city into a single whole. The tram is set in motion by four powerful electric motors that are powered by a contact network and feed back into the rail and move along the rail track.

The city uses trams of the KTM brand of Ust-Katav Carriage-Building Plant. General information about rolling stock:

High speed of movement, which is ensured by four powerful electric motors, which allow reaching the maximum speed of the car up to 65 km/h.

Large capacity is provided by reducing the number of seats and increasing storage areas, as well as by connecting train cars, and on new tram cars by articulating cars by increasing their length and width. Due to this, their capacity ranges from 120 to 200 people.

Driving safety is ensured by quick-acting brakes:

Electro dynamic brake. Braking due to the engine, used to dampen speed.

Emergency electro-dynamic brake. They are used to dampen the speed if the voltage in the contact network is lost.

drum brake. It is used to stop the car and as a parking brake.

Rail brake. Used for emergency stop in an emergency.

Comfort is ensured by suspension of the body, installation of soft seats, heating and lighting.

All equipment is divided into mechanical and electrical. By appointment there are passenger, cargo and special.

Special cars are divided into snow-removing, rail-grinding and laboratory cars.

The main disadvantage of the tram is its low maneuverability, if one got up, then the other trams stopped behind it.

TRAM TRAVEL MODES.

The tram moves in three modes: traction, run-out and braking.

Traction mode.

The traction force acts on the tram, it is created by four traction electric motors and is directed towards the movement of the tram. Resistance forces interfere with movement, it can be a headwind, a rail profile, or the technical condition of a tram. If the tram is out of order, the resistance forces increase. The weight of the wagon is directed downward, thereby ensuring the adhesion of the wheel to the rail. The normal movement of the tram will be subject to the condition when the traction force is less than the adhesion force (F traction< F сцепления), при этом колесо вращается и поступательно движется по рельсу. При плохих погодных условиях сила сцепления резко падает и сила тяги становиться больше силы сцепления (F тяги >F clutch), while the wheel begins to rotate in place, that is, it begins to slip. When slipping, the contact wire is set on fire, the electrical equipment of the tram fails, potholes appear on the rails. To avoid slipping, in bad weather, the driver must smoothly move the handle along the running positions of the tram.

Runaway mode.

In the overrun mode, the engines are disconnected from the contact network and the tram moves by inertia. This mode is used to save electricity and to check the technical condition of the tram.

Braking mode.

In the braking mode, the brakes are turned on and a braking force appears, directed in the opposite direction of the tram movement. Normal braking will be provided when the braking force is less than the adhesion force (F braking< F сцепления). Тормоза останавливают вращательное движение колёс, но трамвай продолжает скользить по рельсам, то есть идти юзом. При движении юзом вагон становиться неуправляемым, что приводит к дорожно-транспортному происшествию (ДТП) и набиваются лыски на колесе.

TRAMWAY CAR EQUIPMENT.

Tram body.

It is necessary for the transportation of passengers, for protection from the external environment, ensures safety and serves for mounting equipment. The body is all-metal welded and consists of a frame, frame, roof and outer and inner lining.

Dimensions:

Body length 15 m.

Body width 2.6 m.

Height with lowered pantograph 3.6 m.

Wagon weight 20 tons

Body equipment.

outdoor equipment.

A pantograph is installed on the roof, a radio reactor that reduces radio interference in houses and protects against overvoltage of the contact network.

The lightning arrester serves to protect against lightning strikes into the car. In the front part of the body at the top there is an air intake for ventilation, the windshield is tempered, polished without distortion and chips, installed in aluminum profiles. Next, a windshield wiper, an inter-car electrical connection, a handle for wiping windows, headlights, turn signals, dimensions, substrates on the buffer beams and a plug for an additional and main device. An additional device carries out towing, and the main one for working in a connected system. From below under the car there is a safety board.

On the sides of the body there are windows installed in aluminum profiles with sliding type vents, a right rear-view mirror. On the right are three sliding type doors suspended on two upper and two lower brackets. Bottom bulwark with contact panels, side markers and turn signals, side route indicator.

Behind the body glass installed in aluminum profiles, inter-car electrical connection, dimensions, turn signals, brake lights and a fork of an additional coupling device.

Interior equipment (salon and cabin).

Salon. Footboards and floor are covered with rubber mats and secured with metal slats. The wear of the mats is not more than 50%, the manhole covers should not protrude more than 8 mm from the floor level. There are vertical handrails near the doors, and horizontal handrails along the ceiling, all covered with insulation. Inside the cabin there are seats with a metal frame, upholstered with soft material. Under all the seats, with the exception of two, heating elements (stoves) are installed, and under those two there are sandboxes. A door drive is installed at the doors, the first two have it on the right, and at the back door it has a left. Also in the cabin there are two hammers for breaking glass, near the doors there are stop buttons on demand and emergency opening of doors and stop taps on seals. Portable hitch between seats. On the front wall are the rules for using public transport. Three speakers inside and one outside the cabin. On the ceiling in two rows are light bulbs covered with shades for interior lighting.

Cabin. Separated from the salon by partitions and a sliding door. Inside, the driver's seat is upholstered in natural material and adjustable in height. Control panel with measuring, signaling equipment, toggle switches and buttons.

On the floor there is a safety pedal and a sandbox pedal, on the left is a panel with high and low voltage fuses. On the right is a control circuit separator, a driver controller, two automatic machines (AB1, AB2). In the upper part of the glass there is a route indicator, a sun-protective visor, a pantograph rope on the right, 106 panel and one fire extinguisher, and the second in the cabin was replaced by a box of sand.

Heating of salon and cabin. It is carried out due to stoves installed under the seats, and in new modifications of the tram due to climate control over the doors. The cabin is heated by a stove under the driver's seat, a heater at the rear and heated glass. The interior is naturally ventilated through vents and doors.

Tram frame.

The frame is the lower part of the body, consisting of two longitudinal and two transverse beams. Inside, for rigidity and attachment of equipment, corners and two pivot beams are welded in the center of which are pivots, with the help of their body is mounted on bogies and rotated. Platform beams are welded to the transverse beams and the frame ends with buffer beams. Contact panels are attached to the frame from below, starting and braking resistances are fixed in the middle.

Tram frame.

The frame consists of vertical posts that are welded along the entire length of the frame. For rigidity, they are connected by longitudinal beams and corners.

Tram roof.

Roof arches that are welded to the opposite racks of the frame. For rigidity, they are connected by longitudinal beams and corners. The outer skin is made of steel sheets 0.8 mm thick. The roof is made of fiberglass, the inner lining is made of laminated chipboard. Thermal insulation between the skins. The floor is covered with plywood, covered with rubber mats for electrical safety. There are hatches in the floor covered with lids. They serve to inspect tram equipment.

TROLLEYS.

They are used for movement, braking, turns of the tram and attachment of equipment.

Cart device.

It consists of two wheel pairs, two longitudinal and two transverse beams and one pivot beam. The axles of the wheel pairs are closed by a long and a short casing, connected by two longitudinal beams at the ends of which there are paws, they lie on the casing through rubber gaskets and are fastened from below with covers using bolts and nuts. Brackets are welded to the longitudinal beams, on which the transverse beams are installed, on the one hand they are connected through springs, and on the other hand through rubber gaskets. Spring springs are installed in the center, on which a pivot beam is suspended from above, in the center of which there is a pivot hole through which the body is mounted on the bogies and rotation is carried out.

Two traction electric motors are installed on the transverse beams, each of them is connected to its own wheelset by a cardan and a gearbox.

Braking mechanisms.

1. When the electro-dynamic brake is applied, the motor will go into generator mode.

2. Two drum-shoe brakes installed between the cardan and the gearbox, which serves to stop and park the brake.

The drum-shoe brake is switched on and off by a solenoid, which is mounted on the longitudinal beam.

3. Two rail brakes are installed between the wheelsets, which serve for an emergency stop.

The large casings have grounding points that allow the passage of electric current into the rails. Two suspension springs soften shocks and shocks, making the ride softer, a hole in the center of the longitudinal beam is necessary for turning.

Rotary device. It consists of a kingpin, which is fixed on the pivot beam of the body frame and a hole in the pivot beam of the bogie. To connect the body with the bogies, the kingpin is inserted into the pivot hole and, for ease of rotation, thick grease is applied and gaskets are installed. To prevent grease from flowing out through the kingpin, a rod is threaded, a cover is put on it from below and secured with a nut.

Operating principle. At the turn, the bogie moves in the direction of the rail and turns around the king pin, and since it is fixedly fixed on the body frame, it continues to move straight, therefore, at the turn, the body is carried out (1 - 1.2 m). The driver must be especially careful when turning. If he sees that he does not fit into the turn because of the dimensions, he must stop and sound a warning signal.

SPRING SUSPENSION.

It is installed in the center of the longitudinal beams and serves to mitigate shocks and shocks, dampen vibrations and evenly distribute the weight of the body and passengers between the wheelsets.

Suspension is assembled from eight rubber rings alternately with steel rings for rigidity, forming a hollow cylinder inside, which has a glass with two springs of different packing. Underneath the glass is a rubber gasket. A pivot beam is put on top of the springs through a washer. Springs are fixed in vertical and horizontal planes. An articulated rod is placed in the vertical plane, which is attached to the pivot and longitudinal beam. For mounting in the longitudinal plane, brackets are welded on the sides of the spring and rubber gaskets are placed.

Operating principle. When moving, as the passenger compartment is full, the springs are compressed, while the pivot beam descends to the rubber gaskets, and with a further increase in the load, they are compressed closely, the glass goes down and presses on the rubber gasket. Such a load is considered maximum and unacceptable, because if a strike occurs at the rail junction, it will go to spring suspension, in which there is not a single element left that could extinguish this impact force. Therefore, under the influence of impact, the glass warps or the springs and rubber gaskets may burst.

Acceptance of spring suspension. Approaching the car, we visually make sure that the car is not skewed, there are no cracks on the spring suspensions and rings, its fasteners are checked on the vertical articulated rod, and during movement, the absence of lateral rolling, which occurs when the side shock absorbers are worn out, is checked.

PAIR OF WHEELS.

It serves to guide the movement of the tram along the rail track. It consists of an axle of uneven section, wheels are put on the ends, axle bearings are installed behind them.

Closer to the center, the driven gear of the gearbox is dressed, and on both sides of it are ball bearings. The axle rotates in box and ball bearings and is covered with a short and long casing, they are bolted together and form a gearbox housing.

On the large housing there is a grounding device, and in the small housing there is a drive gear of the gearbox. The most important thing is the observance of the dimensions between the wheels (1474 +/- 2), this size must be monitored by locksmith personnel in

WHEEL.

It consists of a hub, wheel center, bandage, rubber gaskets, pressure plate, 8 bolts with nuts, a central (hub) nut and 2 copper shunts.

The hub is pressed onto the end of the axle and connected to it as a single unit. A wheel center with a bandage and a flange is put on the hub ( flange- a protrusion that forces the wheel to jump off the rail head).

The bandage is fixed on the inside with a retaining ring, and on the outside there is a ledge. Rubber gaskets are installed on both sides of the wheel center, it is closed from the outside with a pressure plate and all this is fastened with 8 bolts and nuts, the nuts are locked with locking plates.

A central (hub) nut is screwed onto the hub and locked with 2 plates. For the passage of current, there are 2 copper shunts, which are attached to the bandage at one end and to the pressure plate at the other.

BEARINGS.

Serve to support an axle or shaft and reduce friction during rotation. It is divided into rolling bearings and plain bearings. Plain bearings are ordinary bushings and are used at low rotation speeds. Rolling bearings are used when axles rotate at high speeds. It consists of two clips, between which balls or rollers are installed in the ring. The wheelset is equipped with two row tapered roller bearings.

The inner race is pressed onto the axle of the wheelset and is clamped on both sides by bushings dressed on the axle. An outer one with two rows of rollers is put on the inner clip, the clip is installed in a glass, on one side the glass rests against a protrusion on the body, and on the other, against a cover that is bolted to the casing of the wheelset. Oil baffles are placed on both sides, bearing lubrication is supplied through an oiler (grease maker) and a hole in the glass.

Operating principle.

The rotation from the engine through the cardan shaft and the gearbox is transmitted to the axle of the wheelset. It begins to rotate together with the inner race of the bearing and rolls over the outer race with the help of rollers, while the lubricant is sprayed, gets on the oil-slinger rings, and then comes back.

CARDAN SHAFT.

Serves to transfer rotation from the motor shaft to the gearbox shaft. It consists of two flange forks, two cardan joints, a movable and a fixed fork. One flange fork is attached to the motor shaft, and the other to the gearbox shaft. The forks have holes for installing a cardan joint. The fixed fork is made in the form of a tube with splines cut inside.

The movable fork consists of a balancing tube, a shaft with external splines is welded on one side, and a fork with holes for the cardan joint on the other side. The movable fork is wound into a fixed one, it can move inside it, and the length of the shaft can increase or decrease.

The universal joint is used to connect the flange yokes to the yokes of the cardan shaft. It consists of a cross, four needle bearings and four covers. The cross has well-ground ends, two vertical ends are inserted into the holes of the cardan shaft forks, and two horizontal ends are inserted into the hole of the flange forks. The ends of the crosses are equipped with needle bearings, which are closed with covers using two bolts and a locking plate. For proper operation of the driveshaft, grease must be in the needle bearings and spline connection. In a splined joint, grease is added through an oiler, in a fixed fork, and so that it does not leak out, a cover with a felt gland is screwed onto the fork. In needle bearings, grease enters through the hole inside the crosses and is subsequently periodically put into these holes.

Operating principle.

Rotation from the engine is transmitted to all parts of the cardan shaft, in addition, the movable fork goes inside the fixed fork, and the flanged forks rotate around the ends of the crosspieces.

REDUCER.

It serves to transfer rotation from the engine, through the cardan shaft to the wheelset, while the direction of rotation changes by 90 degrees.

It consists of two gears: one leading, the other driven. The leading receives rotation from the engine, and the driven through the engagement of the teeth from the leading.

Rotations are:

Cylindrical (shafts are parallel to each other).

Conical (shafts are perpendicular to each other).

Worm (shafts cross in space).

The gearbox is located on the wheelset. The KTM 5 tram has a single-stage, bevel gearbox. The drive gear is made in one piece with the shaft and rotates in three roller bearings, they are installed in a glass, one end of the glass is attached to a small casing, and the other is closed with a lid. The end of the shaft comes out through the hole in the cover and is sealed with an oil seal. A flange is put on the end of the shaft, which is fixed with a hub nut and splinted. A brake drum (BKT) and a cardan shaft flange yoke are attached to the flange.

The driven gear consists of a hub pressed onto the axle of the wheel pair, a ring gear is attached to it with the help of bolts, which with its teeth forms an engagement with the drive gear.

All these parts are covered by two casings that form the gearbox housing. It has a filler and inspection holes. Lubricant is poured in through the filler hole.

Operating principle.

Rotation from the engine, through the cardan shaft is transmitted to the flange of the drive gear. It begins to rotate and, through the meshing of the teeth, rotates the driven gear. Together with it, the axle of the wheelset rotates and the tram begins to move, while the lubricant is sprayed, gets on ball and roller bearings, thus one front one is lubricated with gearbox grease, and the two distant ones need to be lubricated only through an oiler.

Reducer failure.

1. Grease seepage with dripping.

2. The presence of extraneous noise in the operation of the gearbox.

3. Loose and loose bolts and nuts for fastening the elements of the reactive device.

If the gearbox is jammed, the driver should try to return the gearbox to work by switching the reverse handle of the KV (forward and backward). If it does not work out, then informs the central dispatcher and follows his instructions.

BRAKES.

Driving safety is ensured by quick-acting brakes:

BKT device.

There are two holes in the bottom bracket, axles with brake pads are threaded through them and secured with nuts. Brake pads are attached to the inside of the pads. In the upper part there are protrusions on which the releasing spring is put on.

An axle is threaded into the hole in the upper bracket, a lever is put on at one end and secured with a nut, the lever is connected to the solenoid through a rod, and a cam is put on at the other end of the axle. On both sides of it, on the axles, two pairs of levers are dressed - external and internal. The outer roller rests against the cam, and with a screw against the inner lever, which presses on the pads through the protrusion.

BKT malfunctions.

1. Loose fastening of BKT parts.

2. Jamming of rotary axes.

3. Wear of the brake pads.

4. Worn expanding cam and rollers.

5. Curvature of the solenoid rod.

6. Faulty solenoid bulbs.

7. Weak or broken brake spring.

BKT acceptance.

They check when leaving the depot, on the "zero" flight, in a specially designated place, usually in one direction or the other from the depot, to the first stop, at the post with the "service braking" sign. At a speed of 40 km/h, with clean and dry rails and an empty car. The main handle KV is transferred from the position "T 1" to "T 4" and the car must stop at a distance of 45 m, 5 m before reaching the second pillar. Also check the "brake" and "brake" buttons. If the car has serviceable brakes, the driver reaches the stop and starts boarding passengers. If the brakes are faulty, then inform the central dispatcher and follow his instructions.

Rail brake (RT).

Serves for an emergency stop, in case of a threat of a collision or a collision. There are four rail brakes on the car, two on each bogie.

RT device.

It consists of a core and a winding, it is closed with a metal casing - it is called an RT coil, and the ends of the winding are brought out of the body in the form of terminals and connected to the battery. The core on both sides is closed with poles, which are fastened with six bolts and nuts. Two of them are equipped with brackets for attaching to the trolley. From below, between the poles, a wooden bar is installed, closed with lids on the sides. The rail brake has vertical and horizontal suspension.

The vertical suspension has two brackets fitted with two rail brake bolts and two brackets welded to the spring suspension brackets. The upper and lower rods are threaded through the holes, which are fastened together by a hinged bar. The lower rod is fixed with a nut, and a spring is put on the upper one, which is welded to the bracket and fixed in the upper part with an adjusting nut.

So that during the movement, regardless of the shaking, the RT is strictly above the rail head, there is a horizontal suspension. A rod with springs and a fork is attached to the bracket of the longitudinal beam, the ends of which are pivotally attached to the RT. A bracket is welded to the longitudinal beam, which rests against the RT from the inside.

The principle of operation of RT.

The RT is switched on at the position of KV "T 5", when the PB is released, the SC fails, when fuses 7 and 8 blow out and the "mentor" button is pressed on the control panel.

When turned on, current flows to the coil, it magnetizes the core and its poles. RT falls with a braking force of 5 tons each, the springs are compressed. When turned off, the magnetic field disappears and the RT, demagnetized, under the action of the springs, rises and takes its original position.

RT malfunctions.

1. Mechanical:

There are cracks at the poles.

Bolt nuts loose.

The PT should not be skewed due to the weakening of the springs.

There are cracks in the hinge plate.

2. Electrical:

Contactors KRT 1 and KRT 2 are faulty.

PR 12 and PR 13 burned out.

Breakage of the supply wires.

RT acceptance.

Approaching the car, the driver makes sure that the RT is not skewed, checks them for the absence of mechanical failures, and by kicking the RT, the driver makes sure that the springs return the brake to its original position. Entering the cabin, we check the operation of the RT, for this we put the main handle of the KV to the position "T 5" and through the inclusion of the contactor KRT 1, you can hear the fall of all the RT, the arrow of the low-voltage ammeter deviated by 100 A to the right. Then we check the inclusion of the contactor KRT 2, through the release of the PB, the arrow of the low-voltage ammeter deviated by 100 A to the right. To make sure that all four RTs have fallen, the driver leaves the main handle of the KV at the “T 5” position, and puts a shoe on the PB and exits the car, looks at the RT for operation. If one of the RTs did not work, the driver checks the gap with the reversible handle, it should be 8 - 12 mm.

When leaving the depot, at a pole with a sign "emergency braking", at a speed of 40 km/h, the driver removes his foot from the PB and on dry and clean rails, the braking distance should not exceed 21 m. Also, at all terminal stations, the driver conducts a visual inspection of the RT.

SANDBOX.

Serves to increase the force of adhesion of the wheels to the rails, during braking, so that the car does not start to use, or when planing from a standstill and during acceleration, it does not slip. Sandboxes are installed inside the cabin, under two seats. One is on the right and pours sand under the first wheelset, the first bogie. The second sandbox is on the left and pours sand under the first wheelset, the second bogie.

Sandbox device.

Two sandboxes are installed in locked boxes under the seats inside the cabin. Inside the bunker with a volume of 17.5 kg of loose, dry sand. Nearby is an electro-magnetic drive, consisting of a coil and a movable core. The ends of the winding are connected to a low-voltage power source. The end of the core is connected to the damper through a two-arm lever and a rod. It is mounted on an axle attached to the bunker. The damper closes the opening of the hopper and is pressed against the wall with a spring. The second hole is in the floor, in front of the damper. A flange and a sand sleeve are attached from below, the end of the sleeve is located above the rail head and is held with a bracket fixed to the longitudinal beam of the bogie.

Operating principle.

The sandbox can be forced or automatic. Forcibly, the sandbox will work only by pressing the sandbox pedal (SP), which is located on the floor, in the tram cab, on the right.

In case of emergency braking (failure of the SC or release of the PB), the sandbox will turn on automatically. Current is applied to the coil. A magnetic field is created in it, which attracts the core, it turns the damper through a two-arm lever and a rod, the holes open and the sand begins to pour.

When the coil is turned off, the magnetic field disappears, the core falls down and all parts return to their original state.

Faults.

1. Loose fastening of parts.

2. Mechanical jamming of the core.

3. Breakage of the supply wires.

4. Short circuit in the coil.

5. PP does not work.

6. PC 1 does not turn on

7. PV 11 burned out.

Sandbox acceptance.

The driver must ensure that the sleeve is above the head of the rail. Having entered the salon, he checks the presence of dry and loose sand in the bunkers, the lever system and the rotation of the damper. He puts a shoe on the PP and gets out of the car, making sure that the sand is pouring. If it does not crumble, then it cleans the sand sleeve. At the end stations, if he often used sand, he checks and adds from the sand boxes that are at the station.

The sandbox is not effective when turning the tram, due to the removal of the body, the sleeve extends beyond the rail head. If at least one sandbox is out of order, the driver must inform the dispatcher and return to the depot.

COUPLER.

There is a primary and secondary. An additional one is used to tow a faulty car, and the main one connects the trams to each other to work on the system.

The additional hitch consists of two forks; the device itself, which is located in the cabin between the seats. The fork with the help of a rod is threaded through the buffer beams of the body, front and rear. A spring is put on the rod and secured with a nut.

The portable hitch consists of two tubes, at the ends of which there are tongues with holes. In the center, the pipes are connected by two rods, making the hitch rigid. When towing, the driver first attaches the hitch to the fork of the serviceable car, and then to the fork of the faulty one, threads the rod with a clamp and cotters.

The main coupling devices are divided into two types:

Auto.

Handshake type.

The handshake type hitch consists of a bracket with a fork that is attached to the body frame. There is also a collar, a rod with a head, a fork with tongues and holes, a handle for a manual hitch. A clamp with a hole inside is put on one end of the rod, to mitigate shocks and shocks, a shock absorber is put on and secured with a nut. It softens the impacts caused when planing from a place and when braking a tram.

The clamp of the main device is inserted into the fork of the bracket, a rod is threaded through the hole and secured with a nut. The hitch can be rotated around the rod. The other end of the coupler rests on a buffer beam, which is welded from below to the body frame.

If the main hitch is not used, then it is attached to the fork of the additional device with a bracket.

The automatic coupling device consists of a pipe, a round head is welded to it. On the other hand, a clamp with a shock absorber is attached to the pipe. The round head has two guides on the sides, between them there is a tongue with a hole and from below under the tongue there is a groove for passing the fork of the second coupling device. The forks have a hole for the rod. The rod passes through the head and a spring is dressed on it. The position of the rod is adjusted by the handle on top.

On the one hand, the coupling device is attached to the bracket fork with a clamp, and the second attachment point is a bracket welded to the body frame with a spring, which is also attached to the body frame. The head is attached with a bracket to the fork of the additional coupling device. When coupling, the coupling devices must be secured with brackets, which are located in the center of the buffer beams. The handle should be down and the rod should be visible in the groove.

When coupled, the serviceable car moves to the faulty car until the tongues enter the grooves of the heads and are fastened together with the help of rods.

DOOR DRIVE.

Three doors suspended on two upper and two lower brackets. The brackets have rollers that are inserted into the guides on the tram body. Each door has its own drive: for the first two, it is installed in the cabin on the right, and for the rear, on the left, they are covered with a casing. The drive consists of electrical and mechanical parts.

The electrical circuit includes low-voltage fuses (PV 6, 7, 8 for 25 A), a toggle switch (on the control panel), two limit switches that are mounted outside the body, two for each door and work when the door is fully open or closed. There are two lights on the remote control (opening and closing), the light comes on only if all three doors have worked. There are also two contactors efficiency - 110, which are located on the contact panel in the front of the body, on the left in the direction of travel, one connects the engine to open, and the other to close.

The motor shaft is connected to the mechanical part through the coupling. It includes: a gearbox closed by a casing. One end of the gearbox shaft axis is brought out and an asterisk is put on it - the main one, and an additional one is attached next to it - tension. A chain is put on the main sprocket, the ends of which are attached to the sidewalls of the doors. The tension sprocket adjusts the chain tension.

On the other side of the axis, a friction clutch is put on, with which you can adjust the speed of opening or closing the door. Also, the clutch can disconnect the motor shaft from the gearbox if someone is pinched by the door or the roller cannot move along the guide.

Operating principle.

To open the door, the driver turns the toggle switch to open, while the electrical circuit closes and the current flows from the positive terminal, through the fuse, through the toggle switch, through the contact switch to the contactor, which connects the motor and through the clutch, the rotation is transmitted to the gearbox. The sprocket starts to rotate and moves the chain along with the door. When the door is fully opened, the striker on the door hits the limit switch roller, which turns off the engine, and if all three doors are opened, the light on the control panel lights up, after which the toggle switch is returned to the neutral position.

To close the door, the toggle switch is turned to close and the current flows in the same way, only through another limit switch and another contactor. It causes the motor shaft to rotate in the opposite direction and the door moves to close. When the door is completely closed, the striker on the door hits the limit switch roller, which turns off the engine, and if all three doors are closed, the light on the control panel lights up, after which the toggle switch is returned to the neutral position.

The doors can also be opened with the help of emergency switches, which are located in the cabin above the door and are sealed. From the outside, the rear door can be opened and closed with a toggle switch on the battery box. On four-door cars, the door drive is located on top and to close the door manually, you need to turn the drive lever down.

Faults.

1. PV 6, 7, 8 burned out.

2. The toggle switch is out of order.

3. Bulb burnt out.

4. The limit switch does not work.

5. The contactor efficiency - 110 does not work.

6. The electric motor is out of order.

7. The clutch has broken.

8. Grease is leaking from the gearbox, or it does not correspond to the season.

9. The fastening of the sprockets has loosened.

10. The integrity or fastening of the chain is broken.

If the door does not open and does not close, you need to close it manually, for this the driver rotates the clutch and the door starts to move, after which he reaches the end, if there is a locksmith, he fills out an application for repair and the locksmith fixes it. If there is no locksmith, then the driver himself changes the fuse, checks the rollers of the limit switches, the operation of the contactor, the condition of the sprockets and the chain. If the door does not move from the rotation of the clutch, as the gearbox is jammed, then the driver informs the dispatcher, disembarks the passengers and follows the instructions of the dispatcher. If the chain breaks, then the door is closed manually and fixed with a shoe or crowbar, also together

General concepts of body movement Mechanical movement is the mutual movement of bodies in space, as a result of which there is a change in the distance between the bodies or between their individual parts. Movement is progressive and rotational. Translational motion is characterized by the movement of the body relative to the reference point. Rotational is a movement in which the body, while remaining in place, moves around its axis. The same body can be simultaneously in rotational and translational motion, for example: a car wheel, a wagon wheel pair, etc.

Velocity and acceleration The distance traveled per unit of time is called velocity. Uniform motion is one in which the body travels the same distances for any equal intervals of time. For uniform motion: where: S is the length of the path in m. (km), t is the time in sec. (hour), Ucp average speed in km/h. With uneven motion, a body moves over different distances in equal periods of time. Uneven motion can be uniformly accelerated or uniformly slowed down. Acceleration (deceleration) is the change in speed per unit time. If the speed for equal periods of time increases (decreases) by equal amounts, then the movement is called uniformly accelerated (uniformly slowed down).

Mass, force, inertia Any action of one body on another, which is the cause of the appearance of acceleration, deceleration, deformation is called force. For example, a tram can be moved from its place if a traction force is applied to the wheelset of the car. To slow it down, you need to apply a braking force to the rim of the bandage. Several forces can act on the same body at the same time. A force that produces the same effect as several simultaneously acting forces is called the resultant of these forces. The phenomenon of maintaining the speed of a body in the absence of the action of other bodies on it is called inertia. It manifests itself in various cases: when the car suddenly stops, passengers lean forward, or a train that has descended from a mountain can continue to move horizontally without turning on the engines, etc. The measure of the inertia of a body is its mass. Mass is determined by the amount of matter contained in the body.

Friction and lubrication Contact between bodies is accompanied by friction. Depending on the type of movement, three types of friction are distinguished: Ø rest friction; Ø sliding friction; Ø rolling friction Lubrication of the rubbing parts of individual parts and assemblies of various mechanisms reduces friction forces, and hence wear, promotes heat removal and its uniform distribution, reduces noise, etc.

General concepts A tram is a vehicle driven by electric traction motors that receive energy from a contact network and is intended for passenger and freight transportation in the city along a laid rail track. Trams are divided according to their purpose into passenger, freight and special. By design, the cars are divided into motor, trailer and articulated. A tram train can be formed from two or three motor cars. In this case, the control is carried out from the cab of the lead car. Such trains are called multi-unit trains. Trailer cars do not have traction engines and cannot move independently.

At our enterprise At present, our enterprise operates tram cars manufactured by the Ust Katav Carriage Works: models 71 - 605, 71 - 608, 605 608 71 - 619, 71 - 623. This facilitates the provision of spare parts, 619 623 personnel training, maintenance and repair the cars themselves, etc. If the first cars were with contactor control, then the last ones are modern tram cars with electronic control.

Body frame The main elements of the body are the frame, frame (skeleton), roof, outer and inner skin, window frames, doors, floor. All elements of the body are load-bearing and are interconnected by welding, riveting and bolted connections. The body frame is of an all-welded design, assembled from steel closed box-shaped, channel-shaped and angle profiles. The front and rear box-section pivot beams are welded inside the frame. The body frame consists of the left and two right sidewalls, the front and rear walls and the roof. All of them are welded construction of steel profiles of different configurations. The frame is attached to the body frame. The floor is a device made of glued floor plywood impregnated with bakelite varnish, 20 mm thick. A rubber flooring with a corrugated surface is glued on top of the plywood.

The inner lining is made of fiberboard or plastic. The outer skin is made of corrugated or flat steel sheets, fixed with self-tapping screws to the body frame. The inner surface of the outer skin is covered with anti-noise mastic. Styrofoam insulation is installed between the inner and outer skins. For access to electrical cabinets, the lower part of the outer skin is equipped with hinged bulwarks. The roof of the body is made of fiberglass and is bolted or bolted to the body frame. The top of the roof is covered with a dielectric rubber mat.

Pantograph Current collector of the Pantograph type car is designed for Pantograph of permanent electrical connection between the contact wire and the tram car, both when standing and when moving. The pantograph provides reliable current collection at speeds up to 100 km/h. Mounted on the roof of the car with insulators. The moving frame system consists of two upper and two lower frames. Each lower frame consists of one pipe of variable cross section, and the upper frame consists of three thin-walled pipes forming an isosceles triangle, the base of which is the upper locking hinge, and the apex is a hinge connection with the lower frame. So that the current can freely pass through the frame hinges, without causing burns and sticks in them, all hinged joints have flexible shunts. The base of the pantograph consists of two longitudinal and two transverse beams made of channel-shaped steel (height 100 mm, width 50 mm, sheet thickness 4 mm.)

The lower frames are welded to the main shafts, on which the levers of the rising springs are mounted. Lifting springs are used to raise the pantograph and provide the necessary contact pressure. The main shafts are connected to each other by two balancing rods. The skid is suspended horizontally, on independent plungers, which ensures a sufficiently large (up to 60 mm) skid movement, regardless of the frame suspension system. The skid is two-row with arched aluminum inserts, it has the ability to rotate its longitudinal axis to ensure that both rows of inserts fit completely to the contact wire. The pantograph is lowered manually from the driver's cab with a rope. To hold the lifting frame in the lowered state, there is a pantograph safety hook, consisting of a longitudinal square, on which a rack with a grip is welded. The hook is located in the center of the transverse beams of the pantograph.

To engage the hook with the crossbar, it is necessary to sharply lower the pantograph. To disengage the hook from the crossbar, slowly pull the pantograph up to the rubber stops. Under the action of the counterweight, the hook disengages, and the pantograph is raised to its working position by slowly releasing the rope. Pressure on the contact wire in the operating range: when lifting 4, 9 - 6 kgf; when lowering 6, 1 - 7, 2 kgf. The difference in skid pressure on the contact wire in the operating height range is not more than 1.1 kgf. The misalignment of the skids along the length between the carriages in the upper position is not more than 10 mm. The minimum thickness of the contact insert is 16 mm. (nom. 45 mm)

Salon, driver's cab. The interior of the body is a salon, which is divided into front and rear platforms and the middle part. The driver's cab is located on the front platform, separated from the passenger compartment by a partition with a sliding door. The driver's cab contains: q control panel; q high-voltage and low-voltage electrical equipment; q driver's seat; q fire extinguisher; q device for lowering the pantograph.

The following is performed from the control panel: q car control; q alarm; q opening and closing doors; q turning the lighting on and off; q switching on and off heating, etc.; In the cabin of the car there are one and two-seater seats for passengers, on which electric furnaces are installed for heating the cabin. Currently, trolleybus heaters (TRW) are also being installed in the amount of 2 3 pcs. to the wagon. Under the seats are sandbox bins with electric drives. Also in the cabin are vertical and horizontal handrails. A ladder is installed on the drain of the front door for climbing to the roof.

At the doors there are: q emergency door opening switches; q emergency brake button (STOP CRANE); q Demand stop button . There is a lighting line on the ceiling of the cabin. Cabin ventilation: q forced ventilation is carried out by means of 4 x fans, which are installed on the left and right sides between the body skins q natural ventilation is carried out through the windows, frontal ventilation grilles and doors. Roof equipment: q q current collector, pantograph type; radio reactor; lightning arrester; high voltage cable line

In the frontal part of the body from the outside on the end part of the body, a coupling device (fork), steps, and a bumper are installed. Outside the body, on the left and right sides, marker and turning lights are installed. In the frontal part of the body on the frame, a bumper bar is installed. In the rear, side lights and a hitch. On the right side are doorways, steps.

Door arrangement on carriages 71 605 The carriage has three entrance single-leaf sliding type doors with individual electric drives. The door frame is made of lightweight thin-walled pipes of rectangular cross section and sheathed on the outside and inside with sheathing sheets. Thermal insulation packages are installed between the sheets. The top of the door is glazed. Opening and closing of doors is carried out by means of drives from the control panel. The door drive is installed in the passenger compartment on the frame at each door. It consists of an electric motor (modified generator G 108 G) and a two-stage worm-and-spur gearbox with a gear ratio of 10. The output shaft of the gearbox with an asterisk protrudes beyond the outer skin of the car and is connected to the door leaf through a drive chain. The chain from the inside of a door is closed by a casing.

An auxiliary sprocket is installed to ensure the wrap angle of the drive sprocket with the chain. The drive clutch nut must be adjusted and locked based on the pressure on the door leaf when closing no more than 15-20 kg. In extreme positions, the drive is switched off automatically by means of limit switches (VK 200 or DKP 3.5). The door leaf is suspended by means of brackets on a guide fixed on the car body. Each bracket has two rollers at the top and one at the bottom. The upper suspension is closed by a casing. At the bottom, two brackets with two rollers are attached to the door, which are included in the guide. The door can be adjusted both in the vertical plane with the help of nuts and locknuts of the upper suspension, and in the horizontal plane due to the grooves in the brackets. The door leaf is sealed around the perimeter with seals. To soften the impact when closing, a rubber buffer is installed on the door pillar. Door closing and opening time 2 4 s.

Faulty doors on wagons 71 605 Ø fuse blown; Ø the chain from the sprocket has flown off due to poor tension; Ø chain slack below the protective cover at a distance of more than 5 mm. ; Ø the limit switch or the switch on the control panel is faulty; Ø the door opens and closes sharply; Ø Clutch is incorrectly adjusted, the force is more than 20 kg. ; Ø the elastic coupling is broken; Ø the electric motor is faulty;

Tram car door arrangement model 71 608 K The car has 4 sliding doors. The outer doors are single-leaf, the middle doors are two-leaf with an individual drive. For climbing to the roof, a retractable ladder is located in the opening of the second door. The door frame is made of lightweight thin-walled pipes of rectangular cross section and sheathed with sheets on the outside and inside. Thermal insulation packages are installed between the sheets. The top of the door is glazed. Opening and closing of doors is carried out by means of electric drives from the control panel by pressing the corresponding toggle switches.

The control drive consists of an electric motor, a single-stage worm gear. In the extreme positions of the doors (closed and open), the electric drive is switched off automatically by means of non-contact sensors, which are installed in the over-door zone near each door. Plates are installed on the door carriage to turn on the sensors. Fastening of doors and wings is carried out through carriages, which in turn are mounted on a rigidly fixed guide to the body frame. Doors and sashes have two fixing points against extrusion. The first fixing point is at the level of the window sill level through the guides, which are attached to the window sill belt and the door pillar of the body frame and the shaped roller, which is fixed fixedly on the doors and sashes.

The second fixing point is crackers, fixed motionless on the lower steps, two pieces per door and per leaf through the lower guides welded to the frames of doors and shutters. The translational movement of doors and shutters is carried out by a rack and pinion driven by electric drives. When adjusting, it is necessary: ​​Ø to ensure uniform fit of door seals over the entire surface; Ø sizes and requirements are provided with an adjusting sleeve; Ø after fulfilling the requirements, lock the adjusting sleeve with a nut; Ø ensure a tight fit of the rollers to the guide with a screw, ensuring easy (without jamming) movement of doors and leaves along the guide and lock with a nut;

Ø the size is provided by the eccentric of the roller, after which the roller is locked with a washer; Ø when installing drives and rails, the requirements for side clearance are 0.074. . . 0, 16 according to GOST 10242 81 is provided; Ø after fulfilling the requirements, fix the rails on the doors with an eccentric roller on the leaves with the eccentric rollers of the bracket; Ø fix all eccentric units with lock washers; Ø Lubricate all friction surfaces of the upper guide and rack and pinion with a thin layer of GOST 3333 80 graphite grease.

If the doors are not tightly closed, it is necessary to adjust the switch-off of the sensor by moving the plate away from the sensor. If the door closes with a strong blow, move the plate towards the sensor. After adjustment, the gap between the sensor and the plate should be within 0. . 8 mm. If the doors do not open (open circuit, blown fuses, etc.), manual opening of the doors is provided. To do this, open the hatch above the door, turn the red handle towards you as far as it will go and open the door with your hands, as shown on the plate.

Faults in the doors of the car model 71 608 K Ø cracks in the beams; Ø steps, handrails are faulty; Ø damage to the floor, manhole covers protrude above the field by more than 8 mm; Ø leaking roof, vents; Ø defects in the glass of the driver's cab, mirrors; Ø contamination and damage to the seat upholstery; Ø violation of the inner lining; Ø Pantograph rope damaged; Ø The door drive does not work.

Description of the design of the bogie The bogie is an independent set of undercarriages assembled together and rolled under the car. When the car moves, it interacts with the rail track and carries out: transfer of the weight of the body and passengers to the axles of the wheelsets and its distribution between the wheelsets; transfer to the body from the wheelsets of traction and braking forces; the direction of the axes of the wheelsets along the rail track; fitting into curved sections of the path. Frameless wagon bogie. The conditional frame is formed by two longitudinal beams and two cases of wheel pair gearboxes. The welded longitudinal beam consists of cast steel ends and a stamped box-section steel beam. Under the ends of the beams, a rubber gasket "M" of a shaped section is laid. From the rotation of the wheel pairs, a reactive thrust is installed on each of them.

The bogie is equipped with: Ø central spring suspension Ø electromagnetic drives (solenoids) of the drum-and-shoe brake Ø rail brakes Ø motor beam with traction motors, Ø pivot beam. The traction motor is connected to the wheel pair reducer by a cardan shaft. With one flange, the cardan shaft is attached to the brake drum, with the other to the elastic coupling. The traction motor is attached with four bolts to the motor beam. In order to avoid spontaneous loosening, the nuts are cottered after tightening.

The welded motor beam is mounted on the longitudinal beams, one end rests on rubber shock absorbers, and the other end rests on a set of springs. Rubber shock absorbers limit the movement of the beam both in the vertical and horizontal planes, and contributes to the damping of vibrations and oscillations. When installing the engine on a trolley, the gap between the engine cover and the gearbox housing is controlled, which must be at least 5 mm. In the center of the pivot beam there is a center plate socket, on which the body rests. The rotation of the bogie when the car moves along a curved section of the track occurs around the axis of this Friday.

Specifications Ø Trolley weight 4700 kg. Ø Distance between gearbox axes – 1200 mm. Ø The distance between the edges of the internal bandages of the gearbox is 1474 + 2 mm. Ø The difference in the outer diameters of the bandages of one gearbox is no more than 1 mm. Ø The difference in the outer diameters of the bandages of the gearbox of one trolley is no more than 3 mm. Ø The difference in the outer diameters of the gearbox bandages of different bogies is no more than 3 mm. Malfunctions: Ø the nuts of fastening of the longitudinal beams of the bogie are not tightened Ø cracks, mechanical damages on the beams Ø the distance between the TD cover and the gearbox casing is less than 5 mm.

Central spring suspension The central suspension is designed to absorb (damping) vertical and horizontal loads that occur during the operation of the tram. Vertical loads arise from the weight of the body with passengers. Horizontal loads occur when the car accelerates or decelerates. The load from the body through the pivot beam is transferred to the longitudinal beams and then through the axle bearings to the axle of the wheelset. The spring suspension kit works as the load increases: 1. the joint work of springs and rubber dampers until the coils of the springs are compressed until they come into contact. 2. operation of the rubber rings until the pallet rests against the rubber lining located on the longitudinal beam. 3. joint work of rubber rings and lining.

Device Ø pivot beam; Ø outer and inner coil springs; Ø rubber shock absorber rings; Ø metal plates; Ø rubber gasket; Ø rubber buffer (extinguishes horizontal loads); Ø earring (for attaching the body and bogie to raise the car).

Malfunctions: Ø presence of cracks or deformation in metal parts (pivot beam, brackets, etc.); Ø internal or external springs have burst or have permanent deformation; Ø wear or permanent deformation of the rubber rings of shock absorbers; Ø the pallet has cracks or violation of the integrity of the pallet body; Ø residual deformation or wear of rubber buffers (shock absorbers); Ø absence or malfunction of the earring (lack of connecting fingers, cotter pins, etc.); Ø Difference in height of shock absorber sets (springs, plates with rubber rings) is not more than 3 mm.

Purpose of the wheelset Designed to receive and transmit rotational motion from the traction motor through the cardan shaft and gearbox to the wheel, which receives rotational translational motion.

Wheel pair device v Rubberized wheel 2 pcs. ; v Axle of wheelset; v Driven gear, which is pressed onto the axle of the wheelset; v Long (shroud); v Short (housing); v Axlebox units with bearings No. 3620 (roller 2-row); v Pinion assembly with bearings #32413, #7312, #32312;

Description of wheel pair design Short and long casings are bolted together with their extended part, forming a gearbox housing. The long casing has two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a glass, is inserted into the neck of the gearbox housing.

Single-stage gearbox with Novikov gearing. The gear ratio of the gearbox is 7, 143. The upper part of the gearbox housing has a technological hole for installing a breather, which serves to remove gases produced during the operation of oil in the gearbox housing. Also in the crankcase there are 3 holes for filling and control and draining oil from the crankcase. The holes are sealed with special plugs. On the long and short casings there are cavities for installing rubber shock absorbers. These shock absorbers allow you to soften the load transmitted by the longitudinal beams from the weight of the body with passengers. The size between the inner edges of the bandage should be 1474 + 2 mm.

Wheel set malfunctions v gear bearings jammed; v jammed axle bearings; v oil leakage in the gearbox through the seal; v the oil level in the gearbox is out of specification; v wear of the tire of the rubberized wheel; v residual deformation of rubber products; v breakage (absence) of bolts, central nuts of grounding shunts; v the presence of cracks in the wheel, gear housings; v wear of the teeth of the driving and driven wheels; v the presence of flats on the tread surface of the bandage exceeding the allowable value.

Rubberized wheel The bandage is held tight against rotation. The landing of the bandage on the center is carried out in a hot state, the amount of tightness is 0.6 0.8 mm. The flange on the bandage serves to guide the wheelset along the track. The wheel itself is pressed onto the axle with an interference fit of 0.09 0.13 mm. The design of the wheel allows it to be reassembled without pressing out. Shock absorber disks (liners) are pressed before assembly, pressing three times on a press with a force of 21 23 tf. and exposure 2 3 min. Peripheral bolts are wrapped with a torque wrench of 1500 kgf * cm

The rubberized wheel accepts vertical and horizontal loads. Shock absorbers are designed to mitigate the effect of the weight of the tram on the track and absorb shocks from distortions and unevenness of the tram track. The dimensions of tires, flanges, the condition of wheel blocks, tire centers in operation, cars are strictly regulated by the PTE of the tram. v bandage thickness is allowed up to 25 mm. v flange thickness up to 8 mm, height - 11 mm.

The device of the rubberized wheel v a bandage with the wheel center and a lock ring; v hub; v rubber shock absorber 2 pcs. ; v pressure plate; v central nut with locking plates; v peripheral (coupling) bolts 8 pcs. with nuts and washers. ; v grounding shunts;

Rubberized wheel malfunctions - wear of the flange is less than 8 mm. in thickness, less than 11 mm. in height; v Band wear less than 25 mm. ; v Flatness on the tread surface of the bandage exceeding 0.3 mm on reinforced concrete sleepers and 0.6 mm on wooden sleepers; v Loosening of the central nut; v Missing 1 locking plate; v Breakage of one peripheral bolt; v Weakening of the landing of the wheel center in the body of the bandage; v Wear or natural aging of rubber shock absorbers, checked visually for cracks in the rubber through a hole in the pressure plate; v Missing or broken ground shunts (up to 25% of section allowed)

Wheel device 608 KM. 09. 24. 000 The sprung wheel is one of the elements of the traction drive of the bogie. Between the hub pos. 3 and bandage pos. 1 rubber elements pos. 6, 7. Four of them (pos. 7) with a conductive jumper. The location of the rubber elements with a conductive jumper in the bandage is marked with marks E on the wheel bandage. This is necessary for the orientation of the wheels when forming a wheel pair (rubber elements with a conductive jumper, pos. 7, should be located approximately at an angle of 45). The surfaces of the parts adjacent to the rubber elements, pos. 1, 2, 3 covered with conductive paint.

Pressure disc pos. 2 is pressed on a press with a force of at least 340 kN. Before pressing, the working surfaces are lubricated with CIATIM 201 GOST 6267 74 grease. Before assembling the wheel, rubber elements and adjacent surfaces are lubricated with silicone grease Si 15 02 TU 6 15 548 85. Plugs pos. 4 and bolts pos. 5 are locked with a Loctite 243 threadlocker from Henkel Loctite, Germany. Bolt tightening force pos. 5 90+20 Nm. After assembling the wheel, the electrical resistance between the parts pos. 1 and 3 should be no more than 5 m. Ohm. If the bandage is worn up to the control ledge B, the bandage must be replaced. The tire replacement is carried out on the wheelset without pressing the wheel off the axle.

TOPIC No. 6 Transfer of torque from the armature shaft of the traction motor to the axle of the wheelset

Cardan shaft Designed to transmit torque from the traction motor to the wheel pair reducer. On cars 71 605, 71 608, 71 619, a cardan shaft from the MAZ 500 car was used, shortened by cutting the tubular part. The cardan shaft has two flange forks, with the help of which it is attached on one side to the flange of the brake drum, on the other side to the elastic coupling mounted on the traction motor shaft. The middle part of the cardan shaft is made of a seamless steel tube, a fork is welded to one end of which, and a splined tip to the other. A steel sleeve is put on the tip at one end with slots (internal), and at the other end with a fork.

The flange yokes are connected to the inner yokes by means of two crosses, on the beams of which needle bearings are mounted. The cross beams with needle bearing housings are inserted into the lugs of the flanged and inner forks. The internal channels of the cross and the oiler press in its middle part serve to supply lubricant to each needle bearing. Needle bearing housings are pressed with covers that are attached to the forks with two bolts and a locking plate. At the end of the splined bushing there is a thread onto which a special nut with an stuffing box ring is screwed, which protects the spline connection from the penetration of dirt and dust, as well as from the leakage of grease. The spline connection is lubricated using a press greaser mounted on the sleeve. The cardan shaft is dynamically balanced with an accuracy of 100 cm.

Cardan shaft malfunctions ü Presence of flange backlash at the place of landing on the shaft of the traction motor or gearbox, making holes for the bolts of the cardan shaft flanges more than 0.5 mm. ; ü The radial clearance of the cardan joint and the circumferential play of the spline connection exceed the allowable limits set by the manufacturer (0.5 mm); ü Cracks, scuff marks, traces of longitudinal workings on the surface of the fingers of the cross are not allowed;

Purpose and device of the gearbox Single-stage gearbox with Novikov gearing. The gear ratio of the gearbox is 7, 143. Short and long casings are bolted together with their expanded part, forming the gearbox housing. Also in the crankcase there are 3 holes for filling and control and draining oil from the crankcase. The holes are sealed with special plugs. The long casing has two technological holes for installing a brush grounding device and a speedometer sensor. The drive gear, assembled with bearings in a glass, is inserted into the neck of the gearbox housing.

REDUCER OF THE TRAMS WITH ENGAGING OF THE NOVIKOV SYSTEM: 1 - brake drum; 2 - leading bevel gear; 3 - gearbox housing; 4 - driven gear; 5 - axle of the wheelset.

Drum Shoe Brake Designed for additional braking of the car (complete stop) after the exhaustion of the electrodynamic brake. The brake drum is mounted on the conical part of the drive gear of the gearbox and is fastened with a castellated nut to the threaded part of the drive gear.

Device § Brake drum (diameter 290 300 mm) § Brake shoes with overlays 2 pcs. Brake pads are made of steel and have a radius surface for installing brake linings. § Eccentric axle 2 pcs. designed to adjust and install the shoes on the reducer glass; § Expanding fist; § Two-arm lever; The expanding fist and the two-arm lever are designed to transfer force from the brake electromagnet (solenoid) through the brake shoes to the brake drum. § System of levers with rollers and adjusting screws; § Expanding spring returns pads.

Operating principle The drum drum brake comes into operation when the car is braked after the electrodynamic brake is depleted at a speed of 4-6 km/h. The solenoid is activated and, through the adjusting rod, turning the two-arm lever and expanding fist around its axis, thereby the force from the brake solenoid is transmitted through the lever system to the brake pads. The brake pads are tightened over the surface of the brake drum, thereby there is additional braking and a complete stop of the car.

Faults: § Wear of brake pads (not less than 3 mm is allowed); § In the disinhibited state, the gap between the lining of the shoe and the surface of the drum is less or more than 0.4 0.6 mm; § Ingress of oil on the surface of the drum; § Inadmissible backlashes in the lever system and in the eccentric block attachment point; § Faulty drive of the drum-shoe brake; § The gap is not adjusted;

Electromagnetic drive (solenoid) drum-shoe brake Designed to drive the drum-shoe brake. Each brake has its own drive, they are installed on the platform of the longitudinal beam.

Solenoid (brake electromagnet) 1 block; 2 drum; 3, 5, 43 lever; 4 expanding fist; 6 movable core; 7, 10, 13 cover; 8 box; 9 solenoid valve; 11 diamagnetic gasket; 12 limit switch; 14 glass; 15 anchor; 16 coil; 36, 45 washer; 17 building; 18 traction coil; 19 thrust; 20 adjusting rod; 21, 44 axis; 22 lever; 23 protective sleeve; 24 fixed core (flange); 25 coil output; 26 adjusting screw; 27, 3134 spring; 28, 30 gasket; 29 adjusting ring; 32 lock spring; 33 - adjusting screw; 35 key; 36, 45 washer; 37 spherical nut; 38, 40 screw; 39 nut;

Device The brake solenoid consists of the following parts: body (pos. 26) cover (pos. 15) traction coil TMM (pos. 28) holding PTO coil (pos. 23) core (pos. 25), on which fixed anchor (pos. 19) § spring (pos. 20) § limit switch (pos. 16) § manual release screw (pos. 18), etc.

The brake solenoid has four operating modes: driving, service brake, emergency brake and transport. Driving mode When starting a tram car, 24 volts are applied to the traction and holding coils. As a result, the armature is attracted to the holding electromagnet and keeps the spring compressed. This releases the limit switch and removes the voltage from the traction coil. The brake spring is held by the PTO coil during the entire driving mode. On the control panel in the driver's cab, the solenoid signal lamp goes out, which corresponds to "disengaged".

Brake service mode Service braking at a speed not exceeding 4 6 km. / hour is produced by turning on the traction coil for a voltage of 7.8 volts, that is, magnetization occurs and the holding electromagnet is turned off. The traction coil at this time is fed through resistance, due to which the force on the movable core is equal to half the force of the spring. The brake solenoid generates a force of 40-60 kg. at the position of the driver controller T 4. After the car is stopped, the traction coils T 4 are de-energized, and the solenoid spring holds the car and serves as a parking brake (when the driver controller returns from T 4 to 0. T 4

Brake emergency mode For emergency braking, voltage is removed from both the holding and traction coils, thereby ensuring fast braking of the car. Emergency braking is carried out: when the PB is released, when the stop valve is released, in the absence of current from the battery. Transport mode When transporting a faulty wagon by another wagon, it is necessary to release the solenoids with the manual release screw.

Malfunctions: The car does not brake: q 24 V voltage is not supplied to the traction and holding coils, q the fuses for the power supply of the TMM and PTO circuits are blown, q mechanical failure of the lever device of the drum-and-shoe brake, q the solenoid limit switch is faulty, q the presence of cracks on the electromagnet cover, q Incorrect adjustment of the electromagnet and drum-type brake, q Faulty fastening of the solenoid on the platform of the longitudinal beam.

Rail brake (RT) TRM 5 G The rail brake (RT) is designed for emergency stop of the car to prevent accidents and emergencies (collision with people or other obstacles). The braking force is generated by friction of the RT surface against the rail head. The attraction force of each brake is 5 tons (20 tons total).

Device Brackets (2 pcs) are attached to the longitudinal beam of the bogie, on which the rail brake is suspended through tension or compression springs. The RT is powered by battery (+24 V). RT is an electromagnet with an electric winding and a core. To limit the movement of the RT in the horizontal plane, restrictive brackets are installed.

Malfunctions Ø breakage of suspension springs or their permanent deformation; Ø The gap between the rail brake surface and the rail head is greater than 8-12mm. ; Ø misalignment of the rail brake with respect to the rail (non-parallelism); Ø blown fuse in the RT circuit; Ø lack of contact in the positive or negative wires of the RT.

On cars 71 605 Opening and closing of doors is carried out using drives from the control panel. The door drive is installed in the passenger compartment on the frame at each door. It consists of an electric motor (modified generator G 108 G) and a two-stage worm-and-spur gearbox with a gear ratio of 10. The output shaft of the gearbox with an asterisk protrudes beyond the outer skin of the car and is connected to the door leaf through a drive chain. The chain from the inside of a door is closed by a casing. An auxiliary sprocket is installed to ensure the wrap angle of the drive sprocket with the chain. The drive clutch nut must be adjusted and locked based on the pressure on the door leaf when closing no more than 15-20 kg. In extreme positions, the drive is switched off automatically by means of limit switches (VK 200 or DKP 3.5).

PD 605 The door drive PD 605 is based on the torque valve motor DVM 100. It does not have a gearbox and directly transmits rotation to the door chain of the tram car 71 605. In addition to the motor, a latch mechanism is installed in the housing, which prevents the door from opening spontaneously on the move and in a de-energized state . Emergency opening provided. The door drive PD 605 works in combination with the control unit BUD 605 M. The unit has a programmable closing of the door to close at a reduced speed, which eliminates the impact on the door porch. The drive automatically determines the end positions of the door without limit switches.

The door drive PD 605 is installed instead of the standard drive and is fixed to the floor of the tram with four bolts M 10. Installation of any additional structural elements is not required. Electrically, the PD 605 drive is connected to standard wires. In addition to the PD 605 drive, one power wire with a voltage of +27 V must be connected from the emergency door opening toggle switch. At the moment, PD 605 is installed on car No. 101. Rated voltage, V 24 Rated current, A 10 Door closing time, s 3 Weight, kg 9

On cars 71 608 The control drive consists of an electric motor, a single-stage worm-and-spur gearbox. In the extreme positions of the doors (closed and open), the electric drive is switched off automatically by means of non-contact sensors, which are installed in the over-door zone near each door. Plates are installed on the door carriage to turn on the sensors. Fastening of doors and wings is carried out through carriages, which in turn are mounted on a rigidly fixed guide to the body frame.

Doors and sashes have two fixing points against extrusion. The first fixing point is at the level of the window sill level through the guides, which are attached to the window sill belt and the door pillar of the body frame and the shaped roller, which is fixed fixedly on the doors and sashes. The second fixing point is crackers, fixed motionless on the lower steps, two pieces per door and per leaf through the lower guides welded to the frames of doors and shutters. The translational movement of doors and leaves is carried out by a gear rack and pinion, driven by electric drives.

PD 608 The door drive PD 608 is based on the valve torque motor DVM 100. It does not have a gearbox and directly transmits rotation to the gear rack of the tram car door 71 608. condition. Emergency opening provided. The PD 608 door drive works in combination with the BUD 608 M control unit. The unit has a programmable closing door closing at a reduced speed, which eliminates the impact of the leaves in the extreme positions. The drive automatically determines the end positions of the door without limit switches.

The door drive PD 608 is installed instead of the regular drive and fastened to the platform with three M 10 bolts. No additional structural elements are required to be installed. Electrically, the PD 608 drive is connected to standard wires. In addition to the PD 608 drive, one power wire with a voltage of +27 V must be connected from the emergency door opening toggle switch. At the moment, PD 608 is installed on car No. 118. Rated voltage, V 24 Rated current, A 10 Door closing time, s 3 Weight, kg 6, 5

Sandbox Designed for adding dry sand to the rail head under the right wheels of the front and left wheels of the rear bogie. Adding sand provides increased adhesion of the wheel to the rail head, which prevents slipping and skidding of the car. Sandboxes are installed in the passenger compartment and located under the passenger seats on the front and rear of the cabin. The sandbox works: when you press the sandbox pedal; in case of failure of the stop crane; during emergency braking (TR); when pedal is released (PB)

Consists Foundation; Bunker for storage of dry sand; Electromagnet, designed to open and close the valve; Valve; Lever system for transferring force from the electromagnet to the valve; Rubber sleeve for guiding and supplying sand to the rail head; Heating element TEN 60 for heating dry sand.

Faults sand is not fed to the rail head; (reason: the sleeve is clogged with mud, snow or ice). defective solenoid (valve does not open or close) lack of sand in the bunker due to its leakage through an unadjusted valve; the bunker is filled with sand or sand is spilled past; raw sand; fuses blown; valve not adjusted correctly.

Wiper Power supply for the wiper motor 24 V. The power of the wiper motor is 15 W, the number of double wiper strokes is 33 per minute. The windshield wiper is switched on by the switch "WIPER".

Coupling devices are designed Coupling devices are used to connect cars according to the system of many units, as well as to tow a broken car to another. On modern cars, automatic coupling devices have become widespread. Coupling devices are attached to the frame from both ends of the car with the help of hinges. They rest on a support spring. When the car is operating “alone”, the coupling rod must be pressed against the spring using a special lock.

It consists of a rod, a bracket with rubber shock absorbers, a roller with a nut, a head with an automatic clutch mechanism, a handle, a spring. The head is given a shape that allows it to be coupled with a similar head of the coupler of another car. The coupling is carried out by two pins, which, under the force of the springs, are inserted into holes with replaceable bushings. In addition, forks are installed on the ends of the car, designed to tow a faulty car using a spare hitch.

The procedure for coupling cars with standard couplers (automatic coupler) The car uses automatic couplers designed to work on a system of many units and to tow one car of others. Coupling of wagons with standard couplers can only be carried out on a straight and horizontal section of the track in the following sequence: move the serviceable car to the faulty one at a distance of about 2 m; insert the detachable handle into the grooves of the automatic coupling lever and check the ease of movement of the pin shaft. After checking, lower the automatic coupling lever. Check to make on both coupling devices;

release the coupling devices from the fixing brackets and set them in a straight position along the axis of the car against each other. Coupling devices can be adjusted in height with a screw under them, which is also rotated using a removable handle; after making sure that the automatic coupler rods are in the correct position, the coupler leaves the danger zone and gives a signal to the driver of a serviceable car to approach; the driver, moving at the shunting position of the controller with the BRAKE button pressed, connects the automatic couplers of both cars; the coupler visually checks the reliability of the automatic couplers, i.e., the depth of entry of both pin rollers along the control groove, which should be at the level of the end of the plug (the levers of the automatic couplers must be in the lower position);

surge pricing is performed by turning the automatic coupler levers to the upper position using a removable handle. Attention! Coupling of wagons on curves and slopes must be done only with additional coupling devices! Semi-automatic wagon coupler 71 619 K.

Coupling and uncoupling of wagons using folding semi-automatic couplers. Cars 71 623 use collapsible semi-automatic couplers designed to connect cars to a train using a multi-unit system, as well as to tow the same type of faulty cars. To access the hitch, you need to remove the lower part of the front or rear body trim, which is attached to the frame with four Phillips head screws. When folded, the hitch is fixed with a pin and a latch. Before coupling the wagons, it is necessary to fix the coupler in the unfolded state using a pin with a clamp. It is possible to couple wagons with semi-automatic couplers only on straight sections of the track.

Coupling of cars is carried out in the following sequence: bring the serviceable car to the faulty car at a distance of about 2 meters; check the ease of movement of the pin roller on the coupling devices of both cars. To do this, insert the removable handle attached to the car one by one into the grooves of the automatic coupler levers and lift the levers up. After checking, lower both levers down to the stop: release the coupling devices of both cars from the fixing brackets and set them in a straight position towards the other. If necessary, the position of the hitch in height can be adjusted by turning the screw located under the hitch using the removable handle; after making sure that the couplers are in the correct mutual position, the driver of a serviceable car must, at the 1st running position of the controller, lightly collide the couplers:

before towing, check the reliability of the connection of the automatic couplers, i.e., the depth of entry of the pin rollers on both couplers along the control grooves on them; after the coupling process is completed, unbrake the faulty wagon and proceed with its towing. Uncoupling of wagons is carried out in the following sequence: brake the faulty wagon with a shoe brake, if there is a slope, put a wheel chock; using a removable handle, raise the levers of the automatic couplers on both cars to the upper fixed position; take the serviceable wagon from the faulty one; return the automatic coupler levers on both cars to the lower position, fold and secure the automatic couplers.

The car body model 71 619 The car body frame is assembled from steel straight and bent sections of various cross sections, interconnected by welding. The outer skin of the body is made of steel sheet welded to the frame, the inner side of the sheets is covered with anti-noise material. The roof lining is made of fiberglass. The racks of the body frame allow the installation of composters in the cabin. The inner lining of the walls and ceiling is made of plastic and fiberglass, the joints of which are covered with aluminum and plastic glazing beads. The walls and ceiling are thermally insulated between the inner and outer skins.

The floor of the car is assembled from plywood boards and covered with non-slip wear-resistant material, raised at the walls by 90 mm. For access to the undercarriage equipment, hatches closed with lids are provided in the floor. The cab contains control, signaling and control devices, a driver's seat, a cabinet with electrical equipment, a device for lowering the pantograph, a fire extinguisher, a cab heating heater, an interior viewing mirror, cab lighting, a ventilation unit and an anti-solar device. To announce stops, the cabin is equipped with a transport loud-speaking device (TGU). The driver's seat meets the high requirements of workplace ergonomics. It has adjustments in the longitudinal and vertical direction of the pillows, the angle of the backrest. The stepless mechanical suspension is manually adjustable according to the weight of the driver in the range from 50 to 130 kg.

There are 30 seats in the passenger compartment of the car. For standing passengers, the cabin is equipped with horizontal and vertical handrails and railings. To illuminate the interior at night, two lighting lines are installed on the ceiling, located in two rows. Four TSU speakers are built into the lighting lines. Above each door there are 4 red buttons "Emergency door opening" and 4 red buttons "Emergency manual door opening". Also in the cabin installed 3 - stop crane. Four "Call" buttons, for giving a signal to the driver, are installed in the right upper casings near each door.

Doors on cars of model 71 619 The car is equipped with four internally pivoting doors. Doors 1 and 4 are single doors, doors 2 and 3 are double doors. Door leafs are made of fiberglass reinforced with metal inserts. The upper part of the door is glazed by gluing. Special rubber and aluminum profiles are used to seal the doors.

The main bearing element of the door suspension are risers pos. 1 with levers attached to them, fixed lower and movable upper pos. 2. Shanks of rotating joints pos. 3, which are rigidly connected to the door and transmit rotation to it from the riser. A bracket pos. 4 with bearing pos. 5, which, moving along the U - shaped guide pos. 6 informs the door of the given trajectory of movement. A bracket with a height-adjustable pin is installed on the lower edge of the door, which stabilizes the closed door under pressure from the inside and outside of the car. The lower end of the riser is installed in a support mounted at the level of the car floor. The upper one is installed in the centering bearing and is connected to the output shaft of the gear motor pos. 7 by means of levers pos. 8, rods pos. 9 and couplings pos. 10.

The door drive consists of a gear motor, drive control unit pos. 12 and limit switch pos. 13. Motor reducer is used to open and close doors. The control unit processes the signals from the motor reducer and limit switch. The limit switch gives a command to stop the door when closing and works in tandem with the bar pos. 14, mounted on a two-arm lever (rocker arm) of the drive pos. eleven.

13 4 14 5 6 7 12 15 11 9 1 0 3 8 2 1 Door suspension and door operator , 8 - lever, 9 - rod, 10 - clutch, 11 - two-arm lever, 12 - drive control unit, 13 - limit switch, 14 - bar, 15 - lever.

Thus, if the door does not close properly, it is necessary to open the over-door casing and check the fastening of the bar. The door operation program provides for the rollback of the door in the event of a collision with an obstacle when closing or opening. The rods that transmit rotation from the gear motor to the riser are made in such a way that when the doors are closed, the axis of the rod located on the two-arm lever passes the “dead center” relative to the axis of the gear motor. This guarantees secure locking of the doors. All doors are equipped with the "Emergency door opening" button, when pressed, the doors open automatically from the drive. In the event of an emergency and the need to open the doors manually, it is necessary to bring the two-arm lever out of the “dead center” using a special lever pos. 15, fixed on the rocker pos. eleven.

The lever is directly actuated by a pusher button mounted on the door casing. The button must be pressed all the way (approximately 40 mm), after which the door can be opened manually. When the doors are closed, the emergency manual door opening mechanism automatically returns to its original position. Emergency manual opening buttons are labeled accordingly.

Adjustment and adjustment of the doors must be made, observing the following conditions: 1. The output shaft of the gear motor must be located at an equal distance from the door risers in the middle openings and at the same distance (660 mm) from the riser in the front and rear openings, as well as on a distance of 110 mm from the inner surface of the metal structures of the sidewall of the car. 2. The levers on the door risers must be installed in such a way that, with the doors closed, they are directed towards the drive at an angle of at least 300, while the distance from the axis of the conical hole in the lever to the sidewall must be 110 ... 120 mm.

After these conditions are met, the two-arm lever should be installed on the output shaft of the gearbox parallel to the longitudinal axis of the car and connected to the levers by means of rods (it should be noted that the rods pos. 9 have a left-hand thread, as well as one of the threaded holes of the coupling is made with a left-hand thread ). With the help of couplings pos. 10 Tighten the tie rods until the doors are in full contact with the opening seals. After tightening the couplings, it is necessary to additionally check the size of 110 ... 120 mm, and if it decreases, release the lever and turn it on the riser by one slot in the direction of opening the door. This setting allows you to minimize the load on the rods, especially high at the initial moment of opening, when the levers leave the dead center (of the two door drive rods, in the most favorable conditions, the rod located on the side of the sidewall relative to the drive works).

Limit switch pos. 13, working in tandem with the strap pos. 14, should be installed in the center of the bar with the doors closed. The gap from the bar to the limit switch should be 2 ... 6 mm. If the bar is installed correctly, and the drive and door levers are adjusted in accordance with paragraphs 1 and 2, then when closing the doors, the bent rods pos. 9 smoothly cross the "dead spot" and without a hit enter the "lock" with each other. On the front and rear doors, the role of the body of the second thrust is played by an emphasis installed in the free shoulder of the rocker arm. Adjustment and adjustment of the doors should be carried out with the drive power off. Before turning on the power, you must manually close the door completely and move the rocker to the end position, in which the bar will be directly below the limit switch.

In this position, when the power is turned on, the end position sensor is activated and further opening of the door is possible at any angle up to the maximum set by the adjustment. Adjustment of the maximum door opening angle is carried out by selecting the adjusting resistor on the board of the BUD 4 control unit and is carried out by the manufacturer (JSC UETK "Kanopus") or its representatives. If the door was not completely closed when the power was turned on and, accordingly, the door end position sensor did not work, then opening the door from this position is impossible.

It is only possible to close the door and then (if the sensor does not work) open to the position of the door when the power is turned on. If the door was completely closed when closing and the end position sensor was triggered, then the door can be opened to any angle up to the maximum set by the adjustment. Thus, in the event of a malfunction in the operation of the doors, a sudden power outage, etc., after turning on the power, the “Close” command has priority, i.e. the doors should first be closed before the limit switch is triggered and the corresponding signal appears on the driver’s console. Then the doors are ready to go.

Model 71 623 car body The car body with an all-welded load-bearing frame, made of hollow elements of square and rectangular pipes, as well as special bent profiles, one-sided layout with four swivel-type doors on the starboard side. Two middle doors are double-leaf 1200 mm wide, outer single-leaf doors 720 mm wide. The floor of the car in the cabin is variable, in the extreme parts of the body it has a height of 760 mm above the level of the rail head, in the middle part it is 370 mm. The transition from the high floor to the low floor is realized in the form of two steps. The cabin has 30 seats. The total capacity reaches 186 people with a nominal load of 5 people / m2.

Lighting is provided by two light lines with fluorescent lamps. Forced ventilation is carried out through holes in the roof of the car, natural ventilation through the windows and open doors. Heating is provided by electric furnaces located along the side walls.

Brakes The car is equipped with electrodynamic regenerative rheostatic, mechanical disk and electromagnetic rail brakes. The mechanical disc brake has a rack and pinion drive. The electrical equipment of the car provides service electrodynamic regenerative braking from maximum speed to zero, with automatic transition to rheostatic braking and back when the voltage in the contact network exceeds 720 V, automatic protection against accelerating slipping on track sections with degraded wheel-rail adhesion conditions.

Other The tram car is equipped with a radio broadcasting installation, sound and light alarms, protection against radio interference and lightning, as well as sockets for inter-car connections, sandboxes and a mechanical coupling. An information system is installed on the car, consisting of four information boards (in front, behind, on the starboard side at the front door and in the cabin) and an autoinformer, the Internet. The information system is controlled centrally from the driver's cab.

Tram - this is a carriage set in motion by electric motors that receive energy from the contact network and is intended for passenger and freight transportation along the rail track.

It's called a tram train. formed from three, two or one tram cars, having the necessary signals and indicators and serviced by a train crew.

By purpose, trams are divided for passenger, freight, special. Passenger cars have a lounge to accommodate passengers.

By design, the wagons are divided for motorized, trailed and articulated.

Motor cars equipped with traction motors that convert electricity into mechanical energy of the movement of the car (train). A tram train can be formed from two or three motor cars operating according to the system of many units, while the control is carried out from the cab of the head car. The use of such trains makes it possible to significantly increase the volume of passenger traffic with the same number of trains and drivers, while maintaining the same speeds as when using single cars. In a number of cases, it is advantageous to release railcars on the line according to the system of many units only during peak hours.

trailer wagons do not have traction motors and cannot move independently. They work in tandem with motor.

Articulated tram cars have articulated head and trailer parts with a common cabin and a bridge. These wagons have a large carrying capacity.

For urban passenger traffic, two-axle motor cars of Czechoslovak production are used - wagon T-3.

Basic technical data of the T-3 car.

The length of the car on the couplers - 15 104 mm

Carriage height 3060 mm

Wagon width - 2,500 mm

Wagon weight - 17 tons

Wagon speed - 65 km / h

Capacity - 115 people

The electrical equipment of a tram car is divided into high-voltage and low-voltage.

Used in tram cars systems of direct and indirect control.

With a direct control system the driver, using a high-voltage device (controller), manually turns on the current supplied to the traction motors. Such a system is simple, but controllers designed for traction motor currents are bulky, inconvenient to operate, unsafe for the driver, since they operate under high voltage and do not provide smooth starting and braking of the car.

With a direct control system, the power circuit includes a current collector, a lightning arrester, an automatic switch, a controller, starting rheostats, and traction motors.

With an indirect control system the driver, using the controller, controls the devices that include traction motors. This makes it possible to automate the process of starting or braking the car, making it smooth, eliminating shocks associated with driver errors in control methods. However, this system is more complex and requires more skilled operation.

With an indirect control system, the power circuit includes a current collector, a lightning arrester, an automatic switch or an overcurrent relay, contactors and relays, a group rheostat controller or an accelerator, rheostats, inductive shunts, and traction motors. The car has an automatic indirect control system.

The car has power circuits, control circuits and auxiliary circuits (high-voltage and low-voltage). Power circuits are traction motor circuits. Control circuits are used to drive power circuit devices, braking equipment and a number of auxiliary circuits.

The control circuit diagram contains: a driver controller, low-voltage windings of the power circuit devices, various relays, an accelerator electric motor, electromagnets for drum brake drives, and rail brake electromagnets. The sources of current for all low-voltage circuits are the battery and the low-voltage generator of the engine-generator.

Driver's cab. All control devices of the car are concentrated in the cab. On fig. 1 shows the location of the equipment in the cabs of T-3 cars.

Rice. 1. The driver's cab of the T-3 car:

1 - battery switch on the rear wall of the cab, 2 - sound amplifier.1b. microphone. 4 - switches and buttons, 5 - signal lamps. 6 - button "Drive of the washing machine", 7 - air duct for front windows, 8 - ammeter, 9 - speedometer, 10-voltmeter, 11 - lamp "Mains voltage", 12 - lamp "Maximum relay". 13 - “Train break”, 14 - control circuit switch, 15 - interior lighting switch, 16 - heater fan damper rod, 17 - heating circuit shutdown button 18 - sandbox handle. 19 - heater switch, 20 - reversing switch handle, 21 - interior heating switch, 22 - heater damper lever, 23 safety pedal, 24 - brake pedal, 25 - starting pedal, 26 - fuse box, thermal relay, turn relay, buzzer, automatic heater switch, 27 - driver's seat

Location of electrical equipment on the T-3 car

On fig. 2 shows the location of electrical equipment on the T-3 car

On the roof of the car there is a current collector (Fig. 18) and a lightning arrester. Inside the car there are: the driver’s console, high and low voltage fuse boxes, relays and door mechanism motors, a controller with pedals - starting, brake, and also a safety pedal separately from the controller, heating elements (under the seats in the passenger compartment), thermal relays of the switch and direction indicators, reversing switch, instrumentation - ammeter, voltmeter and speedometer, switches, switches and warning lights on the driver's console.

1 - headlights; 2 - arrow circuit relay; 3 - turn signal relay; 4 - box with fuses; 5 - additional shield with fuses; 6, 12 - door mechanism drive; 7, 13 - door mechanism relay; 8 - current collector; 9 - lightning arrester; 10 – ammeter shunt; 11 - ovens under the seats; 14 - rear signal lights; 15 - a box of a battery switch; 16 - battery; 17 - arrow resistors and damper rheostats; 18 – electromagnetic drum brake drive; 19 - rail brakes; 20, 21 - clamping boxes; 22 - traction motors; 23 - accelerator; 24 - engine-generator; 25 - fuses of the arrow and high-voltage auxiliary circuits; 26 - box of contactor panel No. 1; 27 - box of contactor panel No. 2; 28 - box of contactor panel No. 3; 29 – line contactor box; 30 - side signal lights; 31 - inductive shunts; 32 - reversing switch; 33 - heater; 34 - safety pedal; 35 - controller; 36 - inter-car plug connection; 37 - driver's console

On the outer side of the body are located: turn signal indicators, side light signals, brake lights, headlights, plug contacts of inter-car connections.

Under the car body there are: an accelerator, an engine-generator, starting damper rheostats and switch circuit resistors, inductive shunts, contactor panels: 1st, 2nd and 3rd, a line contactor with an overcurrent relay, a battery box, a battery disconnector batteries and fuses of the low-voltage circuit (common and accelerator engine), common and arrow circuits (high-voltage auxiliary circuits).

Traction motors, terminal boxes for connecting wires of traction motors and for connecting wires of shoe brake drives and electromagnets of rail brakes, as well as wires for signaling the operation of brakes are located on the trolleys. In addition, in the driver's cab there is a battery disconnector and fuses connected in series with the fuses located at the battery disconnector under the car body.

On the ceiling of the cabin there is equipment for fluorescent lighting of the cabin, powered by the voltage of the contact network, and at the doors of the cabin there is an emergency braking button, covered with glass from accidental pressing.