Receiving energy from an external electrical network or from its own battery. An electric train is formed from motor and trailer cars. The front and rear cars of the electric train have driver's cabins, each of which has a control panel.
On domestic railways, as a rule, electric trains receive energy from the contact network of the electrified section. On contact-battery electric trains, traction motors switch to power from batteries when moving from an electrified section to a non-electrified one. There are electric trains abroad that operate only on batteries. Such electric trains are formed from several self-propelled battery motor cars, each having two control cabins - the so-called battery electric motor cars.
There are subway, suburban and intercity electric trains. The speed of subway electric trains reaches 80-90 km/h, suburban trains - 120-130 km/h, intercity trains - 200-250 km/h. The carriage of a suburban electric train has seats and luggage racks. The vestibules and part of the area in the passenger compartment are left free for passengers to pass through. The subway car has a large free area for standing passengers, four entrance doors, no vestibules, or luggage racks. The motor car of an intercity electric train is equipped with soft seats for passengers, in addition to luggage racks, there is a special compartment for storing larger luggage, a wardrobe for outerwear, a compartment for the conductor and radio operator, etc. Some intercity electric train cars have buffet bars with utility rooms. Abroad (France, Germany, Japan), some high-speed trains are equipped with a long-distance pay phone booth.
Electric trains are distinguished between direct and alternating current depending on the railway electrification system. On the railways of a number of countries there are two- and multi-system electric trains. On DC electric trains, the current strength of the traction motors is regulated using starting resistors or a thyristor regulator, on AC electric trains - by a static converter. Electric trains of domestic railways are equipped with direct current (rectified) collector traction motors. Some electric trains of foreign railways also use single-phase commutator and three-phase asynchronous motors. For starting, speed control and electrical braking, switching is performed in power circuits using devices activated by the driver or driver through intermediate devices of control circuits. For this purpose, electronic devices and devices with electromagnetic and electro-pneumatic drives are used. Electric train cars are also equipped with auxiliary equipment for powering control circuits, excitation windings of traction motors during electric braking, supplying compressed air to the brake system, electric heating, lighting, automatic door control, etc.
The number and relative arrangement of cars in an electric train on domestic railways are indicated by letter formulas reflecting the composition and composition. For example, a section of two outer motor cars M and one intermediate trailer car P has the composition M + P + M, composition 2M/P. For example, a 10-car electric train, consisting of five motor cars and five trailed ones, of which two trailed ones have cabins (head Pg), has the composition Pg + M + P + M + P + M + M + P + M + Pg and composition M and P. A group of permanently coupled sections that are part of an electric train, which can operate as an independent train, forms a coupling. For example, an 8-car electric train of the ER22 series with a composition of M and P consisting of four motor cars with control cabins and four trailers (of four sections Mg + P) has two self-propelled couplings of the same composition Mg + P + P + Mg. On suburban railways, the most common electric trains are direct current ER2 and alternating current ER9P with M and P trains of 10 and 12 cars.
The first suburban electric trains on domestic railways began to operate in 1926 (Baku-Sabunchi-Surakhany section) and in 1929 (Moscow-Mytishchi section). The first electric metro train appeared in Moscow in 1934. Until 1941, electric train cars were built by the Mytishchi Carriage Works (mechanical part) and the Moscow Electric Machine Building Plant "Dynamo" (electrical part). Since 1947, the mechanical part of suburban electric trains was built by the Riga Carriage Works (RVZ), the electrical part - by the Riga Electric Machine Building Plant (REZ). The first 14-car intercity electric train of the ER200 series, the speed of which reaches 200 km/h, was built at RVZ and REZ in 1973 and was operated on the Moscow-Petersburg line.
Historical review of the development of technology and technology, how electric trains were created. Review of the main inventions that made the creation of this type of transport possible. An in-depth look at the stages of development of domestic electric trains.
Background
Such complex types of equipment as electric trains do not appear suddenly. Their history is the history of the development of transport technology from the first key inventions, such as the invention of the wheel or the railway, to the use of electricity and electric motors.
Review of key inventions of mankind before the advent of electric railways
The first experiments in railway electrification
In the mid-19th century, railways developed in many European countries and in the USA. Experiments with electricity are already underway, the first electric motors have been created, industry and communications are being electrified. The idea of using electric traction in railway transport is already in the air, work is being carried out in parallel in different countries. It doesn’t matter who became the first inventor of electric rolling stock for railways, in all technically developed countries this type of transport appeared almost simultaneously with a difference of 1-2 years.
1879-1900 The appearance of the first types of electric rolling stock
The first electric train from Siemens and Halske is on display in Berlin. 1879
Source: Wikipedia.
Development of railway electrification in USSR
A key factor in expanding the use of electric trains is the electrification of railways. Historically, depending on the level of technology development, approaches to the selection of electrification system parameters have also changed. In the USSR, the electrification of railways led to revolutionary changes in transport technology, which is why electrification became the main strategic guideline for many years both in the field of electrical technology and in the field of creating rolling stock. Currently, Russia is the leading country in the world in the development of electrified railways, which amount to more than 43,000 km (50% of the network).
1917-1924 RSFSR Electrification Plan
Infographics: Chronology and production volumes of electric train cars for the 1520 mm gauge railways of the USSR and CIS countries (as of the beginning of 2014). High resolution drawing.
Oleg Nazarov
Creation and development of production of electric trains in Russia
Since 1991, everything has changed in the USSR; the USSR ceased to exist altogether. The crisis in the economy has destroyed many production connections. The supply of electric trains from Latvia decreased significantly and then practically ceased. The industry faces new challenges.
1. Yaroslavsky (Northern) station. 1936
T re Thie August that of 1929... At the Northern (now Yaroslavsky) station of the capital there was a whole pandemonium: railway workers, representatives of the Mossovet, many correspondents and journalists, curious townspeople gathered for an epoch-making event - a test run of the first Soviet electric train on the main line. Although three years earlier, the first electric trains began to operate on the railway branch in the fishing areas of Baku. But the electrification of the first suburban section Moscow - Mytishchi implied completely different operating conditions for electric trains. Indeed, unlike the Baku electric train, Moscow had to carry a much larger number of passengers - summer residents on weekends, office workers and workers in the morning and evening hours, residents of towns and cities near Moscow - for their convenience, fundamentally new electric trains were created. The fundamental difference was the fact that electric trains must run on main lines along with other steam-powered passenger and freight trains, which means that they must be highly reliable in operation.
T ema uh Prigo electrification native plots was discussed for a long time. Ideas were put forward to launch trams into the nearest suburbs, but given the rapid growth of towns and cities, it became clear that trams could not cope with the growing passenger traffic. Based on the experience of European countries, where suburban electrified railways were successfully operated, it was decided to develop suburban transportation by electric trains in the USSR.
It was not by chance that the Moscow-Mytishchi section was chosen as the first test site, because already in those years it was the busiest due to slow steam commuter trains. The trip from Moscow to Sergiev Posad (later renamed Zagorsk) took more than two hours, although the distance was only 70 kilometers! Due to the large number of stops and the small distance between them, the steam locomotive (and the commuter trains were not operated by powerful locomotives at all) could not develop sufficient speed, since it had to stop at the next platform... So from stop to stop, an ordinary trip on a suburban suburban train turned into long journey. But the city and its suburbs developed and required a completely different approach to servicing commuter transportation...
So, in 1926 The development of a project to electrify the most intense section of the Moscow hub Moscow - Mytishchi begins, for which an Electrification Bureau is being created. Based on data on the operation of the Baku-Sabunchi electrified line, experience was accumulated to eliminate all possible shortcomings at the future site for the operation of commuter electric trains.
2. Yaroslavsky (Northern) station. Electrical section at the platform. Please note - even
Moscow station wooden platforms.
Engineers and designers faced great difficulties - after all, there was no full-fledged domestic experience in the construction and operation of electrified sections in the largest cities. Much had to be done literally “from scratch” - the construction of contact network and power supply devices; creation of automatic blocking devices that ensure the safe passage of trains at short intervals; reconstruction of the entire section for the movement of electric trains; the construction of high landing platforms and, finally, the creation of electric rolling stock.
ABOUT flow Natural factories for the production of electrical equipment did not yet have developments in the production of units for multi-unit rolling stock, and therefore it was decided to order the first batch of electrical equipment in England - at the Vickers plant. At the same time, at the Mytishchi Carriage Plant, according to the design of engineer Babin, the carriages of the first Soviet electric trains were being built. The car body was an elongated box-shaped structure with a rounded roof. From the outside, the wooden frame of the car was sheathed with metal sheets. Riveted joints gave the car a unique charm characteristic of that era. The situation with the development of electrical equipment received from England was much more complicated. All accompanying documentation was exclusively in English; many details were unclear in their purpose. Engineers, technicians and workers of several factories - “Dynamo” and “Elektrosila” spent more than one month meticulously understanding and mastering new equipment - alas, they spared the currency for specialists from the Vickers plant.
N about the difficulties were overcome. Already in the summer of 1929, the first electrified main section with a voltage of 1500 V was ready in the USSR. A contact suspension was installed on all three main routes from Moscow to Mytishchi, traction substations were built, high landing platforms were built, including one new one - Los. At the Mytishchi plant, the first electric trains with electrical equipment from Vickers were prepared for operation. These electric trains had the designation St. Which meant: C - customer Northern Railways, B - electrical equipment from Vickers. Another month after the ceremonial launch of the first electric train, operational tests and running-in of the new electrified line took place. And with with e In mid-September, the first Soviet electric trains began mass transportation of passengers.
And it was truly a great success! The name “Northern Railways” was then well known among Muscovites - after all, now they had fast, modern, clean and very comfortable trains! Suburban steam trains were quickly losing ground, giving way to new technology in transporting passengers. And indeed, With the launch of electric trains, the Yaroslavl direction experienced a real passenger boom. The volume of passenger traffic increased from year to year. Already in July 1930, the first electric trains “ran” from Moscow to Pushkino. In 1931, contact wires reached the Pravda station, and in 1933 the first electric train was traced shaft along the route utu Moscow - Zagorsk (formerly Sergiev Posad), which received this name in honor of the revolutionary figure. The dacha branch - Mytishchi - Monino was not left out of the innovations, where in 1932 electric trains also went to the Tomskaya platform - later it would be renamed Chkalovskaya. In 1937, the political figure Tomsky committed suicide and was declared an enemy of the people, and the platform was given the name of the national hero - pilot Chkalov - unfortunately, this phenomenon of renaming streets, stations and cities was widespread in those years. The spirit of the times...
New stopping points are being built: Malenkovskaya (1934) - in honor of the first head of the Sokolnichesky district of Moscow Malenkov, Severyanin (1932), Tomskaya (1932), Stroitel (1930), Chelyuskinskaya (1934).
3. Yaroslavsky (Northern) station. Commuter platforms. 1934
IN 1929 branch from one hundred The Shchelkovo nation is extended to Monino, where the weaving factory was located. The new line has several stopping points and a slow steam train, which includes several commuter carriages, runs several times a day. With the electrification of the Mytishchi - Shchelkovo section (Tomskaya platform), passengers who needed to get to Monino transferred from the train to a leisurely “steam engine”, which covered a distance of 13 kilometers in as much as 40-45 minutes!
TO aki Were they the first Soviet electric trains? The external outlines were quite simple - an elongated box with a rounded roof, on which ventilation deflectors - “fungi” - were located. The first cars had riveted seams, but since 1934 cars began to be produced with a smooth welded body. The electric train was a section consisting of three cars - a head trailer, a motor car, and a head trailer. The average motor car had two pantographs on the roof for collecting current from the contact wire. The bodies of the cars were identical in appearance, they were only distinguished by the presence of electrical equipment on the motor cars. Very soon, as the travel distance increased, luggage compartments began to appear in the trailed head cars. The front part of the head car had only one square driver's cabin window, but cars with a luggage compartment already had two such windows. The initial numbering of electric trains was as follows: trailed cars were designated by the letter “E” from number 501, motor cars - “EM” from number 401.
D la that time Name of the train were very elegant. The appearance of the first Moscow electric trains attracted a lot of attention. At train stations, country platforms and stations, people often came to admire the new “miracle of technology.” Their coloring was bright and memorable. The lower part of the carriages up to the window belt was cherry-red. From the bottom edge of the window belt to the roof, the cars were painted light gray. The roof was covered with tarpaulin and painted mouse color. Pantographs were painted bright red. These were indeed very beautiful trains. At train stations, country platforms and stations, people often came to admire the new “miracle of technology.” And it should be noted that this was during the rapid heyday of steam traction, when the industry of the USSR began to master the production of some of the best and most powerful steam locomotives of those years, FD, SO, IS...
IN interior Oh our first emails The wood of the trains triumphed - the sliding doors from the vestibule to the passenger room, the external doors on the inside, the cladding of the internal walls, the window frames - all of this shone with a fresh yellow-orange polish. The walls from the floor to the window belt were finished with linkrust. The decoration of electric train cars featured a style characteristic of the decoration of passenger cars of those years. the seats were made of varnished wooden slats. The ceiling was painted in light colors. It was very light inside the train cars. The cleanliness was impeccable. In each carriage there were conductors who carefully monitored the maintenance of order. They loudly announced the approach to the next stop. Each conductor had a set of signal flags hanging on his belt, which served to provide information to the driver - whether it was possible or not to leave the station. Passengers themselves tried to keep the trains clean and tidy.
In the lane early years During operation in the head carriages of electric trains, several seats were allocated for the children's section and they were separated from the rest by a white cord stretched between the backs of the seats. The carriage could be crowded, but no one was allowed to enter by the cord. The guard's guide ensured that the rules were followed and allowed only one adult with one child.
4. Electrical section at Mytishchi station. 1934
IN 1929 Mytishchi plant om, nine three-car sections Sv were built to service the Moscow-Mytishchi section. In total, in the period 1929-1934, 33 sections of the St. were produced. Already in 1932, the Mytishchi plant began producing electric trains with completely domestic equipment, which was produced by the Dynamo plant. These electric trains received the designation SD (D - electrical equipment of the Dynamo plant).
The experience of operating electric trains on the Yaroslavl line has shown that with the introduction of multiple unit traction, the use of steam traction in suburban traffic is highly undesirable. And here's why: the traction characteristics, acceleration during acceleration and speed along the tracks of electric trains and suburban steam trains differed significantly, naturally in favor of the electric train. Accordingly, based on these factors, the running times were also different. In order to effectively use multi-unit traction, it was necessary to establish increased departure intervals from the starting points so that the electric train would not “catch up” with the slow steam train along the way. This did not have the best effect on the throughput of the section, where, as a rule, in addition to commuter trains, freight and passenger traffic was intensive. But the use of steam locomotives in suburban traffic, even on lines where electric trains ran, was then inevitable. Only the main approaches to Moscow were electrified, and at medium and long distances, where the electric train could not yet reach, commuter trains were still pulled by steam locomotives.
TO 1934 at Yarosl On the Ava line, almost all suburban traffic was served by electric trains. But due to the lack of electric sections, a small part of commuter trains still operated with steam locomotives (Moscow-Sofrino, Moscow-Zagorsk). In addition, local passenger trains Moscow - Alexandrov on steam traction were operated. The traffic of commuter trains from the North Station was already so dense in those years that it became increasingly difficult to find free reserves in the traffic schedule to pass the slow suburban “steam train”, even despite the three-track section Moscow - Mytishchi. Thus, during the “peak” evening time, departure intervals from Moscow were only 1-9 minutes. In fact, these are the current figures!
In t ohm or In 1934, the number of pairs of commuter trains on the Yaroslavl direction was already 152. From five o'clock in the morning until half past two at night, commuter trains departed from the North Station.
Later I'm neko Soon after the launch of electric trains, innovations began to be introduced into the schedule for the convenience of passengers. For example, such concepts as: “fast train” - the next one with a minimum number of stops, “zone train” - the train next with stops at zone stations (turnover points for commuter trains) appeared. This really reduced the time spent by trains on the road, their turnover accelerated and improved passenger service.
To be continued...
Trains are one of the most important forms of transport around the world. Millions of passengers travel by rail every day, and no one is surprised that you can buy a train ticket on the website without leaving your home and board the train by simply presenting to the conductor an electronic ticket (boarding pass) on paper (A4 format) or a screen mobile device and passenger identification document (electronic check-in). Often just a passport is enough.
Although trains appeared much earlier than automobile and, even more so, air transport, in fact, the emergence of railway communication is, one might say, a recent matter. Even 200 years ago, no one could have imagined that soon people would be able to comfortably travel any distance without the help of horses. The same applies to cargo transportation and mail delivery: only railways were able to create a unified transport system in the vast territories of America, Europe, and Russia, which significantly influenced the development of the economy. So, when and where was the very first train in the world created, and what was its speed?
Prototype of a modern train
The prototype of the train, a very primitive one, can be called trolleys, which began to be used in the 18th century in Europe. Between certain points, for example, a mine and a village, wooden beams (beds) were laid, which served as modern rails. Trolleys, moved by horses or... people, ran back and forth along them. At the end of the 18th century, single trolleys began to be connected to each other by iron rings to increase the efficiency of transportation. These short trains of several loaded trolleys, transported on wooden rails with the help of horses, became the prototype of the trains that are used in our time.
Russia is not far behind England. The first freight train with locomotive traction was launched in 1834, and already in 1837 the Tsarskoye Selo Railway was built and opened, along which passenger trains ran at a speed of 33 km/h. The honor of creating the first Russian steam locomotive belongs to the Cherepanov brothers.
The first steam locomotive
In 1804, the English engineer-inventor Richard Traithwick demonstrated the first steam locomotive to curious spectators. This design was a cylindrical steam boiler, to which were attached a tender (a cart with coal and a place for a fireman) and one carriage in which anyone could ride. The first steam locomotive did not arouse much interest among the owners of mines and mines, which Treytvik wanted to interest. Perhaps his essentially brilliant invention was ahead of its time, as often happens. The high cost of materials for making rails, the need to create all the parts of a steam locomotive by hand, the lack of funds and qualified assistants - all these negative factors led to Treytwyk abandoning his work in 1811.
First freight train
Using Treitvik's drawings and developments, many European engineers began to actively create and improve various types of steam locomotives. Since 1814, several models have been designed (“Blücher”, “Puffing Billy”, “Killingworth”, etc.), which were successfully operated by the owners of large mines and mines. The first freight trains could carry about 30-40 tons of cargo and reached speeds of up to 6-8 km/h.
First mainline train
On 19 September 1825, the first public railway ran on the first public railway between Darlington and Stockton, driven by its creator, George Stephenson. The train consisted of the locomotive "Mobility", 12 freight cars with flour and coal and 22 cars with passengers. The weight of the train, including cargo and passengers, was 90 tons, its speed in various sections was from 10 to 24 km/h. For comparison: today the speed of passenger trains is on average 50 km/h, and high-speed trains such as Sapsan - 250 km/h. In 1830, the Liverpool-Manchester highway was opened in England. On the opening day, the first passenger train passed along it, which included a mail car - also the first in the world.
