Model creation
What can you say about this car? Probably only the fact that many people living in the post-Soviet space associate Tatra-T3 with the word "tram". Czechoslovakia supplied this car to 33 cities of the Soviet Union from 1963 to 1987. Tatra-T3 also worked in Czechoslovakia, the German Democratic Republic, Yugoslavia and Romania, but it was to the Soviet Union that 90% of all wagons produced were delivered.
The predecessors of the Tatra-T3 were the models with the T1 and T2 indices, produced in Czechoslovakia in 1954-1957 and 1957-1962, respectively. The design of these cars was borrowed from the American RCC trams produced in the USA in the 30s - 50s of the last century. The license was acquired from the Americans in April 1948, and in 1951 a prototype Tatra-T1 tram appeared. The manufacturer of this and subsequent models was the state-owned Tatra enterprise, the Smichov plant (part of the nationalized Ringhoffer Tatra concern). The electrical equipment of the cars was supplied by the ČKD Praha concern (ČKD is an abbreviation of the company name Česko-Moravska Kolben Danek). In 1955, the first experimental Tatra-T2 cars were created, and in 1958 their serial production began.
Work on the creation of a prototype Tatra-T3 carriage began in the second half of the 50s. In March 1959, the first draft of a new tram car was presented, which, after the necessary modifications, was transferred to the Tatra-Smikhov plant for implementation. When developing the project of the new car, the drawbacks of the two previous models were taken into account first. Considerable attention was paid to the wishes of the tram enterprises of the USSR, which operated T1 and T2 cars, since the Soviet Union was interested in the further import of cars from Czechoslovakia.
The new Tatra-T3 carriage had a number of significant differences from its predecessor - Tatra-T2. The widespread use of plastic as a body material in transport engineering, which began in the post-war years, was reflected in the Tatra-T3 body structure - the front and rear masks were completely made of laminated plastic on a reinforced base, which led to a decrease in the weight of the car and a change in the design of its front and the back. The car body was also lightened by the use of lighter body panels. The middle door, the former Tatra-T2 has narrower (1050 mm) than the front and rear, is equal in width to the rest of the doors.
In the cab, the instrument panel and the location of other controls have been completely redesigned, which has increased the ergonomics of the driver's workplace. The installation of a separate heater in the cab made the driver's workplace more comfortable in winter. The interior design of the earlier Tatra-T3 carriages resembled the Tatra-T2 in many ways, but the round lampshades were replaced by oblong ones, which gave the interior a more modern look. A novelty is the fluorescent interior lighting. Also, the Tatra-T3 car has roof ventilation hatches (which the Tatra-T2 lacked).
The changes also affected the electrical equipment of the car: it received a new type of accelerator TR-37, as well as the ability to work on CME in trains of three cars (Tatra-T2 could only work in two-car trains). The Tatra-T3 wagon electric motors were equipped with a forced ventilation system driven by a motor generator. The heating system has changed: special heating elements (heating elements) were placed in the passenger seat racks, while the Tatra-T2 cars used air from cooling the starting resistors to heat the passenger compartment. In addition to these most notable differences, the Tatra-T3 car also had a large number of minor design improvements compared to the previous model, designed to facilitate the operation and maintenance of the car.
Car prototype
The assembly of the prototype Tatra-T3 carriage began in the experimental workshops of the plant in January 1960. Despite the problems with the supply of plastic structural elements, the car was ready by August 1960. In the second half of August, the prototype was first presented at the International Fair in Brno, after which it was returned to Prague for testing. On June 21, 1961, the car was accepted into the balance of the Prague transport company and received the park number 6101. Unfortunately, the prototype of the Tatra-T3 tram was not saved for the Prague Museum of City Transport: in May 1985 the car was decommissioned and cut.
The prototype differed from future serial cars in the dimensions of the doorways (narrower middle door, as in the Tatra-T2), the design of the bogies, the presence of a rear route indicator identical to the front one, a different arrangement of controls and instruments in the cockpit, the design of the seats and the layout of the cabin (opposite the middle doors there was a playground for baby carriages). Also, in the experimental car, the lighting of the passenger compartment was low-voltage. In the course of operation, the car was almost completely unified with serial copies and later differed from them only in the width of the doorways.
Mass production
Serial production of the Tatra-T3 car began in the summer of 1962. By the end of the year, a total of 70 wagons were built for the Prague Transport Company. At the same time, serial production of Tatra-T2 trams ended: in the summer of 1962, the last batch was produced, which later arrived in Kiev.
In 1963, in addition to Prague, new Tatra-T3 cars were received by Brno and Kosice in Czechoslovakia, as well as Moscow, Sverdlovsk (Yekaterinburg) and Kuibyshev (Samara) in the USSR. At the end of the same year, new plastic seats were installed in two cars (Prague # 6303 and Moscow # 512) as an experiment. Since the summer of 1964, cars with plastic seats went into serial production. At the same time, the cities of Czechoslovakia soon began to buy cars exclusively with plastic seats, while in the USSR, up to the beginning of the 80s, separate batches of cars with seats upholstered in leatherette were received in the USSR according to the wishes of the customer cities. Plastic seats for Tatra-T3 cars were supplied by the Czech company Plastimat in three different colors: red, gray and yellow.
Until 1964, the glass for Tatra-T3 cars was supplied by the Belgian company Sekurit, then the Czechoslovakian Thorax began to deal with the glassing of cars. This is related to the change in the windshield: the Belgians supplied two curved windshields connected by a bar in the middle, the Czechoslovak company simplified the glazing, which began to consist of three glasses.
The ventilation of the passenger compartment was insufficient. A partial solution to the problem was to increase the vents in the side windows from 1/3 to 1/2 of the window. Cars with enlarged vents began to be produced in 1964. In 1964-1966, several Prague cars were experimentally operated with fans attached to the ceiling in the cabin. However, such a ventilation system did not go into mass production, since this required a significant change in the low-voltage network of the car. In 1970, a forced ventilation system was tested on the Prague car # 6449 with air intakes located in the front of the car on the sides of the route indicator and an air distribution system in the ceiling space. This system also turned out to be imperfect. A minor step towards improving the ventilation of the car was the reduction in the size of the roof ventilation hatches in 1982.
In 1964, it was decided to modernize the Tatra-Smichov plant and increase the production of Tatra-T3 trams. This was due to the interest in the products of the plant on the part of the Warsaw Pact countries and, first of all, the Soviet Union. The latter wanted to increase the number of imported Czechoslovak cars, but the existing plant was unable to meet the demand for tram cars in the USSR. In addition, in 1965 an agreement was signed with the GDR, which provided for significant deliveries of Czechoslovak cars to East Germany. In 1964-1967, a reorganization of production was carried out in order to optimize it. The car production was divided into three main sections: centralized bogie production, car body assembly section and final assembly section. A set of measures to increase productivity made it possible to achieve an annual output of 1000-1200 tram cars. However, the increase in the production plan had a negative impact on the quality of the plant's products. It is believed that the Tatra-T3 cars produced in 1964-1966 were of the highest quality, since by that time the plant had eliminated the shortcomings of the cars of the first series, and at the same time, the "race" to reduce the number of working hours spent on the assembly of one car had not yet begun ...
To increase the production capacity of trams, the plant completely abandoned the production of diesel locomotives, which were previously one of the main types of products. After the release of a large batch of shunting diesel locomotives of the T 334.0 series in 1965-1966, the plant fully concentrated on the production of tram cars. An exception was a batch of 17 EMU 89.0 electric trains delivered in 1969-1970 for the narrow-gauge Tatra railway (now located in Slovakia). It is curious that the design of these electric trains, which operated on the Tatra Railway until 2003, was largely borrowed from the Tatra-T3 tram car.
In the second half of the 60s, a number of changes were made to the design of the car in order to modernize it and simplify assembly. In particular, the insulation of wires began to be carried out with PVC winding, instead of fabric winding, as it was before. The SMD-16 motor generator made by MEZ Vsetin was installed on the cars, instead of the SS-16 made by ČKD, and the SA-781 contactors, which were still used on Tatra-T1 cars, were replaced by the SC-12 contactors. In 1966, the design of the side windows was simplified. Since 1968, the middle roof ventilation hatch began to open in the direction of the car. Also, a box was removed under it, directing the air flow, since impurities from the pantograph accumulated in it. In 1969, the arrangement of the rear lights changed from horizontal to vertical.
And in the future, the design of Tatra-T3 cars underwent minor changes until the end of production. So, since 1982, retractable steps for lifting to the roof "moved" from the middle door to the rear door (in the two-door Tatra-T3, previously supplied to the USSR, the steps were near the rear door). Since 1985, the car has an additional shunting control panel at the rear platform. In the same year, the outdoor lighting technology changed: instead of single oval shades, double square ones were used; brake lights also appeared.
In the 1960s, the Tatra-K1 and Tatra-K2 articulated tram cars were developed on the basis of the Tatra-T3 cars. The last of them went into series and was produced both for the domestic market and for export to the USSR, Yugoslavia, Egypt. Also, by order of the GDR, a Tatra-T4 car with a narrower body was created, in which the width was reduced from the standard 2500 mm to 2200 mm. These cars were supplied to those tram farms where the width of the inter-track gaps and the overall dimensions of the curves did not allow the use of cars with a standard width. Later Tatra-T4 cars were also delivered to the USSR (only to farms with a 1000 mm gauge), Yugoslavia, Romania.
By the early 70s, Tatra-T3 trams were outdated both in terms of equipment and car design. In the 70s, experimental models T5A5 and T5B6 were created, on which high hopes were initially pinned as a possible replacement for the outdated T3, produced for Czechoslovakia and the USSR. However, the Tatra-Smikhov plant was an outdated enterprise with a shortage of production space. The start of serial production of new generation cars required a reorganization of the entire production process, which would entail a temporary decrease in capacity, and, consequently, a violation of obligations to supply cars to importing countries. In addition, the main customer, the Soviet Union, was not ready to purchase more expensive new generation cars. Ultimately, Tatra-T3 remained the main product of the plant until the second half of the 80s. The cars of the "5th generation" went into serial production: from 1978 to 1984, 322 double-sided cars of the T5S5 series were delivered to Budapest. However, the main innovation of the 70s, the thyristor-pulse control system, was never implemented on this model.
Thus, by the end of the 70s, it became clear that, given the existing production facilities, there could be no talk of modernizing the assembly process and switching to mass production of new generation cars. In 1978, the development of a project for a new plant in the Prague district of licin began. The construction of the plant started in 1981, but it progressed rather slowly. The first stage of the facility was completed in 1988, while the construction was completed in 1996. In the early 90s, the project of the plant, designed for the mass production of wagons for the CMEA member countries, had to be changed due to new market needs. In fact, the original project of the giant tram company was only partially completed. The old factory in the Smichov district of Prague was closed in the early 90s. Gradually, its buildings fell into complete decay and in 2000 they were demolished, and a modern shopping and office center was built in their place.
The closure of the old plant was preceded by the end of production of Tatra-T3 trams. In 1985, the serial production of T6B5 cars for the Soviet Union began, and in 1988 - T6A2 and B6A2 for the GDR. Serial production of Tatra-T3SU and Tatra-T3D trams ended in 1987 and 1988, respectively, and in 1989 the last Tatra-T3SUCZ cars for Czechoslovakia rolled off the assembly line. In 1995-1997, 38 Tatra-T3 bodies were produced without equipment. 18 of them were ordered by the Prague Transport Company to replace the bodies of T3M wagons (modernization of Tatra-T3 at the end of the 70s), which had exhausted their service life. Another 20 bodies were delivered to Ostrava, where trolleys from the old T3 and TISU TV-8 were installed on them.
Modifications of Tatra-T3 trams
Tatra-T3CZ (1962-1976)
Modification for the domestic market. Tatra-T3CZ cars had an incomplete partition of the driver's cab, single seats along both sides in the cabin. There were no seats at the back. Depending on the wishes of the customer city, Tatra-T3CZ cars could be equipped with a special conductor's seat, located on the left side between the first and second doors. An individual heater was installed at the conductor's workplace. The conductor also had an auxiliary control panel with buttons for opening the car doors and emergency braking.
Tatra-T3CZ cars produced in 1962-1963 had a narrow, elongated front route indicator. Since 1964, the route indicator has become square. At the same time, the plate with the route number was inserted along special guides outside the route indicator.
Tatra-T3CZ were delivered to all cities of Czechoslovakia where tram systems existed until 1976. Subsequently, the production of this modification was discontinued for a number of reasons. By the second half of the 70s, the domestic market was fully saturated, in addition, it was planned to significantly reduce the tram network in Prague and gradually transfer the cars of the capital's fleet to other tram enterprises. By the beginning of the 80s, it was planned to start producing cars of a new generation, which were to replace the Tatra-T3CZ. However, these plans were not destined to come true, and the tram network of Prague, fortunately, has undergone only a slight reduction. Therefore, since 1982, Tatra-T3 cars began to arrive in Czechoslovakia again, albeit with another modification - T3SUCZ.
In the 70s, the practice of modernizing old Tatra-T2 cars with the installation of Tatra-T3 electrical equipment was also widespread in Czechoslovakia, as well as the purchase of Tatra-T3 bodies without equipment by transport companies for the subsequent installation of Tatra-T1 and Tatra-T2 cars on them. whose body life has come to an end.
Tatra-T3SU (1963-1987)
The modification for the cities of the USSR became the most massive in the history of the plant: over 25 years, 11368 Tatra-T3SU cars were produced, which worked in 33 cities of the Soviet Union. Moscow alone purchased 2,069 wagons for the specified period.
However, in the early years, Tatra-T3 entered the Soviet Union in rather modest quantities. Since the beginning of the production of the modification in 1963, only Moscow, Sverdlovsk (Yekaterinburg) and Kuibyshev (Samara) received these cars; from 1964 Kiev joined them. Thus, new Czech wagons were received by the same cities that previously purchased Tatra-T2 wagons, with the exception of Rostov-on-Don. The situation changed in the second half of the 60s, when the Tatra-Smikhov plant, after the reorganization of production, significantly increased the production of trams. Since 1965, Tatra-T3SU cars began to arrive in Tula, and in 1966 Czech cars were received in six more cities of the USSR (Zaporozhye, Izhevsk, Kursk, Odessa, Ulyanovsk, Ufa). In 1967-1968, the geography of T3SU supplies expanded to as many as 12 cities (Barnaul, Volgograd, Volzhsky, Dnepropetrovsk, Donetsk, Zhdanov (Mariupol), Irkutsk, Kalinin (Tver), Kramatorsk, Novokuznetsk, Rostov-on-Don, Kharkov). In the 70s, T3SU began to receive tram farms in Voronezh, Gorky (Nizhny Novgorod), Dneprodzerzhinsk, Ordzhonikidze (Vladikavkaz), Orel and Riga, in the 80s - Grozny, Krasnodar, Tashkent. A batch of 50 Tatra-T3SU cars arrived in 1986-1987 for the Kryvyi Rih high-speed tram, while on ordinary urban routes in this city, only Ust-Katavsky-made cars were used. Thus, until the end of the release of the modification in 1987, most of these cities regularly received Tatra-T3SU cars. The total number of trams supplied from Czechoslovakia to the USSR was several hundred cars annually.
The Tatra-T3SU cars differed from the basic Tatra-T3CZ modification by the presence of a closed partition of the driver's cab, as well as enhanced interior heating. In winter, the heat from the starting-brake rheostats could be directed through special heating channels to the interior, and in the summer, it could be released outside. On the starboard side of the cabin there were double, not single, seats. Three seats were installed in the back deck. In the middle of the doorways there were handrails, which were abandoned in Tatra-T3CZ cars, as they interfered with the entry of baby carriages into the salon. The electric pantograph control drive was recognized in the USSR as unreliable, therefore, since 1964, on Tatra-T3SU cars, it was replaced by a mechanical one (the so-called "rope" in the driver's cab). Until 1970, the route indicator was narrow and elongated, later - square, with a route number tab on the inside.
In the 70s, Tatra-T3SU carriages operating in accordance with CME had the opportunity to combine the high-voltage circuits of the leading and driven cars. For this, so-called "birdhouses" appeared on the roof of the cars in the front and rear parts for passing the inter-car power cable. There was no longer a need to raise the pantograph on the second carriage of the train. Interestingly, in Czechoslovakia itself, similar Tatra-T3 trains with combined high-voltage carriage circuits were tested, but this solution was found to be unsafe there and was not put into practice. In the future, the USSR not only received new cars with a modified high-voltage circuit diagram, but also re-equipped the old ones during the overhaul.
Until the second half of the 70s, two-door wagons were supplied to the Soviet Union, which was associated with the peculiarities of travel in public transport. The passenger, entering the cabin through the back door, was obliged to pay the fare for the conductor or, in the case of non-conductor service, leave the money at the ticket office, which was on the back landing. The exit was through the front door. In the 70s, such a system became obsolete, and the operation of two-door cars turned out to be impractical and inconvenient for passengers, especially during rush hours. Therefore, since 1976, three-door cars have been supplied to the USSR: first to Ukraine and Latvia, and since 1977 to Russia. The last two-door cars arrived in Ulyanovsk at the beginning of 1978.
Out of 33 cities of the USSR, where Tatra-T3SU cars were delivered from the plant, not all of them successfully coped with the operation of Tatra-T3SU cars, which at the time of delivery were much more complicated than their domestic counterparts at the time of delivery. So, Kramatorsk, having received two cars in 1967, soon transferred them to Mariupol and then purchased only Ust-Katavsky cars. Mariupol and Grozny refused to operate Tatra-T3SU. The work of these cars in Voronezh was unsuccessful - by the beginning of the 90s, most of them were retired from operation, having worked on the city's routes for no more than 10 years. But most of the cities of the former USSR, which received Tatra-T3SU, still continue to operate these cars, despite the fact that the age of even the youngest of them is over 20 years old. Unfortunately, in most of the tram enterprises of the former Soviet Union, the condition of Tatra-T3SU cars is unsatisfactory, both due to the lack of adequate funding, and due to the negligent attitude of the employees of the tram enterprises to the rolling stock. While in the Czech Republic and Slovakia, wagons of the 60s and 70s of production, which are in excellent condition, continue to operate, in the countries of the former Union Tatra-T3SU of the early series are almost completely decommissioned.
Tatra-T3D and Tatra-B3D (1968-1988)
In 1965, following the results of the trial operation of three Prague Tatra-T3 cars in Dresden, an agreement was signed with the GDR, according to which the German side planned to further curtail the production of obsolete Gotha trams and switch to purchasing trams made in Czechoslovakia. The closure of tram production in the GDR in 1966 was so hasty that over the next two years, Gotha cars continued to be produced at the Tatra-Smichov plant under the indices T2D (motor car) and B2D (trailed car). At the same time, prototypes of T3D and T4D cars, developed specifically for the GDR, were tested. Their serial production began in 1968.
The differences from the basic modification of the "German" T3s were quite serious: the cars were equipped with accelerators of a different type (UB-13 instead of TR-37), more powerful electric motors (TE-022 with a power of 43 kV); accordingly, the power of the fan motors has been increased. The cars were connected to each other by means of an ESW coupler (the so-called “Scharfenberg coupler”). The interior lighting was low-voltage, carried out by 24 V incandescent lamps. In addition to two sandboxes above the front bogie, as in the standard version, the Tatra-T3D also had two sandboxes above the rear bogie. Outside, near the doors, there were buttons for the signal to open the doors, which was dictated by the peculiarities of travel in urban passenger transport in the GDR. The cabin was separated from the cabin by an incomplete partition; single seats were located along both sides.
Since 1973, Tatra-B3D trailers with non-motorized bogies and without high-voltage equipment have also been produced for Tatra-T3D motor cars. They had their own heating and interior lighting systems, brakes and light alarms. The low-voltage system of the trailer was “powered” through the ESW coupler. The driver's cab in the Tatra-B3D trailers was absent, in its place was a storage area for passengers with a box of low-voltage electrical equipment in the front.
In the GDR, Tatra-T3D and Tatra-B3D were operated on trains of two (T3D + B3D) or three (T3D + T3D + B3D) carriages. The first version of the coupler got the popular name Minizug ("small train"), the second - Grosszug ("big train"). Tatra-T3D and Tatra-B3D were delivered only to two cities of the GDR - Karl-Marx-Stadt (now Chemnitz) and Schwerin. Regular deliveries lasted until 1988 inclusive. In addition, two T3D + B3D trains were delivered in 1982 to Osijek, Yugoslavia.
Most of the Tatra-T3D and Tatra-B3D cars, both original and modernized, were sold upon completion of operation in the 1990s and 2000s to the countries of the former Soviet Union, in particular, to cities such as Alma-Ata, Vladikavkaz , Voronezh, Daugavpils, Dnepropetrovsk, Tula, Ufa. It is curious that Alma-Ata and Daugavpils have never received Czech-made wagons before.
Tatra-T3YU (1967-197?)
Tatra-T3 cars in the modification for Yugoslavia were full analogs of Tatra-T3CZ trams. Only on the cars supplied to Sarajevo, the pantograph was located above the rear bogie, which was due to the peculiarity of the location of the serial air contacts of the automatic switches in this city.
At first, high hopes were pinned on the mass production of the Tatra-T3YU, but in fact, only two cities, Sarajevo and Osijek, began to buy these cars. Sarajevo already in 1969 completely switched over to purchases of Tatra-K2YU articulated wagons, having received a total of 20 T3YU wagons. Osijek, being a city with a population of 90,000, bought cars in very small batches. Most Tatra-T3YU cars in Osijek, having undergone modernization in Czechoslovakia in the 2000s, are still in operation. Tatra-T3YU wagons in Sarajevo are decommissioned.
Tatra-T3R (1971-1974)
The cars of the "Romanian" modification were almost complete analogs of Tatra-T3D, except that their electrical equipment was adapted to operate in a network with a voltage of 750 V (the nominal voltage of the tram network in Romanian cities). In particular, they were equipped with the UB-17 accelerator.
Tatra-T3Rs were delivered to only one city in Romania, Galati, which received a total of 50 wagons. Despite the disgusting quality of service of the tram fleet, some of the carriages held out on the run until the early 2000s. The more common model in Romania was the Tatra-T4, which was operated in five Romanian tram systems.
Tatra-T3SUCZ (1982-1989)
Since 1976, the production of Tatra-T3 cars for Czechoslovakia has completely ceased. It was expected that after two or three years, ČKD will start producing cars of a new generation. But this did not happen, and in 1982, due to the critical situation with the renewal of rolling stock, the Tatra-Smikhov plant again began to supply Tatra-T3 trams to the cities of Czechoslovakia.
In order to save money, it was decided to supply cars to Czechoslovakia that were maximally unified with Tatra-T3SU cars. The cars produced in 1982 were an exact copy of the T3SU, but since 1983, cars with the usual seating arrangement began to arrive in Czechoslovakia (in one row along both sides and without seats on the back platform). The 1987-1989 Tatra-T3SUCZ cars were equipped with a windshield washer and a button for opening the front door from the outside.
Like Tatra-T3CZ, Tatra-T3SUCZ entered all trams in Czechoslovakia without exception. Although the latter planned to switch to the procurement of new generation cars back in the 70s, it was the Tatra-T3SUCZ cars that became the last Tatra-T3 trams that came out of the gates of the enterprise in 1989, because the production of Tatra-T3SU ceased back in 1987, and Tatra-T3D - in 1988.
Technical description.
Tatra-T3 is an all-metal one-way four-axle motor car. The car frame is all-welded, made of stamped and rolled steel profiles. The outer skin of the Tatra-T3 car body is made of steel sheet 2.4 mm thick and welded to the frame struts. Front and rear fiberglass masks are bolted to the frame. Self-extinguishing fiberglass in the base contains refractory inclusions that can extinguish the resulting fire. For lifting to the roof of the car there are folding steps installed in the side pillars of the body. The car roof is covered with a dielectric rubber mat. In the lower part of the body there are boxes with electrical equipment: main and auxiliary contactors, line contactor, accelerators and batteries. The contactor boxes, which were separate in the previous model, are combined to facilitate the maintenance of the contactor panels.
Due to the widespread use of fiberglass, it was possible to reduce the weight of the car, but it should be noted that this also has a number of negative consequences. The adhesion of the car wheels to the rails is reduced, which is why in rainy weather the tram often literally "slides" on the rails. This has two effects: uneven wheel grinding and wavy rail wear. To eliminate the first of them, tram farms that operated Tatra-T3 cars purchased special machines for grooving wheelsets directly on the car. The undulating wear of the rails forced many farms (including Kharkov) to acquire special rail-grinding cars.
The inner lining of the walls and ceiling of Tatra-T3 cars is made of laminated plastic sheets (during repairs, especially in the cities of the former Soviet Union, it was often replaced with cheaper materials). The carriage floor is made of plywood and covered with a rubber mat. In the cabin there are seats for passengers, as well as sandboxes with a mechanical drive (under the two front seats). Interior ventilation is carried out through roof ventilation hatches and window vents. The interior is heated by heating elements with a voltage of 220 V and a power of 200 W each, located under the bases of the seats and in the air duct on the right side of the passenger compartment. The Tatra-T3SU cars are also heated from the heat dissipated on the accelerator and starting resistors through the air ducts. The driver's cab is heated by an electric heater. For interior lighting, fluorescent lamps with a voltage of 220 V and a power of 30 W. were used. The carriage doors are screen doors, with an electric drive and a lever transmission.
The car body is mounted on two biaxial bogies of the bridge structure, which rotate freely around the so-called main pins welded to the car frame (single suspension). Two longitudinal beams and two bridges constructively form a frame on which the rest of the bogie is mounted. Traction motors, gearboxes, mechanical and rail brakes are also suspended on the trolley. On the front bogie of the car, guide devices for the sleeves of the sandboxes are attached to the longitudinal beams. Wheel covers made of sheet steel are used to protect electrical equipment from the ingress of water and dirt sprayed by the wheels when driving.
The Tatra-T3 cars are equipped with TE-022 traction motors of sequential excitation with independent suspension (one for each axle of the car). Until 1966, electric motors TM-022, similar in design, but with a lower class of insulation, were installed on the cars. Electric motors TM-022 and TE-022 have a forced ventilation system: two fans are installed on the motor-generator shaft, which suck air from the atmosphere through the louvers in the left wall of the car and send it along the ventilation chutes. In this case, one air stream cools the accelerator, and the other cools the traction motors.
The torque from the traction motors to the wheelsets is transmitted by the cardan shaft and the axle gearbox. Several types of gearboxes were installed on Tatra-T3 cars: two-stage with a flat transmission - for routes with a flat track profile; two-stage with mountain gear - for routes with a complex track profile; single stage with hypoid gear - for routes with a slope up to 80 ‰. Cardan shafts of Tatra-T3 cars are made with rubber elastic inserts.
The car control system is indirect. When the accelerator pedal is depressed by the driver, the line contactors come into contact with the accelerator, which is controlled by the limit relay. The relay maintains a constant speed depending on the position of the pressed pedal. With electric braking, the functions of the accelerator and the limit relay are the same as for acceleration, the respective circuits are controlled by the brake pedal.
The Tatra-T3 car accelerator regulates the current flowing through the traction motors. It is a modified rheostat controller combined with starting and braking rheostats. The accelerator, which automatically removes the starting-brake rheostats, ensures smooth start-up and smooth braking of the car. A large amount of heat is generated in the starting and braking rheostats of the accelerator during the operation of the car. To prevent overheating of the accelerator, its elements are continuously cooled by air supplied by the fans of the motor-generator. In the cold season, the air heated by the accelerator is supplied through the grooves to the car interior for heating; in the warm season, the damper closes and warm air is discharged outside (under the car body). One of the most common causes of a car breakdown is associated with the accelerator: the so-called sticking of the accelerator's “fingers” or “welding” of the contact of one of the fingers to the slip ring due to an accidental inrush current in the power circuit. This leads to short-circuiting of part of the accelerator resistors and, as a result, to sharp jerks during the acceleration and deceleration of the car.
The brake mechanism of the car is of a drum type with an external arrangement of brake linings. The car is equipped with three types of brake drives - electrodynamic, shoe and electromagnetic (rail). The shoe brake serves as a parking brake, and a rail brake serves as an emergency brake. The functions of the electrodynamic brake and the shoe brake are carried out by means of the brake interlock relay. The rail brake is independent of the other two (powered by rechargeable batteries). It is an elongated electromagnet, which with its lower part is attracted to the rail with great force, which creates a braking force. The prototype and some production cars were equipped with a safety pedal, which had to be depressed while driving, otherwise the car would automatically stop.
Auxiliary low-voltage circuits of the car (24 V) are used to drive door and wiper mechanisms, lighting, heating the driver's cab, as well as external and internal electrical alarms. The motor-generator SMD-16Ab of the Tatra-T3 carriage is designed to generate a low voltage current, as well as to drive the fans supplying air for cooling the starting brake rheostats and traction motors. The motor generator consists of a series excitation motor and a parallel excitation DC generator. Two fans are mounted on the same shaft with the motor armature. The motor-generator is attached to the car body with bolts with rubber gaskets. After installation, it is closed with lids and bulwarks. The motor generator is the main source of noise in Tatra-T3 cars, causing an unpleasant hum and sometimes vibration, especially when standing at stops.
To power the low-voltage circuits of the car in the absence of high-voltage voltage (with the motor-generator turned off), a storage battery is used, recharged using a special low-voltage charging generator. A Tatra-T3 car is equipped with a KN-100 (cadmium-nickel) or ZhN-100 (iron-nickel) battery with a capacity of 100 Ah. The battery is made up of 17 batteries connected in series.
Tram car T-3/1963 N506, 39 -th route,
Sadovnichesky passage.
(Photo Alexandra Kirsanova)
Tram car T-3/1963 N501, 3
-th route,
Simferopol boulevard
(Photo Alexandra Kirsanova)
M Oskov kids in the early 80s, having heard the word "tram", never thought about the type of carriage. The trolleybuses were different: the bass "round" old ZIU-5 and the newfangled "three-door" with an angular body ZIU-9, buses were not inferior to the "assortment". But there was only one type of tram. And there was no need to even designate this kind: "after all, there are simply no other trams!" So it seemed to the children walking to the nursery and gardens. Indeed, for almost a decade - from the disappearance of Tatra-2 in May 1981 until the arrival of the first KTM-8K in May 1990 - passengers could use (with a few exceptions on strictly defined routes) only Tatra-3 cars. Perhaps the most indicative in this sense is the network of the North-West of Moscow, where since the disappearance of the last KM line cars in the country in 1974, there has not been a massive supply of a single new model. Probably, there are passengers of routes 6 and 27 who have never seen any other tram car in their life, except for Tatra-3 and its modernized versions.
H Let's go back to the early 60s and be transported to Czechoslovakia, home of one of the most famous types of tram cars in the world.
| THE APPEARANCE OF TATRA-3 |
IN Soon after the start of mass production of Tatra T2 cars, the ČKD Tatra-Smichov Praha concern started developing a new model - Tatra T3. T3 cars were, like their predecessors T2, four-axle motor tram cars with a body having a rigid all-metal structure. The body consisted of a frame and stamped roof and side frames with sheets of side skin and roof welded to them. The front and rear windshields of the T3 car body were entirely made of fiberglass (fiberglass laminate), which was a revolutionary technical solution at that time. Only the technology of gluing figured body parts made of fiberglass made it possible to create a fundamentally new design of the car, in fact, for a long time ahead of its time. Using the same technology, the control panel was made to the full width of the cab, which was not previously available on the tram. These solutions also contributed to a reduction in the weight of the wagon while maintaining the same capacity.
NS the T3 rototype was tested in Prague in 1960. In addition to the body, in T3 compared to T2, the electrical equipment and heating system were changed. If in the previous types, air from cooling the starting resistances was used to heat the passenger compartment, then in the first T3 heating elements were placed under the passenger seats.
| T3SU - MODEL FOR USSR |
NS After the successful export of T2SU cars to the USSR, a long-term contract was signed for the supply of T3SU cars. The first cars for the USSR were delivered to Moscow at the end of 1963, and over time, the number of cities in the USSR, whose residents experienced all the advantages and disadvantages of the Tatra Mountains, reached 34. Until 1978, only two-door cars were supplied to the Union, and then, at will customer, and three-door. But just like the previous T2SU models, the T3SU had a closed driver's cab, and the electrical equipment of the cars was adapted to work in especially harsh climatic conditions. Throughout the history of the tram, the T3SU model turned out to be the second in mass production (from 1963 to 1987, a total of 11368 T3SU cars were produced), yielding primacy only to Soviet KTM 71-605 cars (a total of more than 12,500 cars were produced). The "medal" of this record also has a downside: the USSR, as the largest customer of the Tatra plant's products, for a long time insisted on the supply of this unchanged type of product, which greatly slowed down the creation of a new type of T5 tram car.
| PLUS COUNTRY TATROFICATION |
IN only a couple of years of operation of Tatra cars in the USSR made a truly revolution in the fate of the tramway in the USSR: if in the mid-50s, the constantly improving RVZ cars were considered the most promising, for which it was even planned in Moscow to build a new tram depot in Khovrino, now, in the very At the beginning of the 60s, it was obvious to everyone that the Tatra in the USSR had a great future. If the appearance of T1 cars was, perhaps, not even a "trial balloon", but almost an accidental coincidence (for Rostov-on-Don with its Stephenson tram track of 1435 mm, it was somewhat logical to take imported cars), if "running in" the operation of Czech cars in our specific weather and social conditions (therefore, they probably did not arrive immediately in Moscow, but were initially tested by practice in Kuibyshev and Sverdlovsk), then T3 cars from the very beginning of production in 1963 entered Moscow, which later became the most "tattooed" city in the world.
T In time, Czech cars were primarily counted on by those cities where the previous Tatra models were already in operation, therefore, after Moscow, T3s were first delivered to Kiev, Kuibyshev and Sverdlovsk in 1964 (Leningrad, which operated T2 cars on an experimental basis, refused to further purchase Tatra cars, two of their only T2 cars to Volzhsky). The first city to receive a completely new Czechoslovak technology was Tula - the only city in which T3 appeared in 1965. In 1966, T-3s came to Zaporozhye, Izhevsk, Kursk, Odessa, Ufa, Ulyanovsk. Beginning in 1967, supplies of Tatra-3 became massive: this year, 13 cities of the USSR turned out to be "tatrified" at once. Krasnodar (1980), Grozny (1981), Tashkent (1983) and Krivoy Rog (1986) received Tatra-3 last. In total, Tatra-3 cars were operated in 34 out of 113 tram enterprises in the USSR.
IN agons Tatra-3 still make up a very significant part of the rolling stock of the cities of the post-Soviet space. Almost all cities that seriously exploited Tatra-3 did not take these cars out of service, although they have been written off since 1981, when the last T2 cars left in Moscow. With the onset of the crisis of the 90s, part of the cities began to gradually switch to the cars of the Ust-Katavsky plant and rebuild their base for their operation, while others were "in love with the Tatra" and under no pretext did not want to part with it, reanimating the cars and operating them in one and a half to two times longer than the manufacturer regulates, purchasing old cars in other cities, mainly in Moscow (the main consumers of Moscow T3s are Odessa, Tula, Orel). In addition, various new modifications were created based on the T3 (this was done, for example, in Moscow, Volgograd, Riga, not to mention the Czech Republic, but you can write an independent article about this). In recent years, some farms have purchased used T3D and T4D cars from the former GDR.
AND It was the Tatra-3 cars that fully brought a kind of split into the community of Soviet tram enterprises: some cities became "fundamentally Tatra", operating only CKD cars on passenger lines (including Moscow, as well as Kiev, Sverdlovsk, Tula, Orel, Volgograd and many other cities), some - "fundamentally domestic", which did not have a single Tatra and carry out transportation by KTM cars and the timeless RVZ-6 (Alma-Ata, Baku, Vladivostok, Yerevan, Kazan, Smolensk, Tbilisi, Chelyabinsk, Khabarovsk and others ), but there were also tram farms operating simultaneously on domestic wagons and CKD products - sometimes in large farms each depot specialized in one thing, and Tatrovskie and Kateemovskie: districts (Voronezh, Gorky, Krivoy Rog and other).
NS The last T3 cars were delivered to almost all "Tatra" cities of the USSR until 1985-87. The exceptions were Kramatorsk, which received only two cars in 1967, Irkutsk, which purchased all of its 30 T3 cars in 1967-68, Zhdanov (Mariupol), which stopped purchasing since 1975, and Volzhsky, which received the last T3 in 1980. The reasons for the refusal of these cities from Tatra cars were both the lower reliability of these cars, the exactingness of the quality of the tracks, the complexity of maintenance, and difficulties with the supply of imported spare parts, although in reality the Ministry of Public Utilities was involved in the distribution of rolling stock and it is impossible to say with certainty how much it listened to the wishes of each tram company. Earlier, the operation of T3 was completely stopped in three cities of the former USSR - Kramatorsk, Irkutsk and Mariupol - precisely because of the early termination of T3 supplies to these cities. The tram does not work in Grozny. With the passage of time, an increase in the wear and tear of rolling stock, a reduction in tram traffic, the operation of T3 gradually stops in other cities (according to some information, in Tashkent).
| FEATURES OF OPERATION |
T3 had significant advantages over domestically produced cars. The operators were pleased with Tatra - the imported car had a higher quality of components and assembly. The design of this car still does not look outdated, and in the 60s it was a completely new style that embodied all the latest achievements of technical thought of those years. In particular, it owes its impressive appearance in large part to the huge curved glass, which made it possible to move from the numerous flat glass edges of the T2 body to the streamlined forms of the T3 continuous panoramic windshields. In general, the T3 continued the best traditions of the T2 quality - they had a soft and quiet ride, an indirect control system, the accelerator allowed smooth acceleration and deceleration.
H The main highlight of the T3 was the fluorescent lighting of the cabin, which was absolutely unknown to the domestic passenger at that time. This opportunity was not possessed at that time by any type of urban passenger transport. Even after the appearance of T3, fluorescent lighting on the bus and trolleybus did not appear soon and was implemented very badly: having appeared on the LIAZ-677 buses, it is usually not used due to the instability of the voltage supplied by the bus generator. On the trolleybus, it is still a rarity.
H Heater heating may also seem to be an advantage (heated air is thrown into the cabin with force): thanks to this, the humidity in the cabin was always normal and the windows were almost never covered with frost. In many respects - smoothness and noiselessness, fluorescent light, absence of noisy pneumatics - the T3 tram gave 100 points ahead not only to domestic trams, but also to any buses and trolleybuses that were operated at that time on the streets of USSR cities.
O however, we must not forget about the shortcomings, largely inherited from T2. Due to the more complex structure, the Czechoslovak cars remained less reliable than, for example, the domestic MTV-82. The smoothness provided by the accelerator had to be paid for by frequent breakdowns of cars on the line: sticking of the accelerator fingers continued to be its "Achilles heel". Recall that the essence of this defect consists in "welding" the contact of one of the fingers to the slip ring due to an accidental inrush current in the power circuit. As a result, part of the accelerator resistors is short-circuited, which makes the start and braking of the car essentially rheostatless. In practice, this manifests itself in the form of sudden sudden jerks both during start-up and during braking. Naturally, a car with such a malfunction immediately goes out of motion, which causes legitimate indignation of passengers.
H Often there were cases of failure of the Tatras for other reasons, for example, due to the failure of a motor-generator or one of several dozen contactors and relays. In many cases, this was a consequence of the usual inexperience of drivers who switched to new equipment for themselves. And yet, with the increase in complexity, the number of parts and assemblies increased, and, consequently, the overall reliability of the car decreased (with an increase in the number of nodes, the probability of failure of one of the system nodes increases).
H Unpleasant, although indispensable for that time, was a motor-generator that converts 600V DC supplied from the mains into 24V for the auxiliary mains. The motor-generator causes a continuous hum even in a stationary carriage, and when the bearings are worn down, a significant and very unpleasant vibration is added to the hum. In times of crisis (early 1990s), even in Moscow, there were carriages in the middle of which it was impossible to sit because of the monstrous vibration at stops, when the motor-generator reached maximum speed at idle speed. At RVZ, current conversion was carried out through a battery and was quite dangerous, on the other cars, control was direct and there was no need for a low-voltage network. Today, voltage reduction is performed by a static converter.
D Traction motors also failed quite often, especially in spring and autumn, when a lot of water was collected on the rails. For this reason, in one of the springs of the early 70s, the depot them. Apakov was even forced to "lease" the depot. Kirov, a dozen MTV-82 - so massive was the Tatras' retirement from traffic due to the flooding of the engines with water. All of the above explains why the previously rare picture of one car being towed by another turned into an everyday one, when some "old man" MTV, who did not know any breakdowns, was dragging the newest Tatra along with him.
E Another important problem was skidding and slipping of the car wheels. T3 managed to be made not only light, but even too light car. Because of this, the adhesion of the wheel to the rail was reduced, and in wet weather, and especially in leaf fall, the movement of T3 on the rails sometimes resembles the movement of a skier - sliding with locked wheels (the phenomenon is observed primarily when braking). This immediately caused two extremely unpleasant problems: firstly, the locked wheel was erased in a fixed position (along the chord), a so-called "flat" was formed - the wheel became more and more "square". Such a car, when moving, emits a characteristic knock. The most annoying thing is that the flat has a tendency to grow - the wheel is blocked exactly on the worn-out place, and over and over again grinds down here more and more, so it is extremely unpleasant to ride in such a carriage. The only way to get rid of the "flatness" is to groove the wheelsets - to grind the wheel along the entire rolling circle to a uniform round state. Before the Tatras, the USSR did not know what "wheelset grooving" was, but the experience of operating the Tatras made all depots eventually acquire special machines in Czechoslovakia for periodically grooving wheelsets right on the carriage.
IN Another consequence of the sliding of the wheels on the rails was a sharply increased wear of the rails themselves, on which characteristic "waves" (wavy wear) began to form. Such paths were very common in Moscow in the 1970s and 1980s. The movement of any, even a serviceable car with grooved wheels on them caused an incredible rumble and rattling. Thus, the cars spoiled the tracks, and the spoiled tracks loosened up the cars. In part, all of the above can be explained by two reasons: the absence of two-stage cushioning on the Tatra bogies, which, by the way, was even on the outdated 2DS bogies of MTV-82 cars, as well as the widespread continuous concreting of rails at that time without any shock absorbers. For the sake of fairness, we note that although the T3 bogies are designed on the basis of the bogies of the RSS cars (and they are often called "RSS bogies"), in the American cars the suspension was double.
WITH the modern passenger can clearly see the drawbacks of the Tatra's body: low windows, high floor. In 1963, the height of the windows in the RVZ cabin and, moreover, MTV was not at all great, and the fashion dictated relatively low window frames starting from the American RCC (small oval "MTV-style windows" above the main windows, which appeared for the first time on the RCC, No wonder they called "standy windows" - "windows for standing": "ordinary" windows ended at chest level of standing passengers). The same was the height of the windows in the Skoda 9Tr trolleybuses and buses of that time. This was not least due to the savings on glass: small glass is cheaper, and it is more difficult to break it with a stone. Today, after the huge windows T6, T7 and KTM Tatra-3 seems low and cramped.
WITH Today you will not please anyone with three doors in the salon, although back in 1963 the standard was not even three, but two doors. This "two-door vow" was maintained for many years on the T3SU and was broken only on the car, which was ahead of its time - M-38 (non-standard door configurations were encountered earlier on some "wooden" four-axle cars). And hot-air heating cannot be called the most successful: the windows do not freeze, but the passengers themselves freeze. It's not very pleasant to watch air being blown into the cabin through the mud squishing on the floor. The cars of the Ust-Katavsky plant with stoves under the seats turn out to be warmer.
T Thus, a significant part of the car's shortcomings was due to the imperfection of the element base of that time and objective conditions: there were no alternative means of achieving the advantages provided by this car at that time, and many solutions that seem necessary today and even acquire the standard level were not economically justified in that time.
O The fate of T3 in the USSR, about the huge role and the incomparable influence that this model had on the Soviet tram, you can write an interesting book. Let's hope that a similar edition will appear someday. As part of this article, we will try to describe the history of the appearance and operation of Tatra-3 cars in Moscow.
NS The continuation follows! Any comments would be greatly appreciated.
| TECHNICAL AND HISTORICAL CHARACTERISTICS IN FIGURES |
- Years of release - 1960-1989
- Years of operation in Moscow - 1963-present
- Issuing company - CKD Tatra-Smikhov
- Places in total - 110 (T-3 SU - 95 )
- Seats - 23 (T-3 SU - 36 )
- Engine's type - TE 022
- Engine power, kW - 4x40
- Length by coupling devices, m - 15200
- Body length, mm - 14000
- Body width, mm - 2500
- Car height, mm - 3050
- Carriage base, mm - 6400
- Trolley base, mm - 1900
- Max. speed (km / h) - 65/55
- Wagon numbers - 156, 481-2222 except 2170, 5000-6016
| SOURCES |
1. Memories and photographs Alexandra Kirsanova
2. Data on rolling stock Alexandra Shanina and Aare Olander
3. Site Tatra tram cars (http://www.strassenbahnen-online.de/tatra), translated from German Vadima Falkova
4. S. Tarkhov. City passenger transport in Moscow. A brief historical sketch to the 125th anniversary of the emergence - Moscow, 1997. 5. S. Tarkhov. History of the Moscow tram - Moscow, 1999.
A large amount of heat is generated in the accelerator rheostat during operation, therefore, to prevent overheating and deformation of the rheostat elements, the accelerator is continuously blown with air supplied by the fans of the engine-generator. In cold weather, the air heated by the accelerator is directed through channels along the starboard side of the body into the carriage, and in warm weather it is released into the atmosphere.
The accelerator has a mass of 180 kg. It is suspended on three pins 8 under the body in the middle of the car in a special compartment closed by two covers from the bottom and a removable hatch in the car floor.
Car T-3 has three types of brakes: electric rheostat, mechanical with solenoid drive and electromagnetic rail. Rheostatic braking is a service one. At a low speed of the car, rheostat braking becomes ineffective and then mechanical braking is automatically applied to it. A mechanical brake (shoe) is installed on the shaft of each traction motor. A latching relay LO serves as a sensor for automatic replacement of rheostat braking with a mechanical one. This relay has two coils: one in the braking circuit of the traction motors, the second in the control circuit, which receives power at the zero position of the pedals at all travel and first four braking positions of the control controller. Mechanical brakes are applied when both coils of the latching relay are deactivated. Rail brakes are only used for emergency braking.
The control, rail, mechanical brakes and signaling circuits are powered by a 1.6 kW generator G with a nominal voltage of 24 V, operating in parallel with a storage battery with a nominal capacity of 100 Ah. A sequential excitation motor is used as a generator drive,
having a continuous power of 5 kW.
ribbon element of the rheostat and the sweep diagram of the cam contactors of the 2K accelerator
Switch on the battery breaker. The brake pedal must be in the parking position - on the latch, while the cam contactor of the BK1 brake controller will be turned on.
With the contacts of the control circuit, the "assembly" of the circuit is being prepared. The engine-generator turns on. Power to the generator engine comes from the contact network. The generator is connected to the storage battery. In this case, the storage battery is recharged and the power supply of the control circuits is transferred from the storage battery to the generator. After turning on the generator motor, forced ventilation of the traction motors and starting-brake rheostats of the accelerator begins.
The reversing handle is placed in the operating position, for example "Forward", and then the reverser contacts will close and the coils of the reversing contactors P1 – P4 will be powered (when the reverse handle is positioned “Reverse”, the contacts will close and turn on the coils Z1 – Z4).
After releasing the brake pedal from the latch position to the zero position, the mechanical brake contactor is prepared for closing. The solenoid coils are powered through a resistor and the shoe brakes are partially released.
Start of the car. The travel controller pedal has five non-fixed positions. By clicking on one of the positions, the driver selects the acceleration with which the car will work.
On the 1st travel position of the pedal, the cam contactors of the controller JK1 (1–5), JK2 (1–5), JK3 (0–1) are activated. Shoe brakes are completely released. The LS line contactor is switched on, after which power is supplied from the traction electric motor overhead line. The current in the traction electric motor goes through the current collector, the line contactor LS, the coil of the maximum relay MR, and then through two parallel circuits of the traction electric motor:
1st circuit: wire 3 – MDR – armatures of the 4th and 3rd TED - OR – P3 - ОВ of the 4th and 3rd TED - Р4 - shunt of the Sh – M1 ammeter;
2nd circuit: wire 3 – P1 - OV of the 2nd and 1st TED (in parallel through the F2 contactor and the inductive shunt) - P2 - МDR - the armature of the 2nd and 1st TED - M1. Further, the current of both motor circuits goes through the starting rheostat ZR, two starting (damper) resistor stages to wire 100. The contactor R1 is switched on, which outputs the first stage (0.7 Ohm) of the damper resistor from the traction motor circuit. Contactor R2 turns on, which turns off the second stage (0.7 Ohm) of the snubber resistor. Turning on the starting damper resistors for a while and weakening the excitation of the 2nd and 1st traction motors causes a decrease in the torque of the traction motor, which is necessary to select backlash in the power transmission of the car.
Tram type Tatra T-3
This makes the initial moment of starting the car smooth.
After switching on the contactors LS and R2, the auxiliary contacts of the contactors close the armature supply circuit of the PM servomotor. The servomotor starts to rotate the accelerator cross in the direction from 1st to 99th position, removing the starting rheostat from the traction motor circuit under the control of the limit relay OR, maintaining the starting current value, which is determined by the settings of the limit relay. During start-up, the car is accelerated. The start occurs at the lowest current in the traction motor circuit 200–230 A per carriage, which corresponds to an acceleration of 0.6 m / s2 with an unloaded carriage. During start-up in the second position of the pedal, the current in the power circuit increases to 280–300 A (in both traction motor circuits), and the acceleration increases to 0.95 m / s2.
At the 3rd and 4th positions of the pedal, the current in the control coil RC decreases, and at the 5th position of the pedal, the current in the power circuit increases, respectively, the acceleration of the car movement also increases: at the 3rd position of the pedal - 1.2 m / c2; on the 4th - 1.5 m / s2; at the 5th - 1.8 m / s2. At any position of the selected acceleration, the start ends with the exit to the maximum weakening of excitation.
At the 75th position of the accelerator, its cam contactor turns on the coil of the M2 contactor and the rheostat start is completed. The crosspiece of the accelerator turns further under the control of the limit relay. At the 80th position, the cam contactor ZR4 switches on the contactor F4, creating the first stage of excitation weakening of the 2nd and 1st traction motors. At the 85th position, the cam contactor 2,8,6 of the accelerator turns on the contactor that creates the first stage of weakening of the 4th and 3rd traction electric motors. At the 90th position, the contacts ZR5 turn on the contactor, creating a second stage of excitation weakening of the 3rd and 4th, TED, and at the 95th position, contacts ZR3 turn on the contactor P2, creating the second stage of weakening the excitation of the 2nd and 1st TED. During the alternate switching on of the TED excitation weakening stages, less fluctuations in the traction force of the car are obtained in comparison with the simultaneous switching on of both TED groups.
Tram type Tatra T-3
Runout. Returning the foot switch to the zero position opens the cam contactors of the JK travel controller (not JK3). The coils of contactors LS, M1 and M2 continue to receive power. The cam contactor JK2 cuts off the power supply to the coil R1, then the auxiliary contact of the contactor R1 cuts off the power supply to the coil R2, and the damper resistors are alternately introduced into the traction motor circuit. After switching off contactor R2, contactors LS, M1 and M2 are switched off by its auxiliary contacts and the power supply to the traction motor is interrupted. This sequence of disconnecting the traction electric motor from the contact network provides a smoother decrease in acceleration, facilitates the operation of the arc extinguishing devices of the contactors and the switching of the traction electric motor.
The brake contactors B1 and B2 are switched on, the F2 contactor is switched on, which creates the maximum attenuation of the excitation of the 1st and 2nd traction electric motors, which reduces the braking force of the car. After switching on the brake contactors B1 and B2, two brake circuits are assembled in the power circuit. The T-3 car does not have a clean coast, the traction motors operate in a generator mode when coasting. Groups of traction electric motors are connected in parallel with each other in a cross pattern. The braking current of the armatures of the 3rd and 4th TED is closed along the MDR – P1 circuit - the OF of the 2nd and 1st TED (in parallel, the current goes through the F2 contactor and the inductive shunt) - P2 – B2 - accelerator brake rheostat ZR – B1– LO - anchors of the 3rd and 4th TED. Similarly, the braking current of the armatures of the 1st and 2nd traction motors is closed along the MDR-B2 circuit - the brake rheostat of the accelerator ZR-B1-LO-OR-P3 - the OB of the 4th and 3rd traction motors -P4-Sh - armatures 1- 1st and 2nd TED.
Electric braking deceleration does not exceed 0.14 m / s2. The direction of the current in the armature of the RM changes and the cross-piece of the accelerator, under the control of the limit relay, moves from the 99th position to the directions of the 1st position as the speed of the car decreases.
If the car speed increases during coasting (for example, when driving downhill), the braking current of the motors will increase, and the contacts of the OR limit relay will open. In this case, the direction of the current will change and the direction of rotation of the armature of the servomotor PM and the crosspiece of the accelerator will move in the direction of increasing the braking resistance (a braking rheostat is introduced) in the brake circuit. This will continue until the current drops to 25–30 A. Thus, in the event of a run-out, the accelerator crosspiece fixes the corresponding position in accordance with the car speed (a higher car speed corresponds to a higher accelerator position).
Tram type K-1
The KPTT-1 electric drive is designed to regulate the operating modes (rheostat-free start, field weakening, regenerative braking with replacement rheostat) and to ensure smooth start and electrodynamic braking of a tram car.
ЭП carries out pulse regulation of voltage and excitation current of tram electric motors under the following operating modes of the tram in operation:
- tram movement at various speeds in the range from 5 to 70 km / h;
- tram movement in "coasting" mode;
- smooth regenerative braking in the presence of a consumer connected to the contact network;
- rheostat - in the absence of a consumer.
In this case, one or another type of braking is provided, depending on the specified conditions, automatically, without the need for manual intervention by the driver.
The electric drive ensures the start of the tram in the presence of a negative EMF of electric motors up to 50 V (rollback mode up to 1.5 km / h).
The EP circuit also provides for electronic protection and control devices for various deviations of the supply voltage of the contact network (excess, decrease, complete absence).
Tram type K-1 EP scheme includes the following main units:
disconnector-earthing switch(U7);
main line contactor with electromagnetic current release KM11 (line contactor block);
auxiliary line contactor KM0Z;
reactor (choke) input
LF filter;
braking and ballast resistors of the power circuit, arrow resistor (R1, R2, R4, R5, R10);
TED М1, М2.
block IP-A, IP-V.
The IP-A, IP-V units are controlled from the control unit.
The IP unit is designed to regulate the operation modes of the tram electric motor of one bogie of a tram car in order to ensure smooth rheostat-free starting and recuperative-rheostatic braking.
Tram type K-1
The IP scheme contains the following main elements:
voltage regulator transistor (RN) VT2;
transistor for controlling the excitation of electric motors (RP) VT1;
VTZ rheostat braking control transistor;
filter СF1 ... СF8;
contactor KL1 designed to disconnect the power supply unit;
contactors KL2, KLZ for switching the direction of movement;
auxiliary voltage converter (VPN);
current sensor (TA);
contactors KM, KR, KT for switching operating modes;
pulse shaper boards;
power supply unit for control circuits of the IP unit;
RCD - circuits that protect semiconductor devices from overvoltage;
F1 fuse.
Power supply unit operation at start-up.
The start mode begins after pressing the pedal of the BKVX stroke controller unit.
At start-up, the TED is switched on through the IP block after closing the contactors KM11, KM0Z, KL1, KM.
First, control pulses are applied to the VT2 transistor. At the moment of the open state of the VT2 transistor, the TED current increases and flows through the KL1, KM circuit, in parallel - ОВМ1, ОВМ2, R5 and R4, when moving forward - КL2, М1, М2, КL2, when moving backwards - КLЗ, М2, М1, КLЗ , F1, TA, VT2, minus the network. At the moment of the closed state of the VT2 transistor, the TED current is closed through the diode module VD5. Due to the energy accumulated in the windings, the current in the traction electric motor does not drop to zero.
The described mode corresponds to the minimum value of the starting current with a field weakening λ = 0.7 and is necessary for the selection of backlash in the mechanical transmission. After the current increases to 25-35 A, the control unit issues a signal to turn on the KP contactor. Resistor R5 is removed from the circuit.
Tram type K-1
After that, the control system, by turning on the VT2 voltage regulator (RN) transistor with PWM, increases the starting current for 0.7-0.8 s to the value set by the angle of pressing the pedal of the BKVH stroke controller unit.
With the acceleration of the tram, the filling factor VT2 increases.
When switching to the coasting mode, the contactors KM, KR are switched off and the contactor KT is switched on.
In order to expand the range of operating speeds, the MT provides regulation of the excitation current of the tram car's tram electric motor.
The VT1 transistor is used as a regulator of the excitation magnetic field (RP).
At start-up, the RP comes into operation after the completion of the LV, i.e. after increasing the filling factor of the RN to a maximum (α = 0.99). After the field regulator comes into operation, the voltage regulator transistor opens completely (α = 1).
In the starting mode, the RP is connected in parallel with the excitation windings of the traction electric motor.
When the VT1 transistor is turned on, the excitation windings of the TED are shunted, and the current is displaced from them through the current-limiting resistor R10 into the VT1 transistor.
After turning off the transistor VT1, the shunt circuit current will flow through the resistor R4. By changing the ratio of the time of the on and off state of the transistor (the duty cycle of the pulses), the value of the effective resistance R4 and, therefore, the degree of weakening of the TED field changes.
After the completion of the RP, the TED enters the maximum field weakening mode. In this case, the VT1 transistor opens completely (α = 1).
When the current in the traction motor rises above the value of the task, the RP automatically comes into operation again. The voltage regulator comes into operation only after re-setting the starting mode.
In the starting mode, the frequency of operation of the LV and RP remains constant, equal to 800 Hz, which is provided by the control circuit.
Combined overvoltage reduction protection for power semiconductor devices is based on RCD - circuits and RC - circuits.
Tram type K-1
The braking process begins after pressing the pedal of the BKVT brake controller unit. In the braking mode, the contactors KM, KR are off. The KT contactor turns off (on freewheel it is turned on) and immediately turns on for a short time on<1 с. На это время он своими контактами подключает ВПН в цепь обмоток возбуждения для создания начального магнитного потока.
Control pulses are applied to the VT2 transistor. In the absence of armature current, the duty cycle increases to a maximum value of α = 0.99. In this mode, the control system turns on the VT1 transistor with a duty cycle α = 1. The process of self-excitation of the traction electric motor takes place.
A current flows through the excitation winding through the circuit: the positive terminal of the VPN, KT, parallel to R5 and the excitation winding ОВМ2, ОВМ1, parallel to R4 and R10, VT1, 8 negative output of the ВПН. The armature current increases along the circuit M1, M2, KL2, F1, TA, VT2, VD4, K07, parallel to R5 and OBM2, OBM1, parallel to R4 and R10, VT1, KL2, M1.
As the TED is excited, the current in the armature circuit increases. After an increase in the armature current of the TED to 25-35 A, the KT contactor is switched off. If the current does not rise to the specified value within 1 s, the contactor is also disconnected. After that, the control system by means of PWM regulation by transistors VT1, VT2 with a constant frequency of 800 Hz ± 5% for 0.7-0.8 s will increase the TED current to the value set by the angle of pressing the pedal of the BKVT brake controller unit.
IN In the braking mode, parallel to the excitation winding of the traction electric motor, a ballast resistor R5 is connected, which is introduced into the traction electric motor circuit in order to ensure the stability of the regenerative mode in cases when the voltage at the traction electric motor can exceed the voltage in the contact network.
IN the moment of the open state of transistors VT1, VT2, the TED current increases and flows through the circuit M1, M2, KL2, F1, TA, VT2, VD4, K07, parallel to R5 and OBM2, OBM1, parallel to R4 and R10, VT1, KL2, M1. At the moment of the closed state of the transistors VT1, VT2, the TED current gradually decreases and closes in the circuit M1, M2, KL2, F1, TA, VD5, KL1, KM0Z, LF, KM11, disconnector-earthing switch, pantograph, contact network, consumer, minus contact network, VD4, K07, parallel to R5 and ОВМ2, ОВМ1, R4, КL2, М1. Energy is being recovered to the grid. In the absence of consumers in the network or their insufficient power, the energy generated by the traction electric motor is accumulated in the filter capacitors СF1 ... СF8.
Tram type K-1
Power supply unit operation in braking mode
When the voltage on the capacitors CF1 ... CF8 exceeds the level of 720V, the control unit issues a command to turn on the VTZ transistor and the current is closed through the resistors R1, R2 to the minus of the contact network. Energy is extinguished through resistors. The transition from rheostat to regenerative braking and vice versa occurs automatically, depending on the voltage across the filter capacitors. In this way, follow-up regenerative braking is achieved.
The pulse converter maintains a constant current in the traction motor down to very low speeds. At low speed, the braking current in the traction motor decreases, and if the brake pedal of the BKVT unit is pressed at an angle> 22 °, the relay K07 (not included in the KPTT-1) is switched off (the speed is approximately 3 km / h). The mechanical brake is activated by a signal from the contact of this relay.
The mechanical brake operates in two stages. The signal to turn on the first stage is given by the control unit, depending on the state of the EA control system. The condition for turning on the first stage is the increase in the duty cycle of the pulses of the voltage regulators transistors to a value close to the maximum (occurs at low speeds), or the failure of the electrodynamic brake in both bogies. When the anti-skid protection is triggered, the activation of the first stage of the mechanical brake is blocked in the control unit circuit.
The second stage of the mechanical brake comes into operation after a decrease in the braking current, after the relay K07 is turned off. The tram car will be braked by the full impact of the mechanical brake (second stage) if the driver presses the pedal of the BKVT brake controller unit at an angle> 22 ° (2 ° before the “Parking” position)). Therefore, it is necessary that the driver at each stop press the brake pedal to the "Parking" position, in which it is fixed.
In the event of failure of the electrodynamic brake on both bogies, the mechanical brake takes over the entire braking moment with the effectiveness of its first stage when the brake pedal is pressed at an angle<22°, и эффективностью своей второй ступени при угле нажатия >22 °.
(8 persons / m2)
Tram scheme
Tatra-T3A- tram cars manufactured by ČKD-Prague. During the production period, from 1989 to 1989, 13,991 cars were manufactured. They were mainly popular in Central and Eastern Europe, including the USSR. In limited quantities, trams of this model were supplied to some other socialist countries.
When designing, it was assumed that the Tatra-T3 trams should have a passenger capacity no less than the Tatra-T2 cars, and at the same time be no more difficult to manufacture. Tatra-T3 were delivered to all cities of Czechoslovakia. More than 1000 of these trams have been delivered to Prague. T3 is still the main type of tram car in many Czech cities. They are very often modernized.
Tatra T-3SU
SU means S oviet U nion, that is, the Soviet Union.
Like the T-2SU, the first T-3SUs came with a modification that included removing the middle door and installing a few extra seats in its place. Sometimes, according to individual orders, the middle door could be present. The cars had a fenced control cabin, it was possible to work in difficult climatic conditions typical for Russia. A total of 11,368 T-3SU wagons were delivered to the USSR. This is a unique case - the delivery of wagons of this type to the Soviet Union became the world's largest series of identical trams sold to one country. The disadvantage of the mass use of wagons was that more modern models did not take root: transport organizations got used to the Tatras-T3.
T3SUCS
(SUCS for Soviet Union-modified Czechoslovakia)
The production of T3 trams was discontinued in 1976, when the manufacturing plant decided to concentrate on newer models. However, on the very first occasion, the Slovak city of Kosice ordered two motor coaches of the Tatra-T3 model. The production of trams of this model had to be continued. The popularity of the model forced to abandon the production of a new development -. Since 1968 they have been delivered to Karl-Marx-Stad (Chemnitz), and from - to Schwerin. They were operated in trains according to the scheme motor + motor, motor + motor + trailer and motor + trailer. Similar B3D cars were used as trailers - without traction electrical equipment. The maximum speed of a train with trailed cars was 55 km / h, versus 65 for a train with all motor cars.
T3YU
(YU- Yugoslavia, Yugoslavia)
The cars destined for Yugoslavia have been delivered since 1967. They were distinguished by pantographs and carts. Trailer cars were also delivered there.
T3R
(R- Romania, Romania)
50 wagons for the city of Galati (Galaţi) delivered -1974. Electrical equipment for 750 V.
Modernization of Tatra-T3 trams
Modernized tram in Brno
Modernized tram in Nizhny Novgorod
In many cities of the Czech Republic, Slovakia, as well as the former USSR, East Germany, Romania and Yugoslavia, T3 tram cars have taken root. Drivers, service personnel and passengers are used to them. In many cities, for example in Moscow, in Odessa, a reliable repair base for these cars was organized. The city authorities decided that it would be much more profitable for them not to buy new trams, but to modernize Tatras-T3. Depending on the city, depot, and other factors, modernization includes:
- fundamental restoration of the body
- installation of electronic route indicators
- installation of new traction motors
- installation of a thyristor-pulse or transistor control system
- re-equipment of the passenger compartment
Thanks to the modernization, the cars "get the next life" and look like new.
Modifications in Moscow
In Moscow, Tatras T3 are being modernized at the Tram Repair Plant, and in 2007, 25 units were ordered per year. There are modifications:
- MTTM(Moscow Tram Tatra Modernized "Hans"). The very first version of modernization, such cars are in the Krasnopresnensky tram depot (No. 3). They cannot walk according to the system of many units (CME). The modernization has been suspended.
- MTTA(Moscow Tram Tatra Asynchronous). Differs in asynchronous motors. There are 2 carriages in the Krasnopresnensky tram depot (No. 3), (No. 3355 (modern in 2004) and No. 3390 (modern in 2006 - as of 2009 - not in operation). Many units cannot operate on the system. Modernization is suspended ...
- MTTD(Moscow Tram Tatra with equipment from the Dynamo plant). There are 18 such cars in the Tram Depot. Apakov (No. 1). Numbers: 1300 (experienced, released in 2003) and 1301-1318 (2005 onwards). Mostly they work along route A. They cannot walk on the system of many units. The modernization has been suspended.
Modernized Tatra MTTCH wagon
- MTTCH(Moscow Tram Tatra Czech equipment "TV Progress"). They exist in the Krasnopresnensky tram depot (No. 3) and the Depot im. Apakov (No. 1). Except for the first copies in depot no. 3, they can walk on the multi-unit system. In the tram depot. Apakov, all MTTCHs use CME on routes 1 and 26. The modernization was carried out in 2007, when more than 20 cars were delivered to depot no. 3 and depot them. Apakov.
Earlier, the Tram Repair Plant also modernized Tatry-T3. Several wagons were manufactured in the early 1990s Tatra-T3T(with thyristor-pulse control system MERA). Now Tatr-T3T is gone, all were written off or sent for modernization due to lack of spare parts. Externally, Tatra T3T practically does not differ from T3A.
- MTTE(Moscow Tram Tatra Yekaterinburg equipment (Uraltransmash - manufacturer of SPEKTR cars)) in 2008, 2009 some of the former MTTD and T3 were converted into MTTE and entered the tram depot named after Apakov (No. 1)
- KT3R"Cobra" (Bauman depot No. 2255, route No. 17) - assembled at MTRZ on the basis of two T3 bodies (supplied from the Czech Republic), has 2 joints and a middle low-floor section, the main work on the car was carried out in the Czech Republic at the enterprise " Nova as "(?) (Similar to the Kiev" Cobra ").
Modifications in Kiev
In Kiev, the first modernized Tatra-T3 was the Shevchenko 6007 depot car. The modernization consisted in the installation of a Czech thyristor-pulse control system (TISU) manufactured by ČKD Trakce a.s, as evidenced by the inscription on the side of the car. In 1997, car 6007 was decommissioned and scrapped in 2000.
The second, more than 5 years later, was car 5778 from the Lukyanovka depot: it was equipped with a Progress transistor control system (TRSU). This was the beginning of the modernization of the Tatr-T3 in Kiev. Soon some wagons of the depot them. Krasin series 59xx were overhauled and equipped with Progress TRSU, having received an unofficial name "Tatra T3 Progress"... This modernization was carried out by the Darnitsa depot, where the cars remained for operation. Such cars outwardly differ slightly from the usual Tatr-T3 in the design of the cab and the rear, however, the main difference is the TRSU. At present, all Progress are owned by the Darnitsa TRED.
In addition to the ordinary modernized Tatra-T3 in Kiev, there are five Tatra KT3UA cars # 401, 402, 403, 404, 405, which are nicknamed "Cobra"... It is made of two Tatra-T3 cars with the insertion of a new middle low-floor section. The main work on the car was carried out in the Czech Republic at the Nova a.s enterprise, and the car was finally completed at the Darnitsa depot. Similarly made "Cobra" for Kryvyi Rih. Currently, the new "Cobras" are being manufactured by the Kiev Electric Transport Plant in cooperation with Czech specialists. Kiev "Cobras" operate on the route of the high-speed tram (No. 1, 3), but at the time of its reconstruction they are idle.
Disadvantages of Tatra-T3 trams
- The dimensions of the trams are small, the passenger capacity is not higher than that of buses.
- The floor of the cabin is high.
- The cabins are noisy due to the voltage converter
- The driver's cab is very cramped and in some training cars (where it is designed for an additional student seat) it obstructs half of the front door.
- Sticking of the accelerator fingers (from tram jargon: the carriage fires) due to a voltage surge in the contact network, as a result of which the carriage suddenly starts or slows down.
- Narrow windows. A standing passenger needs to bend over to look out the window.
Links
| Trams manufactured by ČKD Tatra in Prague | |
|---|---|
| Standard trams | T1 | | T5A5 | T5C5 | T6A5 | |
| Articulated trams | K1 | |
Once upon a time, in the now distant 50s of the last century, the domestic industry could not fully satisfy the country's need for new modern tram cars. Then it was decided to buy wagons from Czechoslovakia. The first cars delivered from 1957 to 1959 were the T-1. There were no such cars in Sverdlovsk (Yekaterinburg). From 1959 to 1962, T-2 cars were supplied to us, and in 1963, T-3 cars appeared. T-3 cars soon became one of the most massive cars of that time, and they probably remain so today. This is due to their high operational and dynamic qualities, the originality of the design, which allows them to work freely in the intense modern rhythm of urban traffic.
T-3 cars began to arrive in Sverdlovsk almost from the very beginning of their production. Compared to the old X-series cars and MTV-82 cars, they were much more comfortable, faster, and had better dynamic qualities.
Outwardly, the first T-3 cars, in contrast to the current ones, had slight differences. The route indicator had an elongated, elongated shape, which made it possible, in addition to the route number, to indicate its terminal stations. The window vents in the saloon were smaller. The driver's cab windshield consisted of two parts with one vertical pillar in the middle. Then cars began to arrive with a rectangular route indicator and large vents. Until about 1977, the bumper bar at the front and rear of the car was covered with a decorative aluminum profile. This profile was often damaged, especially after the car was lifted by a special crane during derailment. After a while, on most of the cars, these decorations were removed and the buffer beam protruded with its ribs. On cars of a later release, the channel of the buffer beam was bent with a large shelf forward and the decorative profile was not installed.
Until about 1977, the window pillars and the partition of the driver's cab were covered with embossed washable wallpaper. Then the window pillars were painted with enamel, and the entire cab partition was finished with plastic. This solution was more aesthetic, because the enamel had lighter tones, and in addition, the wallpaper was often cut by tram vandals. The most frequently cut was the lower horizontal part of the frame. To eliminate the rags, the wallpaper on the horizontal part at the level of the bottom of the uprights was carefully cut and the frames on top of the wallpaper were painted with paint.
The seats in the cabin were covered with red dermantine, the rear panels of the backs were fixed with special decorative screws and washers. Tram vandals did not spare even this. They cut the cushions and backs of the seats, unscrewed the screws. After repairs, the back panels of the backrests were often simply painted.
Until 1972, the cars were equipped with a conductor's place, then after switching to a conductor-free service, the conductor's place was not installed. Cash desks began to be installed in the carriages. The first cash desks were a tall cabinet with a coin box and a ticket reel. These cash desks were placed on the front and rear platforms instead of single seats. When the car was moving, the cash desks mercilessly rattled the trifles in them and their details. Then, small-sized cash desks and composters for subscriptions appeared in the carriages. For the sale of season tickets, special trays were made in the doors of the driver's cab. Traces from the holes of the trays can be seen now.
In the late 60s and early 70s, instead of fluorescent lamps for interior lighting, during repairs, ordinary incandescent lamps without shades were installed, two lamps per shade.
After 1977, T-3 cars began to be delivered with three doors. For rooftop work, power inter-car plug connections and additional low-voltage connectors have appeared.
The original pantograph current collector heads were replaced with Moscow-type heads as they wear out. Moreover, this was done only on the first car of the train, since the pantograph was not used on the second car and the inserts wore out less.
On the cars of the latest releases, the control panel now has warning lamps "Train break", lamps for switching on train line contactors, "Train break" and "Emergency movement" switches. The thermal relay for protecting the arrow circuit has been removed. This relay often triggered falsely when the switch was moved and the driver always returned it manually when approaching the switch.
Shoe brake actuators on the bogie were covered with special covers with rubber aprons at the bottom. The shrouds were marked with a "Warning Electric Voltage" sign in the form of a yellow triangle with a lightning arrow. After a while, these covers were removed. The current supply to the rail brake electromagnet was first carried out from the inside of the bogie, and then began to be performed from the top-outside. In the first version, when the car derailed from the rails, the supply cables were damaged.
The rail brakes on the cars of the first issues were collapsible with separate poles and pole pieces. Then rail brakes were installed with poles and lugs made as a whole.
Plastic seats were installed on some of the cars; they were very cold in winter.
The heating and ventilation system of the cabin has been changed on the cars of the latest releases. Previously, the air supply flap was controlled from the outside, for which there was a round hole in the side bulwarks, and then the flap thrust was transferred to the passenger compartment to the middle door of the car. Later, a damper appeared regulating the intake of air for cooling the starting-brake rheostats and traction motors either from the passenger compartment (for forced ventilation) or outside the car. When the damper was opened, there was an increased noise from the engine-generator in the passenger compartment. The dampers that regulate the supply of heated air to the passenger compartment were often poorly adjusted. At the same time, in the summer, hot air partially entered the cabin and caused discontent among passengers. At first, the most active ones expressed their dissatisfaction with the driver about this, trying to convict him of stupidity and unwillingness to save electricity (for what purpose did he turn on the heating in the thirty-degree heat ?!). No exhortations that the driver did not specifically turn on the heating did not help. Often everything ended with a scandal and the appeal of passengers to city and regional newspapers and television.
In general, the new T-3 cars were wonderful. Quiet, lightweight on the go, painted with durable high-gloss enamels.
New cars were unloaded at the overpass near the ring on Shartash. Railway platforms with carriages were brought to this overpass from the Apparatnaya station. The cars rolled off the platform and were taken by tug to the home depot. Pantographs, external lighting devices, rail brakes, covers over bogies were dismantled on the cars. Another unloading overpass was at the Sverdlovsk tram and trolleybus repair plant, where the cars were delivered from the Gipsovaya station.
At first, a group of Czech adjusters came from the manufacturer with each batch of cars. They helped to assemble the car, set it up and run it in. City newspapers wrote about each such event. Then the adjusters stopped coming. Our trammen have gained experience.
T-3 cars were especially active in our city in the late 70s and early 80s. Then there was an active write-off of the MTV-82, T-2, K-2 cars. Up to 30 new wagons were delivered a year. They were systematically completing entire routes, instead of old wagons.
The design of the Tatra family cars is truly unique and has no analogues in the domestic tram industry. It is based on the design of the American RCC cars, developed back in the 30s.
Car T-3 has an indirect rheostat-contactor (RKSU) automatic control system. Four traction electric motors (TEM) of direct current of sequential excitation with a continuous power of 40 kW are connected in two parallel circuits, two in series. Start and control of the speed of movement is carried out by changing the resistance of the starting-brake rheostats and weakening the excitation of the traction electric motor. For this purpose, on domestic cars with RCSU, a group rheostat controller is installed, which is a multi-position electric switch driven by a small auxiliary motor (servo motor) and separate start-and-brake rheostats. On the cars of the Tatra family, an original multi-position switch is used, combined with starting-brake rheostats and called an accelerator. If on domestic cars the number of positions (stages of start-up-braking) is about 20, then the accelerator of the T-3 car at start-up has 75 rheostat positions plus 4 stages of attenuation of the excitation of the traction motor, and during braking - 99 positions. Thus, the accelerator provides a smooth, almost stepless starting and braking of the car.
T-3 cars have a service rheostat brake. At the end of the action of the electric rheostat brake at a speed of 2-3 km / h, a mechanical shoe brake is automatically activated, braking the car to a complete stop.
For emergency braking, T-3 cars are equipped with rail electromagnetic brakes, which are an electromagnet coil, when current flows through which the electromagnet is attracted to the rail with great effort, which creates a significant deceleration.
Among the distinctive features of the T-3 car, it is necessary to note the use of a traction electric motor with forced ventilation. The air for cooling the traction electric motor is supplied by a special fan located on the shaft of the engine-generator - an electric machine converter, which serves to power the control circuits and recharge the battery. There is one more fan on the motor-generator shaft, which cools the accelerator starting-brake rheostats. In winter, the air heated in the starting-brake rheostats is supplied to the carriage for heating. For additional heating of the air supplied to the passenger compartment, heating elements are installed in the air duct. In addition, the heating elements are located in the single seat pedestals. The driver's cab is heated by an electric heater. The carriage has fluorescent lighting.
For more than twenty years of production of T-3 cars, changes were constantly made to its design aimed at improving performance. Reinforced contactors were used in the power circuits, the car layout was being finalized to facilitate the work on the system of many units in the composition of three cars, changes were made aimed at improving traffic safety, ensuring emergency movement in case of various faults in electrical circuits.
Already today, in Yekaterinburg, a major overhaul of T-3 cars has been mastered, in which the car is disassembled to the frame and undergoes a complete restoration. In 1995-2000, such repairs were carried out by the Yekaterinburg Tram and Trolleybus Repair Plant on ul. Sorting and Welded Machine-Building Structures Plant in Verkhnyaya Pyshma (now UZZhM). At ZSMK, 84 T-3 cars were repaired.
Later, the car repair shops of the Southern depot and the workshop for scheduled repairs of the Northern depot took over the CWR. It should be noted that during overhaul repairs, some of the cars were replaced by the rheostat-contactor control system with a more advanced thyristor-pulse control system (TISU). In particular, the MERA-1 system was installed on 39 cars. Quite recently, an experimental set of transistor-pulse control system produced by JSC "ASK" was installed on car # 090. This modernization project received the working title T-3E.
Today trams T-3 are the main type of rolling stock in Yekaterinburg. From 1980 to 1987 in our city they were the only species and now there are more than three and a half hundred of them. For 43 years the Czech T-3 cars have been serving the citizens of Sverdlovsk with faith and truth.
Used photographs by E. Kuznetsov, O. Chalkov, A. Marov, Schuricka, as well as photos from the collection of the TTU Museum
