Why are there hundreds of devices? Nizhny Novgorod

TECHNICAL SCHOOL

Gorky's Salad

Branches of VAT "Russian Railways"

Dovidkovy handbook for locomotive crews

I will describe the circuits and design

malfunctions of the ED-9m electric train

Nizhny Novgorod

	Storinka
Enter
See the damage to the electric coils
Significant place of obrivu lantsyugiv keruvannya
The significant impact of the Lancsugs on the hull.
Significant place for short-circuit control
Molding scheme for electric trains
Malfunctions in lancets for controlling jets
Malfunctions in the control circuits of the high-voltage generator
Troubleshooting in Lantsyug, Keruvania with the train moving
Malfunctions in the lancets starting the spitting agent of the phases
Malfunctions of the transformer pump motor
Malfunctions in the lances of the compressor motor
Malfunctions in the charger lances
Malfunction of additional lances.
Malfunctions in power lances
Alarm
Scheme of pneumatic balm equipment
Malfunctions of pneumatic equipment, NM and TM
Lantsyugi control of rheostatic galvanization
Lantsyugi galmuvannya
Position “5T”, replacement of rheostatic galm
Lantsyugi brought to TK, zakhist with rheostat galmuvanni
Lantsyugi zbudzhennia
Malfunctions of EPT
Actions of the locomotive crew at the hour when the “RB” lamp comes on
Roztashuvannya obladnannya u shafakh
Table of abbreviations – glossary
Dart table
Table of devotees
Table of short circuit contacts in TC
Table of closed contacts of the main battery

Enter

This collection is divided on the basis of materials from troubleshooting DOPpr-2 N. Novgorod and DOPPS-4 Kazan, materials from NTS abstracts, recommendations from driver instructors and test drivers of TC Kirov, diagrams and publications katsiya to the magazine “Lokomotiv”.

The collection is stored as a pre-natal aid with the method of saving during work hours and for storage in various work and routine situations.

From the beginning of the skin we will describe the diagrams, then outline the principle diagram of the node and give types of malfunctions, their causes and methods of elimination.

At the end of the collection, the organization of the most important components and assemblies in the cabinets of the electric train, a table of all wires and accessories, and a glossary have been arranged.

The brown collector is used for cob growers and machinists, as well as for high-class workers, for periodic processing and consolidation of knowledge. Allows the command and instruction department to begin and control the knowledge of locomotive crews.

Collection book compiler NTS Belyakov A.L. Before the collection, an addition was made regarding the malfunctions of the EPT, a description of the rheostatic galvanization circuits was given. The assembled collection suffered a mediocre fate:

Head of NTS Zapasov V.I.

Instructor from Galm TCh-7 Petrov G.M.

Instructor TC-8 Shkalikov V.Є.

Machinery TCH-8 Dumin S.M.

Okatiev V.D.

See the damage to the electric coils

The main malfunctions of electric lances are:

Damage to the integrity of electrical circuits due to burnt-out fuse links, broken wires, damaged contacts and damage to machine parts;

Locking of struma-like parts to the Corps (Earth);

Connection of normally insulated electrical coils of one type (external life or short circuit);

mechanical damage to equipment, destruction of their parts, removal of loose parts;

The insufficient pressure of the compressed wind;

low or high voltage in electric circuits.

Malfunctions appear:

behind external signs - visually identify mechanical damage, defective parts, damaged contact (carbon deposits, change in color);

on signal lamps on the driver's console and on the car, as well as the design of signal relays;

for indications of devices - manometers, ammeters, voltmeters, electrical energy meters.

Using the ringing method - using an ammeter, megohmmeter, probe, test lamp.

Significant place of the level

Lanzug management

In Lantzugs, the control area of the urvis is most often referred to as a control lamp. Before making calls, you must check the control lamp.

In order to properly break down the control lances, it is necessary to remove the electric lance in advance (check the presence of companions, turn off the packets, if necessary, the contacts of the devices are closed by the Primus).

For the designated purpose, I will cut one wire of the control lamp to the positive terminal of the coil for additional clamping by 30 wires, and connect the other wire through the contacts of the devices at this circuit. When the control lamp comes on, check that the lance from the 15th dart to this reference plot (a).

To ensure that the relay or contactor coil in the negative lance is cut off, one end of the control lamp must be connected to the 15th dart, and the other end is connected across a section of the negative lance. When the lamp is lit, check that the lancet is correct from the 30th dart to the given plot (b).

If the “+” and “-” coils of the relay are supplied with voltage, but the relay does not turn on, this means that the coil itself may be damaged. To indicate “+” and “-” on the coil, it is necessary to bridge it with a test lamp.

To optimally identify the malfunction, it is necessary to intelligently separate the lance that is being checked completely.

Significant contact of the Lanzug keruvannya on the body, “ground”

The control lances on electric trains are normally insulated from the “ground”, so a single breakdown of the insulation on the body does not cause damage to the operation of the electric lances.

To indicate the “ground” at the lanterns, control the signal lamps LS3 and LS4 of the charging unit. “Ground” can also be indicated by a control lamp, for which one terminal of the lamp is connected to the housing (the pin on the terminal strip), and the other terminal is connected to 15 darts; when the lamp lights up, then “ground” is 30 darts. Then 30 darts stick out, as soon as the lamp lights up, then “ground” in 15 darts.

Significant place for short-circuit control

The reasons for the short circuit in the control pins are the inter-turn short circuit of the relay coils and contactors, as well as the contact of the 30th dart on the wire to the positive terminal of the relay coil or device.

A short circuit - the short circuit calls out the burnt-out defenders. To determine the location of the short circuit in a faulty lancet, it is necessary to first disconnect, remove the breakers, plug in the packages of chemicals, if necessary, open the relay contacts, remove the positive wire from the terminal of the relay coil. One end of the control lamp is connected to the 15th dart, and the other end is connected to the separated plots of lancet. When the control lamp comes on, indicate the presence of a minus voltage in the Lanzug connection.

If, when the positive terminal of the relay coil is reached, the control lamp lights up at full heat, this may result in interturn short circuiting of the coil itself.

Molding scheme for electric trains

An electric train is formed from motor, main and head cars.

A car that has electric traction motors installed is called a motor car.

A car that does not have traction electric motors, but may have electrical installations for sleeper work with a motor car, is called essential.

The main car, which surrounds the cabin of the car, is called the head car.

Motor one and two main carriages.

The main train unit is the 10th carriage electric train, which consists of 2 head cars, 3 main cars and 5 motor cars. An electric train of standard foldability has the following molding pattern.

With two motor cars, the electric train is intelligently divided into a head and a tail section, hence the name “Crest”. At "Krestya" the numbering of the wires of the door and reversers intersects, other wires run without intersection.

UVAGA: molding of the 3-car section with the head car is turned off!

Malfunctions in lancets for controlling jets

When you press the button “Lifting current pickup” in the head car, the life of project 25 is activated, and on the motor car, the valve coil of the KLP-P current pickup is energized via the lancug through the PVV1 relay (the intermediate relay for controlling the current pickup).

The coil of the PVV1 relay receives life from pr.15 through the lock Pr3, diode D1, blocking of the grounding transformer ZT, resistor R12, automatic minimum pressure AMD, contact of the "Vimknennya BB" circuit breaker, contacts of the relay RZ.

The power taker of a motor car can be raised by pressing the “Lifting taker” button on the car. The open contact of the "Lifting current pickup" button opens and the pulse is sent to the KLP-P coil of this car.

The lowering of the power takers is carried out by pressing the “Lowering Taker” button on the head or motor car. In this case, a “minus” is given on pr.26. In this case, the coil of the relay for lowering the exhaust air handler ROP appears short-circuited, since the fault has a new potential. The anchor of the ROP relay drops, and its contact closes the lance of the life valve of the lowering valve of the KLP-O jet exhaust valve and opens the lance of the BB-U coil.

In this way, the lowering of the jet cleaners is carried out simultaneously on all cars with the high-voltage switches turned off.

Activation of VR and lowering of jet outlets on all cars can occur automatically when the blocking of the carriage boxes is opened or the exit and high-voltage input of the motor car is blocked, with a special PTRS relay (fire alarm). In this case, the ROP relay is also switched on, as the RBB relay is shunted, which opens the contact, the coil of which lives through this blocking.

It is not possible to raise the air receiver when the ROP relay is switched on, because the contact at project 15-15VP supplies life to the KLP-O coil, and for the additional contact in project 25A-25B PVV1, the life line to the KLP-P coil is supplied. If the area is constricted, the power outlet can be lifted behind an additional auxiliary compressor. You can lower the blast cleaner on the side of the car by turning the handle of the 3-way valve to the On hand position (horizontal position), which will ensure that the blast cleaner cylinder is connected to the atmosphere. However, in this case the high-voltage generator (HV) does not turn on, which can lead to the lowering of the jet cleaner under the jet. Therefore, move the crane to the horizontal position only after turning on the VR on this car in the name of B1 - “Vimknennya VR”.

UVAGA: starting with ED-9m 0072, modernization has been completed - the lowering of the power take-up on this motor car is carried out with the “Lowering take-up” button. During short-hour interruptions in the life of wire 15 of the relay coil BB-U, PVV1 and ROP, life is switched off in wire 56 (+AB), which immediately turns off the connection of the BP and the lowering of the power outlets on the neutral inserts.

The jet handlers do not rise by any stretch.

No voltage is supplied to wire 25

Having shaved the dart between the head and engine cars on the 25th.

At the top of the room of the first motor car, briefly supply voltage with a jumper to the 25th wire from any 15th dart stolen by a captive (15th dart with letter indication).

The presence of “-” on the 26th dart, at which point the KLP-O valves start to dim throughout the train.

The RSB of one of the motor cars was switched on (LSRBB lit). Check the closure of all drawers from the undercarriage equipment, blocking the exit gates, and closing the cabinet from high-voltage inputs. For consumption of peremichka 15BA-30 you can pay “-” tax to the RBB.
The PTRS relay was activated, and the “Fire Safe” LED on the remote control was lit. Check the car for signs of fire, press the button “Switch off PTRS” (shafi from RUM and KMK), look at the relay for possible sticking or burning of contacts. Be careful when looking for and suspecting this malfunction, because up to No. 72 on the ED-9m PTRS relay through weak contacts can stick (weld) on 2 or 3 cars overnight.

If the reason has not been identified, then action must be taken quickly and quickly, so that the pressure of the KLP-O valves can gradually be reduced until the wind is completely wasted. After connecting the train in the middle of the train, remove the 26th wire from the terminal strip and insulate it, indicating the faulty half of the train from the LED of the RPPVV1 relay at the cabinet with RUM lighting up.

If the tail part of the train is faulty, then place the 3-way jet valves on it in the “manual” position, turn on the RUM and proceed to the head part in the original order.

If the head part of the train is faulty, then place 3-way jet valves on it in the “on hand” position, turn on the RUM, and in the tail part put a jumper 6-26 or 19-26. To lower the air jets at the tail part, lock the Kn8 Blinker or Kn9 Explosive Disconnection buttons.

The dust collectors on certain carriages do not rise.

Durability or low pressure of the compressed air in the pneumatic edge of the blast cleaner.

The live coil of the ROP relay is not removed.

Check the closure of the high-voltage chamber and lance of the life of the ROP coil (PR3, D1, ZT, R16, ROP).

The life of the PVV1 relay is not removed.

Check the life of this relay, if necessary, ring the control lamp (R12, PVV1, AMD, RVP, B1-“Off. B", RZ).

The live coil of the KLP-P valve is not removed.

Check the button Kn4 “Lifting current collector” of your motor car.
Look at the contacts of the PVV1 relay at wires 25A-25B.

Shaving the KLP-P cat.

Raise the jet pressure against the pressure on the KLP-P valve fungus,

Mechanical jamming of the cortical remitter CLP.

Place the 3-way valve in the “On hand” position, turn on the RUM, try to lubricate it at the reverse point and remove the valve plug. When the jet cleaner is turned on in the robot It is obligatory to check the lowering of the jet cleaner remotely - from the vanity cabin!

Faulty jetter.

Set the 3-way valve to the “On hand” position and turn on RUM.

The handlers do not go down at any stretch.

The button Kn10 “Lower current taker” is faulty, or it has cut off the 26 dart between the head and motor car.

Do not fall down around the handles.

Shaving of Lantzug diode D2.

Faulty RVP contacts on wires 15-15VP.

Briefly connect a 15-15VP dart with a jumper.

Shaving the KLP-O cat.

Place the 3-way valve in the “On the hand” position and turn on RUM. If it is necessary to replace the KLP-P and KLP-O valves, lift the blast cleaner on this car by pressing on the KLP-P valve mushroom, turn the car over to lower the blast cleaner from the caravan cabin!

Mechanical seal of the valve plug.

Place the 3-way valve in the “On the hand” position and turn on RUM.

Malfunction of the jet handler.

At the frame No. 1, place a vice on the pneumatic edge of the jet clamp, the KLP plug should be in position on the podium. Move the 3-way valve a few times from the operating position to the “Manual” position.
If there are no results, then call the contact line technician and, after removing the high voltage in the contact line, lower the air cleaner and, if necessary, tie it down to the base.

Mimovilne lowering of the surrounding air handlers at the dose.

It is more convenient to open one of the high-voltage cabinets of this motor car.

Malfunction of the valve box of the KLP-O valve.

Periodically, the button “Lifting current collector” is pressed on the road.

When you press the Kn10 button, the power outlets lower, and when the button is released, they rise again.

Outside food on the 25th dart.

Malfunctions in VR control devices.

The high-voltage generator - BB is switched on by pressing the “VV Renewal and Zakhistu” button on the head car, at which life is supplied to wire 7. On motor cars, life is removed and the BB-B coil is switched on.

The BB turns on and closes its voltage blocking at wires 7SH-7R, the relay coil PVV-2 removes life and with its one contact at project 7SH-7R it shunts blocking of the BB, and with the other contact at project 7SH-7Yu it opens the life circuit of the BB-V coil . This will ensure the pulsed one-time life of the BB-B coil when you press the button “UPDATE VR and ZAKHIST” for three times or more than once, and turn off the possibility of “spinning” robots when the VR is turned on in emergency mode.

The operational connection of the BP on all motor cars is carried out by pressing the “Switch on BP” button at the driver’s cabin, at which a “minus” is applied to the 19th wire. The PVV-1 coil appears short-circuited, the closing contact of the PVV-1 relay at project 15VD-15VE interrupts the life of the BB-U coil and the PV switches on.

To promptly connect the VR of one car, it is necessary to turn on the “Vimknennya VR” vimikach on this car in the cabinet with RUM, in which case the contact of the vimikach in project 15VN-15VB interrupts the life of the BB-U coil.

The switching on of the VR in emergency mode is ensured by the action of the VR-U coil, which loses life when the safety relay is turned on - RZ, as well as the contactor of the intermediate relay RVV, connected to the lance of the transformer struma T3. Also, the VR is switched on under the action of the VR-coil, because an impulse is supplied to the accelerated switching block of the VR in the event of short circuits on the side of the stationary circuit of the power circuit, as well as in the event of a circular fire on the TED collector. In this case, the BB-O coil removes life from the 22P motor through the BTZ flow control unit and the contact of the short-circuit contactor, which closes. After switching on the VR contactor, the short-circuit is switched on, taking life from the BB-O coil, which ensures the impulse life of the coil.

At the same time, the live coil of the intermediate relay PVV1 is connected to the BB-U coil, which, when connected, opens its contacts into the lancets of the KLP-P coil at project 25A-25B and the BB coil at project 7Yu-7YA. By detecting the signal to turn on the VR, the ability to raise the power outlet and turn on the VR is turned off. The contact of the automatic minimum pressure AMD on project 15ВІ-15ВУ switches off and prevents the BP from being turned on when the pressure in the line is unacceptable - less than 4.6 kgf/cm². In order to reduce the pressure of the compressed air in the main line, you can raise the air outlet and turn on the VR using an additional auxiliary compressor DVK, which supplies the compressed air to the reservoirs of the air outlet and the high-voltage vacuum cleaner.

In order to ensure that there is no pressure on the pressure line, the drive of the power outlet is operated by an additional compressor, which is driven by an electric motor, which is powered by a rechargeable battery. The compressor filters the air through the filter and pumps it through the oil separator, the check valve and further in two directions:

Through the tap and fine filter to a single-pole pump;

Through the gearbox to the jet valve.

From the jet valve, through the three-way valve, the cover, and the jet hose, it is difficult to reach the jet receiver. The automatic activation and suppression of the auxiliary compressor is controlled by a pressure regulator, which requires activation at a pressure of 5±0.2 kgf/cm2. ta on vimikannya at 6.5±0.2 kgf/cm². To control this regulation, a pressure gauge is installed.

After the electric compressor moves the pressure on the pressure line to a value greater than 6.5 kgf/cm², the pressure regulator next to the additional compressor and away from the pneumatic drive of the spray gun operates from the pressure line through the check valve .

In the winter, as a rule, the gate valve freezes, so after a dry standstill, when the electric train is refueled and the auxiliary compressor is turned on, close the control valve. After turning on the VR and filling the NM up to 5 kgf/cm², turn on the compressor and open the tap.

Do not turn on the VR on every train.

No voltage is supplied to the 7th wire

Having shaved the 7th dart between the head and motor car.

At the top of the ROOM of the first motor car, briefly supply voltage with a jumper to the 7th wire from any 15th dart stolen by a captive (15th dart with letter indication). Install jumper 50-7, check PR4 at the work booth, turn on the BB by briefly pressing the “Dzvinok” button.

When pressing the Kn2 button “Renewal of VR and protection”, the VR is turned on and off immediately.

The button Kn9 "On VR" is faulty.

Look at the Kn9 button in the head cabins.

Third-party “minus” for the 19th dart.

At the cabinet with KMK in the middle of the warehouse, remove the 19th wire from the terminal strip and insulate it, indicating that half of the train is faulty. On the wrong half, turn on the B1 bags and put the 3-way valves in the “On the manual” position, turn on the RUM.

If the head part is correct, then proceed in the first order.

If the tail part is in the correct position, then to turn on the BP at the tail part, press the button Kn10 “Lower current pickup” or install a jumper 6-19 at the tail part, turn on the BP using the “Blinkery” button.

When the VR is turned on, PR25 burns out.

There is a short delay at the 7th dart.

Replace PR25, turn on the VR individually for the skin car with the button Kn3 “Turn on VR”.

The VR does not turn on for one of the cars.

There is no life on the relay coils RPVV1, PVV1 and

BB-U.

Check this circuit of life, if necessary, ring the control lamp (PR3, R12, PVV1, AMD, RVP, B1-“Off. B", RZ). Also check the position of the DK4 blocking at pr. 7Zh-30, PR4 and the switching on of the short circuit.

It does not take away the vitality that the BB-B electromagnet turns on.

Press button Kn3 “On the explosives” on this motor car, if the explosives do not turn on, check the blocking station PVV2, at wires 7SH-7YU, PVV1 at pr. 7Yu-7Ya, GK4 at pr. 7Zh-7ZHA, KZ at pr. -thirty. If the PCB is stuck in position, install the jumper 7ZH-7ZHA and turn on RUM.

Shaving the coil of the BB-V relay or faulty blocking of the BB 7Ya-.

Having reconnected so that the PVV1 relay is turned on, turn on the explosive manually with the key.

Mechanical sealing of VR.

Place the 3-way valve in the “On the hand” position, plug in the bag B1 “Explosive connection” and RUM.

When the air intake on one of the cars is raised, the VR is switched on and off.

Application of the power lancet zakhist - RVV, RZ, strum zakhist block (BTZ).

When the air intake on one of the cars is lowered, the VR is switched on and off.

Shaving the VV-U cat.

Faulty strum zakhistu unit (BTZ).

Remove the breaker PR4 or place insulation under the power contacts of the short circuit, turn on the RUM on this car.

The VR does not turn on at any time.

The button Kn9 “Vimknennya BB” is faulty or the wire 19 between the head and motor cars has been cut.

VR does not turn on on certain cars.

Turn on the package B1, if the BB is switched on, it means that the BP connection is faulty at pr. 19-15VA, the diode D is broken at pr. 15VA-15VS.

Mechanical sealing of explosives

To remove the voltage from the power transformer as much as possible - turn on the automatic circuit breaker AB, the package B2 “Scorched”. Lower the jet handle by setting the 3-way valve to the “On the handle” position.

If necessary, turn on the VR manually

Lower the jetter.

Close the outlet valve on the BP and let out the water from the tank.

Vimknuti RUM

Remove PR4 (shaft No. 4) to remove the output from the resistor fretR14 taR15.

Turn on the VR manually and lift the brush

It is prohibited to enter the car into traction and galvanization mode when the VR is turned on manually.

Malfunctions in lances

Keruvanya by the train's roar.

The driver's controller KM has two shafts - a head and a reversible one, a steering wheel and a reversible handle.

For steering in the maneuvering position, the reversible handle of the driver’s controller may be placed in the “Forward” or “Back” position, and the steering wheel is in the “M” (maneuvering) position. When the button or saw pedal is pressed, which flows through the RKB to the ALS (without CLUB), the head car selects the life force 3.

On motor cars from 11 or 12, the valve to the reverser drive Vp or NZ is removed and the reverser PRD rotates to the required position. The block contact PRD Vp or NC closes, igniting the coils of the linear contactors LK1 and LK2. Using a 15GB wire, the BRU unit installs the head controller DK in the first position, the intermittent valves GKV1 and GKV2 are connected to the line contactor and the lancer assemblies at pr. 15GR-1NB by contactors PLC1 and PLC2 under the control of the contact GK 2. The BRT block of approx. 15 GB installs a TK heat controller in the first position, switching valves TKV1 and TKV2.

After installing the DC and TC on the first position on wire 3, select the life of the coil of the linear contactors LK3 and LK4 through the contacts RUM, TKU5, blocking the first position GK1, contacts of the automatic circuit breaker for controlling the AVU, the contactor for the protection of the short-circuit relay, histu perineal zakhistu PRZ, contacts of vimikachiv B1- 2, B3-4 for the possibility of individual connection of motor leads

Contactors LK3 and LK4 are switched on and their repeaters PLC3 and PLC4 close the lances of the coils of contactors LK1 and LK2 at wires 11 or 12, and also bypass contact GK1 at pr.3V-3K.

This will complete the selection of the power lance at the maneuvering position, with the power controller of the DC in the first position. Automatic start of the train under the control of the acceleration relay unit BRU can be achieved by placing the head handle of the KM in the first running position, if the life wire 1 is removed.

On a motor car, through the RUM contact, the GK3 block contact, the short-circuit contacts of PLC1 and PLC2 and the PRB contact, the live electronic block of the acceleration relay is detected with contactless re-micking of the power controller valves.

The BRU lies in the stream of the armature of the traction motors and, under clock control, supplies power to the drive of the DC power controller.

At the 19th position, the block contact GK3 opens and the power controller beeps. The 20th position is unarmed, which causes the Civil Code to move to the first position.

When the KM steering wheel is removed and installed in the zero position, the life of the arrows 1, 3 and 11 (12) is spent, as a result of which the LC contactors are switched on and, therefore, the power lancers TED are disassembled. The main control controller, upon a signal from the 15GB drill, moves to the 1st position, the TK galm controller, when the thrust is released, is lost to the 1st position.

The rotation of the power controller DK to the 1st position will also be possible with a special sawnness control system in the ALSN, as well as by turning on the relay RZ of life 3 and contactors LK3, LK4, since the driver’s controller is not in the low-voltage positions.

When the boxing relay RB is configured, its contact in the housing of the BRU (through the intermediate boxing relay PRB) opens, which causes the DC link of the boxing car to be pinned before the boxing is applied.

When setting the CM, one of the working positions burns out PR25.

There is a short circuit in wires 3, 11, (12).

When checking the head part of the train, follow the original order.

If the tail part of the train is in the right direction, then a jumper 50-1-3-12 is installed in it, the train begins to collapse and automatically dials positions when the “Dzvinok” button is pressed.

When the reverser is set to “Forward” and the KM is in the “M” position, the train begins to roll “Backward”

The reverser shaft at the rear cockpit was not brought to the zero position.
There is a malfunction in the reverser.

When the KM is placed in the “M” position, the train does not come at the controls, and the “LK” lamp on the remote control does not light up.

The driver controller does not deactivate (buses 1A and 1B)

When the KM is placed in the “M” position, the train will not come, the “LK” lamp on the remote control will light up.

The food supply of the 3rd or 11th darts is not removed, or the cutting of these darts between the 1st and 2nd cars.

When installing these jumpers, do not forget to remove them before moving from cabin to cabin, otherwise the train will collapse “Back”.

When setting the CM at position "1", the speed does not increase.

The life of the first wire or the second one between the head and motor cars is not removed.

Check Pr3. The RPZ relay is turned on and its LED is on. If the RPZ is turned on, then check the temperature indicator of the oil, Pr11, Pr12 and thermal relays TP7, TP8 at the DNT lancer.

Check Pr4 and Pr33 in the head and driving cars - the short-circuit contactor is at fault.

Check the AVU, darts 3k-2g.

Check the position of the TK galm controller. If the TC is not in the 1st position, then turn on the package B10 “Galmuvannya”, and if necessary, move the TC to the 1st position manually.

Samohid trains

Vimknuti EPK.
Turn on VR and enable VR when turned on.
You can try to reset the position by transferring the KM from “0” at the first position of the rheostatic galvanization.

Malfunctions in the launch of the ARF.

The “UI” phase sputter protection block will provide:

Monitoring the presence of the life voltage Ur of the generator phase of the splitter (wire 63-63ph) and switching on at the same voltage value of the PNF relay, which is controlled by the starting thyristors TT3, TT4 and the contactor KS.

Monitoring the presence of live voltage ~220 V at wires 62s-61 (on the auxiliary winding of the GT), turning on the KR contactor when live voltage appears and switching off when the voltage is removed.

Control of the flow ~I of the rotary phases of the splitter through the T8 transformer and switching off the KR contactor in case of unacceptable (trival) overvantage.

Controls the amount of stabilized voltage (wire 62-61) and switches off contactors KR and KS in case of unacceptable voltage shift.

Monitoring the correctness of the start (one hour after the KR is turned on, the KS contactor is to blame).

The start of the phase splitter is carried out as soon as possible. After turning on the high-voltage switch from the auxiliary winding of the lance through AB, wire 62s, the locker Pr20 selects the live block “UI” (input c4-c5), after 1-2 seconds. It sends a relay to the block that closes the lance switch a2-a4 and removes the supply of +110 V from the RCC coil (with the lance switch through Pr10, PSP, Tr10, Tr9) and the KR coil (with the lance switch through Pr10, PSP, Tr10, Tr9, PKR).

The type of winding o1 - x1 through AB, wire 62Ш, thyristors Тт1, Тт2, wire 62Я, thermal relay Тр9, contactors KR excrete the life of the rotary phase of the ARF (С1-С3), and through the thermal relay Тр10, thyristors ТТ3, Тт4, the start-up is excreted. section 63D-63F of the generator phase, which plays the role of the starting winding. In this case, the core electrodes of thyristors TT3, TT4 are drawn off through the PNF contactor and resistor R29, and after the thyristor is turned on, the core thyristor is destroyed.

After reaching the singing frequency, the rotor wrap of the ARF voltage of the generator phase reaches a value of 105-115V, at which point in the “UI” block the special relay closes the lancet a2-a3, and the live coil of the PN relay is taken from the 15НВ dart F. The supply of signals to be controlled on the thyristors TT3, TT4 is switched on and the starting lance is switched off.

At the same time, the PNF coil becomes “self-living” through blocking in project 15G-15NV, and as a result of the 15NA output, through the blocking of the PNF and KR, the living coil KS is removed, through the power contact KS, wire 62 is removed, and the contact KS, which opens, pr 63-63C turns on the voltage at the input C2-C3 of the “UI” block.

With a significant (more than 3 s) displacement of the flow, compressed by the ARF (like project 62Ya), as well as with an increase in the stabilized voltage setting in the “UI” block, the live circuit of the coil of the PKR and PNF relay opens, then contactors KR and KS are switched, and then ARF and all liveable voltages.

Thermal relays Tr9 and Tr10 play the role of backup protection of the ARF in case of emergency, and also make it impossible to launch many ARF starts without interruption.

The PSP remix allows you to turn on the ARF at the “0” position with systematic protection.

The asynchronous phase splitter does not start.

Contactors KR and KS do not turn on

The phase changer is faulty, the CR turns on, but the ARF does not turn on.

Transfer the section to a single-phase reserve by placing the changeover bus in the “Reserve 1F” position (project 62-62C) and switch the PSP package at the “0” position - this only works for the lighting of the cars, the charging unit, and the furnace for additional heating of the cabin.

On the head car, on cars with ALSN, switch the PRP packet to the “Reserve” position. On machines with CLUB food, it is necessary to stay in the right direction of life, and the PRP packet must constantly be in the off position.

Malfunctions in lancets DNT

The transformer pump serves to circulate the oil of the main transformer and is driven by the DNT electric motor, which is switched on by the transformer pump contactor KNT after the voltage of 220V appears in the 61-62 units and the ARF is completed, and also at a temperature of the transformer and above 30ºС. This will ensure the presence in the contact of the coil of the KNT contactor to the contact of the RNT relay pr.15VG-15VL. І contact of the temperature sensor TPT +30ºС.

The KNT contactor uses its contacts in projects 62P-62N and projects 63P-63N to turn on the DNT motor.

Emergency switching on of the KNT contactor is ensured when thermal relays TP7, TP8 are configured and their contacts are opened at project 28-28A, in which case the intermediate pump relay of the RNT transformer is switched on. This accident is not to blame for the traction force on the transformer, the fragments of which may overheat and go wrong. At the connection with the DNT, which does not work, blocking the RNT at pr.15IB-15IV, disconnecting the life of the RPZ relay, and in your own way pin the life of the contactors LK1...LK4.

DNT does not start, when the “LK” LED on the control panel lights up

The contactor KNT does not engage

DNT does not start, it has its own specific BTM.

By making the contact of the temperature sensor Olії ТрТ (+85°) and disconnecting the lancet to the KNT coil. Update BTM. When asking again, turn on RUM.

When starting DNT, ask TP7, TP8.

Having burned out one of two companions – PR11 or PR12.
One of the contacts of the 2-pole contactor KNT is faulty.
Shaving one of the darts 61, 62, 63.
Malfunction of the DNT motor.

Malfunctions in the Lanzyugs of the Palace of Culture

The head electric compressors are controlled automatically under the control of the AK-11B vice regulators installed in the head cars. The AK-11B vice regulator sets the on-on setpoint to about 6 kgf/cm², and the off-set to about 8 kgf/cm².

The switching on of compressors is carried out by the contactors of the KMK compressor motors only when the splitter of the ARF phases is in operation, since when the regulator is closed, the pressure of the AK and not the splitter phase is applied to the RVK hour relay, which removes life through the repeater relay contact gi phasorozchepluvacha PNF.

The contact of the RVK relay in the circuit of the KMK coil opens and there is no loss of life.

After the launch of the ARF is completed, the PNF relay opens and opens its contact in project 27-27B, so that the RVK relay closes for about 4-5 seconds until the life of the RVK relay is lost. at pr. 27-27A on the coil of the KMK contactor.

The windshield must be turned off immediately and all auxiliary engines must be started. KMK removes the power supply and with its contacts in project 62D-62E and 63D-63E turns on the DC compressor motor.

The KMK contactor vibrates:

with the AK vice regulator when the upper pressure line pressure setting is reached (approx. 8 kgf/cm²).

PRK contactor at project 27A-27G when protecting the compressor motor (thermal relay TP7 and TP8),

contact PNF at the lancius of the life of the RVK relay when the voltage is 220V.

In all cases when the KMK contactor is switched on, the block contact turns on the valve of the VMK compressor disengagement valve, which connects the compressor cylinders and the discharge line to the atmosphere, ensuring that it is turned off immediately before the compressor starts.

The compressor failure alarm is triggered by an additional PRK relay. When the thermal relays are used to protect the compressor TP7 and TP8, their contacts on wires 15С-15СМ open, opening the life circuit of the PRK relay, which closes its contacts, which open in the lines 15Ц-15Ш and 15Ц-15У. The navigation aid lamps on the faulty carriage light up and the lamp “
Additional lances at the driver's cabin.

After the VR is turned on and the ARF is started, the compressors do not turn on on any train.

Weekday voltage on the 27th drota

Briefly flashes in the 27th dart (after replacing, PR12 lights up again)

In the middle of the warehouse in the cabinet from the room of the motor car, disconnect the 27th wire from the terminal rack and insulate it, change the burnt PR12 in which case the compressor will operate on one side zda.

Do not turn on the recreation center in other cars.

The KMC contactor on this car does not connect.

PR8 – on the attached car

PR12 – on the head car.

The DC starts, and then ask TP7, TP8.

The DCs are launched due to a malfunction of the VMC.

DCs are not connected to all trains.

Without opening one of the AK-11B

Third-party food on the 27th dart (AK-11B in both cabins in the position that fell out).

In the middle of the warehouse in the cabinet from the room of the motor car, connect the 27th wire to the terminal rail and insulate it. In this part of the train, where the compressors continue to be pumped, on all associated cars at the shafts from the KMK, the convicts PR40 and PR41 are installed.

The PC on one of the cars cannot be connected.

Faulty KMC contactor.

Malfunctions in the charger lances

On the head cars of the electric train there are direct-stabilizing devices that ensure the life of the Lanzugs with a stable current of a stabilized voltage of 110 V and the charge of the rechargeable batteries located on the head and main cars.

The skin installation includes a sectional transformer TrP, thyristors TT1, TT2, diode VK1-VK5, choke DF, which smoothes, thyristor contactor CT, battery contactor BC and electronic control unit “RSB”.

The primary winding of the TrP transformer is connected to line 220 (wires 62 and 61) through the lock Pr10. The secondary winding consists of three sections connected in series.

Diodes VK1-VK4, connected to the secondary winding of TrP, create an asymmetrical double-phase rectifier. Stabilization of the output voltage of the rectifier is ensured by the thyristor TT2, which connects the plus of the rectifier through the contactor contactor KT to the output 71G of the TrP transformer. The thyristor control lances are connected to the stabilization regulator and battery charger unit “RSB.”

Lancets R26-C5, R27-C10, R28-C11, connected in parallel to the sections of the secondary winding of the TrP, ensure protection of diodes and thyristors from overvoltage. The lancet has a DF throttle at the output of the switching rectifier, which smoothes it out.

The life supply reserve with a voltage of 110 is provided by the rechargeable batteries through the thyristor TT1, which connects the plus of the rechargeable battery through the igniter Pr45 to the connection 71a of the transformer TrP, and also through the diode VK5, which is connected є plus batteries with wire 15 (plus 110 V). All batteries are connected in parallel with wire 56 through the igniter Pr36 and through the BC contacts for non-working devices that are straightened, connected to wire 15.

The CT contactor coil draws life from the secondary winding of the TPP through the RSB block. Due to the presence of alternating voltage, I would like to use one installation along the lanyard through the locker Pr34, contact KT, resistor R31 and train conductor 20 to remove the grubber of the BC coil of the head and driving cars.

BK contactors connect the batteries at wires 15-15 and transfer them to charge mode, and also bridge the leads of the batteries on the head cars in the live radio station with a voltage of 75 V (wire type 22 and 78 ps) and a constant voltage of 58 V 30).

When a voltage boost protection is required, the RSB block turns on the live coil of the CT coil, the thyristor TT2 is connected to the TrP transformer, and the average voltage at the output of the rectifier decreases. Since the rectifiers of both installations are connected in parallel, the voltage in the range of 110 (between wires 15 and 30) can be separated from either of the two installations.

To control the operation of direct-stabilizing devices, three positions of the PV voltmeter PV remitter have been transferred:

"Stabilizer" . The output voltage of the stabilizer of this installation is observed between wire 15 through the lock Pr34 and the minus output of the RSB block (piece minus of the rectifier of this installation).

"Merezha" . The voltage measured is 110 (between wires 15 and 30).

"Battery". The battery voltage changes (via the Pr14, Pr15 and VB switch).

During normal operation, the voltage according to the PV voltmeter at the “Stabilizer” and “Merezha” positions of the transducer is the same (approximately 110 V). If one installation is blocked (KT is switched on or Pr10 is on fire) or the stabilizer of this installation is malfunctioning, the voltage in the “Stabilizer” position is underestimated or reaches zero, the same as the voltage in the “M” position "Erezha" is still 110 V, since the other installation continues to operate normally.

At the “Battery” position, the voltage is up to the voltmeter PV during the hour of operation, I would like one direct-stabilizing device and when the BC contacts are switched on, it is moved equal to the voltage at the “Merezha” position, and when the BC contacts are connected, it is closed.

The VB battery switch allows you to generate an externally connected battery in the mode of installation: plus, minus, in the head cars also through wires 78a and 78b. Signal lamps LS3, LS4 “Insulation control” are connected to the housing and through the terminal VI - to the extent that they allow monitoring the insulation level at a constant level, with proper insulation their voltage is however lower, new insulation support - minus the decrease in the heat of the LS4 lamp, and plus - LS3 lamps.

Due to the changeable voltage, as well as in case of special protection of the installation, the “Charging unit” signal lamp is switched off in the driver’s cab (with lance Pr34, contact CT, wire 15e).

Living in a constant current with a voltage of 50 V, behind the ALS system, the rechargeable battery 78b is removed through Pr31, which closes the BC contact at wires 78v-78g. Working with AB as a discharge mode - from the output 78a, through Pr39 and contact BK at wires 78zh-78g.

For the presence of an alternating voltage of 220 V, the PH2 relay is turned on, the signal lamp “50 V rectifier” is on, and the ALS system operates through the Pr47 step-down section transformer, the D4-D7 rectifier, the remitter of the reserve supply PRP and the tr DLS-S2. This ensures the absence of galvanic coupling between the ALS system and the constant voltage of the electric train. To turn off the power supply, relay PH2 is powered through ballast resistor R34 from the positive group of rectifier D6-D8 and rectifier D8-D9.

Due to the presence of alternating voltage, the PH2 relay is switched on and with its contacts that open at wires 30-30, 78-78d it connects the ALS system to the battery. When the “Varminator 50” lamp is not lit, diode D2 switches off the charge of the battery in the Vivator D6-D7. When the changeover voltage stabilizer 220 goes out of tune, as well as the rectifier D4-D7, the PRP jumper must be switched to the “Reserve” position, in which case the ALS system operates in the form of a rechargeable battery. To enable the life of the ALS and the DLS-S2 filter on the head car and the tail of the train, the PRP jumper must be set to position “0”.

The radio station operates with a voltage of 75 V AB through the contacts of the BC contactor. In the low battery mode, the BC contactor is turned off and the radio is connected to wires 22 and 78b (69 battery elements), and in the charging mode to wires 22 and 78a (60 battery elements). Resistor R24 is located on the body and is used as a temperature sensor in excess air to adjust the setting to the RSB block for the voltage charge of the battery.

When the VB alternator is turned on and the PV alternator is installed at the “Merezha” or “Battery” position, the voltage on the voltmeter is daily.

The lantsyug does not appear on project 15 and AB.

When the BBB is turned on, PR10 lights up.

Becoming a breakdown of diodes Vk1…Vk4 and thyristors Tt1, Tt2.

When the VR is turned on, the KT contactor does not turn on.

The lancet does not work on the TPP sectional transformer.

When the VR is turned on, the CT contactor does not turn on, except in the PV position, the voltage stabilizer becomes 95-100V.

Faulty or defective blockR.S.B.»or there is a malfunction of the CT contactor.

After turning on the VR, the life on the ELT and the air valve disappears.

Burned out the prisoner PR31.

This is the contact in the switching block of the BC pr.78V-78GA or the contact of the VB remixer pr.78G-78GA.

Look at the bookmaker's contacts.

After turning on the VR on the head cars, request blocksR.S.B.

Peregoriv Zabozhnik PR34 .

Re-burned PR34 means “Ground” at the 20th dart, check with a jumper 15-20. When the indicator light is on:

At the “chrest”, at the shaft from the RUM, remove pr. 20 from the terminal strip and replace pr34 on the right half of the train. Update the RSB block.

After the VR is turned on, PR31 and PR39 light up.

Broken diode D1.

It is possible that the connections of wires 78A and 78B in the box with AB are mixed up.

Turn on the AB, rearrange the darts, replace PR31, PR39, turn on the AB.

In case of constant failures of the ALSN on the white fire, the unstable robot of the ELT, as well as in the case of the clinker robot of the BC when the VR is turned on after neutral inserts and the ARF does not start

Check PR14, PR15, PR20, PR34, PR36, PR45.

Look around the BC on the main carriages

If the BC is welded, the voltmeter in all positions will show the battery voltage 120 - 130 V.

Update what the robot unit needsR.S.B.

As a rule, all operational malfunctions are blamed on the poor performance of the locomotive crew. If on the ER-9p, when the PR14 and PR15 were burned out, the EPT immediately lost food, then the ED-9m, ER-9t can be seen.

I got out of the AB fret on the lead car.

Isolate AB from electric trains.

Power the RS stabilization unit from the minus lancug.

Install a 30V-30 jumper.

Supply 50V to the ELT and ALSN in standby mode in the tail car.

Install jumpers in the tail and head cars 78G-reserve wire 60 or 50, or PR4 in both head cars.

On electric trains equipped with a “CLUB”, life is supplied through a power supply generator (unit 110-IP-LE), which converts the 110V voltage to 50V and stabilizes it. PRP may be turned on.

Malfunctions of additional lances

The scorching lances remove life from the scorching winding a-O1 (620) of the traction transformer. One transformer powers the heater and furnace of two cars - the motor and the main (head) cars, and for the tricar section - the motor and two main cars.

The high-voltage socket X7 is switched on by the contactor KRS1, the contact switch of which on the motor car turns on the blocking of the sockets X7, X8, and on the main ones - blocking the VB (B 12) of the high-voltage chassis. In each three-car section, the BPX contactor of the middle carriage will turn on and supply 620 V to the additional carriage, which will be connected by connectors X7, X9 and X8, X10 (blocking X9 and XI0 will be switched on) and to the additional In the main car, the locking block is closed) .

The protection of the scorching lancets is in charge of the other protectors of Pr1 and Pr2 of the motor car. During the refurbishment of the heater and furnace of the skin car, the RPO reheat relay was stolen

To turn on the life of low-voltage lancets, an additional winding O1 - X2 of the GT transformer (at a rated voltage of 276) is connected to the additional winding X1 (at a rated voltage of 220 V).

Connections to the winding are made through an automatic switch AB, which combines electromagnetic and thermal action.

In normal modes, the robot has life from windings 01 - X2 through the circuit breaker AB. Wire 62Ш, thyristors TT1, TT2, contact strip 62E-62Ya (installed in the “normal” position) are supplied to the ARF phase splitter (via thermal relay TP9 and contactor KR) and to wire 62 (via contactor KS).

Thyristors TT1, TT2, coated with a BUS block, ensure stabilization of the live voltage of the splitter phases and the live ones (controlled by a voltmeter PV), and the splitter phase ARF transforms the single-phase voltage (supplied to the windings c1-c3 ) in three-phase voltage (6-6 ) for, life additional asynchronous motors: fans DV1 and DV2 (on head cars and DVZ), transformer pump DNT (on motor cars), compressor DK (on head and main cars).

Tiristori TT1, TT2 Z'dnani Zustrichnoy - parallel I turned on the Lantsyuug, Zhilnnya Roscheluvach Phaz Istizhivach, so in izhnerevali, if one tiristoriv vidkrititi, a rug on wires 62nd - 61 the voltage of the winding O1 X2, and when the thyristors are closed, the voltage is determined by the e.m.f. splitting phases. Therefore, the stabilizer is vikorystvovayutsya too much with the spitting agent.

The protection of auxiliary motors is provided by thermal relays and heaters installed on two phases (wires 62 and 63).

The type of wires 62, 61 through the contactor OS and the auxiliary switches Pr15...Pr18 is used to determine the life of the lighting circuit, and on the head cars, through the igniter Pr10 and the sectional transformer TrP, the life of the direct-stabilizing devices is determined, ensure the life of livestock with a constant voltage of 110 V and charge.

Ventilation of passenger areas is turned on by the "Ventilation" button in the head car. In this case, the live wire 36 is removed. In this case, the phase decoupler works and, therefore, close the voltage repeating relay contact of the phase decoupler PNF (36Zh-30) on the motor car, through the contacts of the thermal relay of the fan motors TRZ, TR4, TR 5, TP6 (36- 36E) and the contact of the voltage relay for the fan motors RPV1 (36T-36Zh) picks up the live coil of the fan contactor KV1.

Contactor KV1 with its head contacts turns on the motors of fans DV1 and DV2 of the car. At the same time, when the head contacts KV1 are switched on, the second blocking contact (15SB-15SZH) is switched on in the lantern of the coil of the heating contactor K02, designed to switch on both circuits (OKI, OK2) of the car's electric heater. The contactor coil of the K02 burner switches off from its position in the contact position of the intermediate relay of the thermoautomatics PTB1 (15SZh-15SG). At its core, the life of the coil of the PTV1 relay lies in the on or off position of the thermal contactors TV1 and TV2, which are installed in the air duct of the heater. Thermal contactors TV1 and TV2 are designed for operation at a voltage of 50 V, both TV1 and TV2, as well as the PTV1 coil are connected to the circuit through the voltage distributor R21, R22.

When the temperature in the air duct of the heater is below +8°C, the contacts of thermal contactors TV1 (15T-15P closes at +8°C) and TV2 (15T-15F closes at +16°C) are open and the relay coil PTV1 is not disconnected. In this situation, the contact of the relay PTV1 (15SZh-15SG) is closed and when the fan motors are turned on, the live coil of the contactor K02 is removed. The electric heater will become darker.

When the air temperature in the air duct of the heater reaches +16 °C, the contact of the thermal contactor TV2 (15T-15F) closes and the relay coil PTV1 is deactivated. The relay contact PTV1 (15SZh-15SG) opens the lifeline of the contactor coil K02, which leads to the switching on of the electric heater. At the same time, the PTV 1 relay closes its contact (15E-15F). This will protect the life of the coil of the PTV1 relay through the contact of the thermal contactor TV1, which is switched off at a temperature of +8°C. Thus, if the temperature in the air channel is below +16°C and the thermal contactor TV2 opens, the relay coil PTB1 will continue to shut down.

Only when the temperature in the air duct drops to +8°C, when the thermal contactor TB1 opens, the coil of the PTV 1 relay loses life and the contact PTV1 (15SZh-15 SG) supplies life to the coil of the contactor K02, which turns on the electric heater again. The heating of VP electric furnaces is controlled automatically by the ignition contactor KO1, the coil of which is switched off depending on the position of the PTV2 relay contact (15SB-15SV). The life of the PTV2 relay coil is due to the switching on or off of the thermal contactors TOl and T02 installed in the car interior. The PTV2 relay coil and thermal contactors TO1, T02 are connected to the same resistor voltage circuit as the PTV1 relay coil, and on the positive side.

When the temperature in the cabin is below +12 ° C, the contacts of the thermal contactors TO1, T02 are open, and the PTV2 relay coil is not deactivated. Through the open contact of the PTV2 relay (15SB-15SV), the live coil of the contactor K01 is removed. The stoves in the salon are turned on. When the temperature in the cabin rises above +12 ° C, the T01 contacts close, but the PTV2 relay coil is still alive. The life is canceled if the air temperature in the cabin warms up to +16 ° C and contact T02 closes. In this case, contact PTV2 (15SB-15SV) opens the circuit breaker of contactor K01, which turns on the electric stove in the cabin.

The PTV2 relay coil will remain active as long as the temperature in the car interior does not drop to +12 ° C when contact T01 opens. After this operation, the contactor KO1 coil will be renewed and the electric stoves in the cabin will be turned on again. Thus, the temperature in the cabin is maintained at around +14 °C. In this case, at elevated temperatures, the contacts of the thermal contactors TV1, TV2 and T01, T02 are closed and the relay coils PTV1, PTV2 are constantly deactivated. In this case, the open contacts of the PTV1, PTV2 relays in the circuit of the contactor coils KO1 and KO2 are open. In this way, the car scorching system is completely closed. In this case, it is necessary to turn on the “Scorching” switch, which with its contact (15C-15CA) opens the live coils of the scorching contactors K01, KO2, and also turns on the resistor voltage distributor and the live coils of the PTV1 relay, 2 to avoid unnecessary wastage of electricity.

When re-engaging electric furnaces and electric heaters in the lancets, the re-scorching relay RPO is switched on and with its contact (15CA-15SB) it interrupts the live coils, contactors K01 and K02, which is carried out until the scorching system is switched on.

Electric heaters are also switched on when the temperature of the heating coil is increased to +100 °C. In this case, the thermal relays T3-1...T3-8 are used and open their contacts (15СІ-30) at the contactor coil of the K02 contactor. When re-engineering the lance motors of the DV1 i. DV2 activates thermal relays TR-Z...TR-6 and opens its contacts in the contactor coil KB1, which is activated until ventilation is turned on. The fans are also switched on when the fan voltage relay RNV1 is configured. When the car ventilation is turned on, the electric heaters switch off automatically. This will ensure the presence of the switching contactor K02. In all cases of emergency shutdown of the burning and ventilation of the car, the live coil of the thermoautomatic relay of the car PTV is removed, as its contact (15A-15Ш) on the motor one (15CA-33) on the head and ground cars closes the lance of the lamp "Additional" Lanzyugi", and contact (15А-15Ш) on the motor and (15Ц-15Ш) on the head and main carriages, the lamp light switches to the signal of the faulty carriage "SNO".

The heating of the driver's cabin is activated by button Kn23 "Cabin heating". When this happens, the low stage of the cabin heater is switched on. At times you can turn on an additional high level of the electric heater using the Kn28 “Intensive heating” button. At the air channel at the output of the cabin heater, thermal contactors TV4 and TV5 are installed, which are included in the life circuit, relay coils PTB4. Thermal contactors TB4 and TB5 ensure that the PTV4 coil is switched on at a temperature at the heater outlet above +20°C and switched on at a temperature below +16°C. If the motor of the cabin fan DVZ is switched on (contact KVZ 15VP-15PG is closed), and the relay coil PTV4 is disconnected (relay contact PTV4 15PB-15PV is closed), then the live coil is removed, the ignition contactor KO3, and when the button “Intensity K04” is turned on.

In emergency modes, the live coils of the contactors in the scorching cabin are switched off:

in case of revantage - by contact of the RPO relay (15PG-15PD),

in case of unacceptable elevated temperature in the heater tank - by contacts of thermal relays T39, T310 (15PZh-30),

in case of emergency, the DVZ fan motor is switched on by the contactor contactor KV3 (15PV-15PG).

When using the contactor KOZ, K04, turn on the cabin heater. The heat in the cabin is hot and the legs of the driver and assistant are heated. To increase the heating of the legs, use the “Additional cabin heating” button.

The skin behind several doors of the car has a pneumatic drive, which folds and opens and closes the valves. They are controlled from the head car via wires 52, 53, 54 and 55.

Wires 52 and 54 control valves VD1, VD2, VD5 and VD6, and wires 53 and 55 control valves that close VD3, VD4, VD7 and VD8. The doors of electric trains can be opened from the driver's cabin from the control panel, as well as from the service vestibules of the head and tail cars.

When opening the door from the control panel, the driver turns on the buttons for the right (Kn24) and left (Kn26) doors, and the jumpers B27, B29 operate. When the door is opened from the service vestibules, the buttons Kn27, Kn25 are turned on, and the service is activated by jumpers B28, B30.

Through wire 18, when sequential blocking of BD1-BD8 doors of the entire train is turned on, a signal is sent to the driver's cabin about the closure of all doors.

To illuminate passenger areas, there is a “Lightening” switch on the remote control. In this case, the live coil of the OS contactor is switched off, which closes the lance of the 220 V alternating line. The lighting lamps are assembled in two groups, in the skin and the inclusions. The lighting is turned on by the OS contactor, and also directly by the switch. "Duty duty" on the skin carriage.

The spotlight is turned on using the B4 switch, which has three positions: “Dimly light”, “Brightly light” and “Turn on”.

The heating of the oil separator is turned on by pressing the button ВЗ “Heating the oil separator” on the remote control. The upper and lower signals are sent to the source 15 through the indicator Pr19 when the output buttons Kn11, Kn12 are turned on. Through the input button Pr18 when the output buttons are turned on, the lighting lamp is turned on abіni, remote control, corridor,

route layout through the Pr7 zabozhnik - lamps for illumination of the interior, mounts, toilets, closets, route lighters. If necessary, the driver's window heating is switched on, which leads to life along the arrow 15, through the Pr55 lock.

From the rechargeable battery, through the contacts of the BC, the 50V power supply of the locomotive alarm system, electro-pneumatic devices and power supply of the radio installation is detected. The sandbox valve of the KP is turned by arrow 59 using the button Kn3 “Sandboxes”.

For automatic switching on of the electro-pneumatic galm and vibration of the controller of the driver of the KM, when the EPK is designed, a galma relay RPG is installed, which with its open contact (15D-15MK) opens the lancets of the KM, and with its closing contacts (47-78VP) and (49-78VP) T ta VO. Vimikach VA applications for connecting the electro-pneumatic valve in case of impossibility of updating the EPC after completion.

When the “Ventilation” button is turned on, the “Protection of additional lanterns” lamp does not light up and ventilation does not operate in any train.

Burnout of PR24 or malfunction of the “Ventilation” button

Do not operate ovens on a motor car.

KO1 does not turn on, PR1, PR6 burn out, RPO issues

Do not operate the stoves on the main carriage.

No contact with scorching roses X7 (X9) or X8 (X10)
Malfunction of contactor BP1 or blockage of the chassis in the trailer car

There is no ventilation in one carriage.

On the motor car, check the activation of thermal relays TP3-TP6 and the switches on the fan motors PR13 and PR14.
On the attached car, check PR42 and PR43.

The driver's cabin is not heated

Check PR52, check life cycle KO3, check station TZ9 and TZ10, PR50, PR51.

Do not open doors at all costs

The PR3 burnt out on the lead car.

Since the doors do not open on one side, look around at the position of the toggle switches in the cabin and the work vestibule.

The doors are not opened, they are not repaired, but they must be worked hard

The doors are installed on the living area from the tail cabin

There is no lighting throughout the train

Burnout PR21 or malfunction of button Kn4 “Lightening”

Does not lighten one section

Peregoriv Zabozhnik PR15 and PR 18 on a motor car

Lighting does not work on one car

Burned out the prisoner PR16 or PR 17 on the motor car, or PR1 and PR2 on the main one and the head one.

OS contactor fault

Install jumpers 67A-67B, 67B-67G.

Malfunctions in power lances

The power lanyard circuit of an electric train motor car includes high-voltage lanyards (25 kV), a main GT transformer, lanyards of silicon conductor rectifiers and traction motors.

The alternating stream with a voltage of 25 kV is supplied from the stream receiver T through the winding choke DP and the winding high-voltage switch BP to the primary winding (A1-X) of the main transformer GT.

In traction mode, electric motors M1 ... M4 are removed from the secondary winding of the transformer through the rectifier VU, switching on behind the bridge circuit. The traction motors are connected in two parallel groups of two motors in series. To reduce the pulsation of the straightened stream into the combustion engine of the inclusions, the SR reactor smoothes it out.

The secondary winding of the transformer consists of eight sections, connected sequentially with nine turns (0...8). The middle point - output 0 - of the secondary winding is grounded through the grounding relay RZ and resistor R1.

The fluidity of the train varies depending on the voltage that is supplied to the traction motors by means of serial connection of the traction winding section of the transformer, and on the remaining sections by weakening the field of the traction motors (shunted the windings are energized by resistors). These operations are carried out by the head (power) controller of the Central Committee.

The power controller has 17 contactors. The position numbers of the controller to which the output contact is closed are indicated on the diagram near the arms of the contact.

Contactors 1...12 are used to regulate the voltage on traction motors, contactors Ш1...Ш6 are used to weaken the motor field by shunting the windings by resistors installed on block 1БЭ.091. Contactors 1…12, Ш2, Ш3, Ш5 are without arc extinguishing, and Ш1 and Ш4 are with arc extinguishing, fragments of stench dissolve under the jet.

It is important that the mean square flow reaches its maximum value when straight at high positions (16...19), contactors 8 and 10, flowing around these positions, switched on in parallel.

At the first position of the DC, contacts 1 and 12 are closed. The circuit operates in the mode of single-phase rectification from one section of the transformer (heads 7 and 8). This stage is considered to be a maneuvering stage.

At the other position of the main battery, contactors 1, 11, 12 are closed. The circuit operates in the dual-phase rectification mode. The traction motors are driven by one section of the transformer (sections 7-8).

In the third position, contactors 1, 2, 11 are closed. The secondary winding of the transformer is straightened from terminal 6 to terminal 8, the motor is supplied with a voltage equal to the current e.m.f. two sections. In the upcoming period, if the e.r.s. The secondary winding of the transformer is direct from terminal 8 to terminal 6, only one section 7-8 is supplied with voltage to the motors, since the supply of voltage to two sections of the transformer overshoots the lancinating contactor 12. From section 7-8 it is supplied by lantern: 7, contactor 1 ta 11, valves VU, smoothing reactor SR, traction motors, valve VU, circuit 8, transformer winding.

Thus, in one direction, the voltage on the motors is the same as the voltage in two sections of the transformer, and in the other direction, in one section. The third position is subdivided by a moving pulsation, which covers all the steps of unpaired positions up to 15 inclusive.

At the 4th position, contactor 12 is switched on and, in advance of the motor, the life is removed from the 2 sections of the secondary winding of the transformer. When the pulsation flow does not exceed the expected value, contactors 1 and 11 do not flow around the flow and when moving to the 5th position, the contactor opens the flow.

At position 5, after opening contactors 1 and 11, contactor 3 closes. At this point, the rectifying mode with advanced pulsation is created again. The life of the motors in one direction is driven by voltage from three sections 5-8 of the secondary winding of the transformer, in the other direction - from two sections 6-8.

The further process of increasing the voltage on the traction motors to position 16 is similar to that described above: on unpaired positions - straightening mode with increased pulsation of the flow, when you open one of the contactors 11 or 12; on the guys - straightening with normal pulsation of the struma, contactors 11 and 12 are closed.

From position 16, rectification with normal pulsation of the flow occurs, in which all 8 sections of the secondary winding of the transformer are connected to the rectifier bridge by contactors 8 and 10.

In parallel with the windings of the traction motors, resistors R2 and R3 are attached to ensure a reduction in the pulsation of the excitation current when starting the traction motors. At the hour of start-up, the field of these engines is weakened to 94.3%.

At position 17, contactors Ш1 and Ш4 close, the field of all motors is weakened to 56.6%. At position 18, contactors Sh2 and Sh5 are additionally closed and the motor field is weakened to 37%. At position 19 contactors Ш3, Ш6 are closed and the field is weakened to 27%.

Position 20 (idle) will ensure the shaft wraps when moving to the first position of the main body.

The switching on of the traction motors is controlled by contactors LK1 ... LK4, in which case the electrical controller TK must be in the 1st position.

The reversal of the traction motors takes place using an additional reverser B1-B4, H1-H4, which directly changes the flow in the alarm windings.

The switching of the power lances from the traction mode to the galm mode is controlled by the TK galm controller, at its own, at 3…12 positions of the TK, the rheostatic galvanization lances are selected. Another position of the TC halm controller is a transitional one to ensure the controller's mixing.

In high-pressure mode, the armatures of the traction motors operate in two circuits. When the contactor LK1 is turned on, the first galvanic circuit is activated by motors M1, M2, sensor DT1, contactor LK1, ammeter, contactor TK1, resistors R30, 32, 34, 36, 38.

When the LK2 contactor is turned on, another galvanic circuit is activated by motors M3, M4, contactor TK19, resistors R39, 37, 35, 31, contactor TK1, contactor LK2, ammeter PA2, sensor DT2.

With the help of the galvanic controller TK, there is a reversal of the designated resistors, which ensures 7 stages of rheostatic galvanization. When switching the TC from 5 to 6 positions, from 8 to 9 positions, and from 11 to 17, the circuit supports do not change, 6 and 9 positions are transitional, serving to ensure streamless commutation. At position 12, the electro-pneumatic galvanization is switched on. Positions TK13 ... TK20 are transitional and are not affected by rheostatic galvanization.

Disruption of traction motors in galm mode is independent of the life of the series-connected excitation windings of the winding section 0-4 of the main GT transformer through the direct-coupled point, which consists of two thyristors Tt5, Tt6 and two diodes D5, D6, which allows you to regulate the diode flow in The arms of the bridge are switched on in such a way that at the moment of closure or when the alternating voltage is switched on, the flow of the traction motors' excitation windings flows through them and, in addition, ensures guaranteed closure of the bridge when the pulse is removed current control using thyristors.

The lanyard of the traction motors includes the anchor current sensors DT1, DT2 and the alarm current sensor DTV. When the electric train is started, the signals DT1 and DT2 are applied to the electronic acceleration relay BRU, which ensures the automatic start of the traction motors, following the intercoms of the head controller of the DC. In the galvanic mode, the signals from the sensors in the armature stream DT1, DT2 and the alarm stream of the DTV go to the rheostatic galvanization control system, then. on the BUTR and BRT blocks, the first of which controls the bridge Tt5, Tt6, D5, D6 (the alarm of the traction motors), and the other is the galvanic controller of the TK, ensuring automatic rheostatic galvanization of the electric train from the specified settings of the armature flow and alarm.

To maximize the consumption of electrical energy, the winding of the power supply is P1, the strum winding of which is based on the transformer strum T1, included in the lance of the primary winding of the main transformer GT, the voltage winding is in the auxiliary winding of the main transformer 220 V. The strum of the motors These pins are controlled from the PA1 ammeters to the RS1 shunts , RS2.

ZAKHIST SILOVYKH LANTSYUGIV

Protection against atmospheric overvoltage is provided by the additional arrester RVS, and protection against switching overvoltages is provided by the additional arrester RV.

In the event of atmospheric and commutation overvoltages, the electrical installation is protected by capacitors C2-C4. The stench is intended to suppress radio interference. Capacitor C2 is installed with a discharge resistor R10 to suppress the vibration of the radio crosstalk, in addition to the capacitors, transferring the inductive choke DP.

When the power lance is short-circuited, the grounding relay of the relay contacts the ground and touches the flow coil. Contacts RZ open the life of the coil VV-U, the relay RZ is connected with a clip and manually turned.

To protect against the loss of high voltage in the lanyards when the lanyards are cut, the grounding brushes of the transmission throttles are grounded.

Grounding plays a dry role in emergency modes of electrical lancets. One end of the primary winding of the head transformer is grounded through a special device, which consists of a brush device, which connects the windings from the ground through the wheel pair and the grounding choke of the DZT, which connects the windings from the ground at the same time. so that the brush contact breaks down. In normal mode, the flow does not go through the throttle, because the lance head has less support through the grounding devices. The brush grounding must be periodically checked, any fragments from damaged wires passing through the axle bearings of the car.

The head secondary winding of the power transformer is grounded, and the middle point is connected to the ground through the dry grounding relay RZ.

Any breakdown to the ground of the secondary winding causes the current to flow through the relay, which connects the high-voltage generator. In the emergency mode, the grounding of the middle point doubles the ground potential of all elements of the power circuits.

Protection against boxing and retail boxing in traction and galvanic modes is controlled by the boxing relay RB and the retail boxing relay RRB.

In case of a circular fire on the traction motor commutator there is also a special RRB relay, as a result of which the linear contactors LK1…LK4 are switched on.

In the hopper mode, the traction motors are protected from emergency movement of the hopper jet by the reed switch relay for reviving the hopper jet RPT, RPT2.

In addition to the permanent grounding, the secondary winding of the transformer is located at both ends of the grounding transformer 3T, when they are turned on, the secondary winding is short, which crosses the passing current when the voltage suddenly hits the primary winding of the transformer. The grounding switches must be switched on when the jet receiver is lowered at all times when working with high-voltage equipment or under the car.

Grounding the additional windings will ensure a constant potential of the additional windings of 620 and 220 to ground.

To protect against short-circuiting of power lances, as well as to switch off high voltage in other abnormal transmission modes, high-voltage circuit breakers are used. It turns on either when a pulse is applied to the coil BB-O, which turns it on, or when the life of the morning coil BB-U is activated, one of the blockings included in the lance of its life opens.

For strums greater than 100 A, a relay for connecting the wind power generator RVV is required, the winding of which is connected through a transformer struma TZ. With its contacts, the RVV relay opens the coil of the life of the cat, which is washed out, and becomes wet. The stream from the input of the rectifier VU, through the transformers T2, T4, is supplied to the input of the BTZ strum protection block.

In the event of short short circuits at the rectifier or its output, and when it is re-engineered, an impulse is supplied through the flow control unit to the BB-O coil, which turns it on, which ensures faster flashing of the VR.

Requires RZ when VR is turned on.

Insulation tests of the secondary winding of the transformer.
Breakdown of capacitors C3 or C4.
Breakdown of insulation of direct installation.

Specifies the RZ at the maneuvering position.

Breakdown of insulation in one of the TED groups
Breakdown of capacitors C2.

The RP is required; the VR is switched on when the driver’s controller is placed in the 1st position.

Failure of flow-free switching of contacts of the PCB due to malfunction of the valves at the junction VP1…VP4.

If there is minor melting, you can turn on the VR.

If the contacts of the PCB are significantly melted, raise the blast cleaner and do not turn on the power supply.

Alarm

To monitor the normal operation of the electrically-equipped train, notify about faults and indicate where there is a fault, use a system of signal lamps and signal relays (mlinters).

There is a lamp installed on the control panel in the driver's cab “LK”, “VV”, “Additional lantsyugs”, “Power lines”, “Boxing”, “Charging unit”.

To be vigilant

Signal lamp "BB" light up if there is no high-voltage switch on one of the motor cars of the train.

Signal lamp "OK" It is safe if the head handle of the driver's controller (CM) is placed in the running position. It must light only during the period from the moment the driver's controller head handle is inserted into the running position until the line contactors are turned on again. After switching on the line contactors on all cars of the train, the contacts of PLC1, PL1 (darts 31L-31B, 31G-31B) open and the lamp goes out. If after the head controller moves to another position, the “LK” lamp does not light up again, then you should note the appearance of a current at two parallel traction motors and the normal operation of the traction control (open the contacts of the relay RKT1, RKT2 at wires 31L-31V all motors.

If one of the linear contactors does not get wet or the daily flow of the traction motors, the “LK” lamp lights up steadily as long as the KM handle is in the running position.

If the KM handle is put in the halmivna, the lamp “LC” is Doti, the docks will not be bored with the Galmivna Scheme ”і Z'ygw, the gallmas struz at the anchors of the traction dviguniv і Roading the relay control of the Struma RCT1, RCT2 (31L-31V, 31g- 31g- 31 3.

When the “LK” lamp lights up, you can see that:

the galm controller moves over the first position;

the system for servicing line contactors is faulty;

the retail box relay was working;

The transformer pole has overheated;

daily voltage at the contact barrier;

the phase splitter for one of the cars did not start;

vimkneno high-voltage vimikach.

When checking the electrical galvanization circuits at the station when the “BB” button on the control panel is turned on, the “LK” signal lamp should burn out and go out after about an hour, which is to say about the normal operation of the electrical galvanization power circuits on all trains. To identify a car on which there is a malfunction of the power lances, you can press the “Blinkery” button on the control panel. In this case, the live coil of relay K1 to the BSM block is switched off and, having become self-sufficient, turn on the LED H2-C and the RBS relay, contact of which (35A-15E) supplies life to the aids to navigation lamps in the faulty car (L1 ... L3). RBS also faces self-infliction.

If the switching on of the line contactors and the lighting of the lamp “LK” were caused by overheating of the transformer, then the RBM relay, becoming self-destructive, turns on the LED H1-“M” at the LSM block. The connection of the light-emitting diodes “M” and “C” in the LBM block, as well as the release of the RBM, RBS (K1) relay from self-supply, can be achieved by pressing the buttons S1 and S2 on the LBM block.

If there is no voltage in the contact circuit, then the BB and RN lamps light up simultaneously with the LC lamp. In the event of a permanent malfunction in the power lanyards or the control lanyards, the RUM switch on the faulty car is interrupted, which with its contacts switches on the life of the lanyards for controlling line contactors, as well as contacts (3 1A-31L, 31A-31G and 15A-35A), signal lamps " SNO", "LK", "VV", "Boksuvannya" and "RN".

Signal lamp "RN" It is reported that the phase splitter on one of the motor cars did not start. In this case, life is supplied to the RN lamp through the open contact of the PNF relay (35A-34).

With a reference lamp, the “RN” lamp indicates that there is voltage in the contact line, the high-voltage switches are turned on, the vacuum cleaners are raised, the contacts of the automatic circuit breaker are closed, on the auxiliary wires of the lamps 61 and 62 there is voltage and voltage There are splitting phases in all sections.

Signal lamp "Boxuvannya" begins to light up when boxing or using one of the wheel pairs of motor cars, when the special relay PRB closes its contact (35A-35) at the light of the “Boxing” lamp.

In addition, the “Boxing” lamp is used by the protivo-anti-boxing system of the PPS during the use of either the boxing of a motor car, or the use of the head or main carriages. When this happens, the emergency navigation lamps on the emergency carriage turn on.

Signal lamp "Charging unit" It burns when the life-sustaining system is switched on and the batteries are being charged, as well as when the voltage is above-ground in the lanyards of the train. Lamp “Charging unit lights up behind the head:

preparation of devotees Pr10;

It is unacceptable to shift the Lanzug control voltage;

when there is no voltage at the auxiliary 220 V motor car (for example, a high-voltage generator or an automatic circuit breaker is switched on). In this case, you can immediately switch on the lamps “LK”, “VV”, “RN”.

Signal lamp "Additional Lancs" removes life from 33. It lights up for malfunctions in the combustion and ventilation systems of cars, as well as in case of emergency connections of compressor engines. In the event of malfunctions in the combustion and ventilation system, the “Additional Lancets” lamp is switched off through the short-circuit contact of the thermoautomatics of the RTV car (33-15 CA on the head and traction cars and 15A-15Ш on the motor car). The PTV relay triggers and supplies life to the “Additional Lancers” signal lamp in the following situations:

when the relay is activated, the burner relay is activated;

with special thermal contacts TZ1 ... TZ8 at above-world elevated temperatures in the heating coils;

when thermal relays TP3...TP6 are installed in the lances of the fan motors in the cars, there is a subsequent re-vantage in these lances;

when the heat is on, the lances of the fan motors of the cars, and when they have short circuits, the RNV1 relay is further connected.

In case of emergency modes, the thermal relays TP7, TP8 are used at the lance motors of the DC compressor motors, which with their contacts interrupt the lance of the life of the coil of the intermediate relay of the PRK compressor. The PRK relay turns on, and with its contact that turns off (15C-15U), it supplies power to the “Additional Lancers” lamp. At the same time, with the “Additional Lantsyug” lamp, light up the navigation aid lamps on the carriage where there is a malfunction.

In case of persistent malfunction in the scorching and ventilation system of any car, it is necessary to turn on the SOV signal (scorching ventilation signal). Its contacts (15CA-15C and 15SH-15E) interrupt the life cycle of SNO lamps and “Additional Lantzugs”.

The signal about an emergency compressor failure can be detected via the SMK (motor-compressor signal). At this point, the life of the signal lamps can be interrupted by the SMK contacts (33-15U and 15SH-15E).

The “Door control” signal lights indicate activity on train 18, since all doors on all carriages of the train are closed, so that all door locks BD1 ... BD8 are closed. If one of the train doors is not repaired, the signal lamp does not light up.

The signal lamp L85 “Fire safety” is switched on by the PTRS contact (15Х-66) – for the head car, (15М-66) – for the main car, and (15В-66) – for the motor car when temperature sensors Тп1…Тп8 or Тп1…Тп6 are suitable. The emergency navigation lamps on the emergency carriage turn on at the same time.

When blocking BK1 ... BK8 and B9, B11 is activated on the motor car, the SNO lamps L54 ... L56 are turned on. When a fire alarm system is installed in the cabin, the RKD relay is switched on and its short-circuit contact (15TB-15Zh) turns on the SNO L82-L84 lamps on the head car and instantly supplies life through the RKD contact (15TB-50) to the sound alarm tsіyu.

Scheme of pneumatic balm equipment

electric trains ED-9m

However, this is an important transmission on all carriages of the Vikonan electric train. Apparently, the following is installed on the skin car:

two relays vise mind. No. 404 – one per skin,

reservoir of supplementary obsyag - “Pomilkoviy shopping center”,

another reserve tank is replenished from the pressure line,

For a pair of skin cylinders, a valve is installed that releases, which does not allow the pressure in the cylinders to move more than permissible.

The scheme allows you to connect both the electrical system of one carriage and the electrical circuit of the entire car on each electric train car.

When galvanizing with autogalmas or EPT on a skin car VR or EVR, they are transferred from the first reserve tank to RD-404 and the “untruthful shopping center”. The vice relay is used as a repeater BP or EBP and is transferred back from another reserve tank to the galvanic cylinders of the first and the other viz.

When releasing PT or EPT, request the release of VR or EVR and release from the shopping center and exit RD-404. The vice relay is used as a repeater BP or EBP and releases air from the galvanic cylinders of the first and the other viscos.

The pneumatic system of the electric train includes the pressure and pressure lines of the cars, which end with end valves 1 and connecting hoses.

To relieve pressure on all pneumatic systems, electric compressors were installed on the head and main cars 59. . leather On this installation pipeline there is a check valve 56 and an oil separator 57, which contains a drain valve 7 for the release of condensate. To drain condensate from the head and reserve tanks, drain taps 64 are installed. To make it easier to start the electric compressor, an electric-pneumatic valve 58 is installed before the connection pipeline, which, after the compressor ends, releases air from the pressure line into the atmosphere from the compressor to the gate valve. From the head tanks, go to the pressure main of the car, and through the end valve 1 and the connecting hose 2 - to the pressure main of the train.

The operation of the compressor is controlled by a pressure regulator 18, installed on the head car, which automatically vibrates the compressors when the pressure of the pressure line reaches 8 kgf/cm² and turns them on when the pressure is reduced to 6.5 kgf/cm². When the vice is moved in the pressure system, instead of the vice regulator installed in case of malfunction (either an electric or pneumatic lance), the locking valve 55 is activated, which is adjusted to a pressure of 9 ± 0.1 kgf/cm². The pump line is drained from the pressure line through the driver's valve with a controller 16. On the pipelines connecting the driver's valve with the pressure and pressure lines, a drain valve is installed 9. The driver's valve is mounted with a balancing tank 10.

To control the pressure in the pressure tank and the galvanic line of the head car, a double-gun pressure gauge 15 is installed, and to control the pressure in the pressure main and the galvanic cylinders of the front carriage of the head car - a double-gun pressure gauge 17 . From the galm line to the skin car and the outlet.

Before the distributor there is 38, on which pipeline there is a discharge valve 9;

Up to 52 stop valves are used for the possibility of calling for emergency galvanization without the participation of the driver. Stop valves are installed in vestibules, passenger compartments and driver's cabins.

On each car of the electric train, there are installed 38 wind sockets and 37 power sockets. To obtain the optimal pressure in the galvanic cylinders on the pipeline between the air distributor and the pressure relay, 45 installations of an additional tank 40 with a capacity of 16 l.

In order to be able to release the galma manually on the pipelines, a water distributor with a reserve tank and a pressure relay are installed on the outlet valves 42.

The pressure relay 45 is connected by pipelines to a living tank 54 with a capacity of 170 liters, which is fed through a check valve 43, a three-way valve 44, a filter 12 and a discharge valve 7 from the pressure line. To be able to connect the pressure relay to the pipeline that connects it to the galvanic cylinders, install a disconnect valve 46.

When directing cars at a non-operating mill, if there is daily pressure in the pressure line, the live pressure relay 45 operates in the pressure line through three-way valves 44, which are responsible switching at the secondary position.

On the inlets from the pipelines that go to the galvanic cylinders installed, valves 30 are removed, which enter the warehouse of the prophylactic device and are intended for the fluid pressure of the compressed air from the galmic cylinder at the time of the seizure Yuvannya (yuza) of the wheel pair during galmuvanny, as well as for automatic filling of the wind during updated normal obervalny rukhu wheel bet

Principle pneumatic diagram

head car

TRAINS FROM THE RANGE

The traction motors of the pulsating jet serve to convert electrical energy into mechanical energy, which is necessary for wrapping the wheel pairs of a motor car.

On electric trains ER9M and ED9T, traction motors RT-51D or RT-51M are installed, and on electric trains ED9M - TED-ZU1. The principle of operation and the control of all modifications of traction motors, however, the class's capacity is stagnant.

Our insulation and sizes of brush trimmers.

During the hour of operation of the motor in traction mode, the alarm winding is connected in series with the armature winding, and with electrical galvanization, an independent alarm is created through a special static alarm.

The main parts of the traction motor are frame 1 (div. Fig. 2.10) and anchor 2.

The station contains brackets for securing the engine to the carriage and hatches for the entrance and exit of the cooling air, as well as for inspection and prevention of the brush-commutator assembly. At the station, the head poles are installed to create the main magnetic flux and additional poles to create the magnetic field in the commutation zone with the method of reducing the commutation of the traction motor. The cores of 10 head poles are assembled from shaped sheets, stamped from electrical steel, the coils are 8 double-ball poles, with windings made of copper stitch. The cores of 17 additional poles are made from steel with further mechanical processing, and the windings of 15 coils are made of Viconan copper and installed on special strips. The insulation of the coils of the head and additional poles is provided by a cross-mulida stitch and a cross-stitch. The coils assembled with poles are infiltrated with epoxy compound and form a monolithic structure. Install the add-on

Rice. 2.10. Traction engine RT-51M:

1 - engine core; 2 – yakir; 3 - the puck is too busy; 4 – front cover; 5 - angular contact bearing; 6 – front bearing shield; 7 – brush trimmer; 8 – head pole coil; 9 – shearing of the head pole; 10 – core of the head pole; 11 - spring flange; 12 – rear bearing shield; 13 – radial bearing; 14 – posterior cover; 15 – coil of the additional pole; 16 – pole bolt; 17 - core of the additional pole; 18 - shearing of the additional pole

neither poles are in neutral planes between the head poles.

All main parts of the armature are assembled on the bushing and pressed onto the shaft. However, depending on the need, the shaft can be replaced without damaging the integrity of other armature elements. The armature core is made of 2 sets of varnished sheets of electrical steel, pressed between the winding and the commutator bushing. The winding machine is made of steel at the same time as the fan impeller. The armature coil consists of seven single-turn sections. The coils are evenly insulated with mica and glass stitches. At the groove part of the armature, the winding is trimmed with wedges, at the frontal parts - with a bandage and a folded bandage stitch. The collector has an arched

Well, the design. The pressure cone is reinforced with a squeegee stitch to create the necessary insulating surface between the jet and grounding parts. Insulating cuffs are made from plastic mica. The anchor is wrapped in roller bearings 5 and 13, the outer rings of which are pressed into the extended steel bearing shields 6 and 12. These shields are mounted in the neck of the frame 1 when the engine is folded. To add oil to the bearings, use linear tubes in the covers of 4 and 14 bearings. Brush trimmers 7 are made of brass. Adjust the pressure of the spring on the brush by turning the screw of the pressure device. Wikonan brush trimmer brackets made of plastic

mass reinforced in threaded and contact parts of the brackets with metal parts. The cables for connecting the electric motor are made from high-density wood with humic insulation, and the motor is protected with sleeves. The marking of the wires is marked on the frame and tips in the following order: I1 and I2 - the core and end of the armature windings and additional poles; C1 and C2 – the beginning and end of the alarm winding.

Rozshcheplyuvach phases

Assignment

The phase splitter transforms a single-phase alternating jet into a three-phase one to power asynchronous motors.

Chapter 2. Electrical installation

Technical data of the phase splitter

Pressure, kW
Single-phase input voltage, V
Output voltage is triphasic, V
Strum merezhi, A
Wrapping frequency, pro/xv
Intermittent frequency, Hz
Voltage return coefficient at idle speed, %
Cooling method	self-ventilation
Winding support at +20 ° C
First horn phase, Ohm
Another rukhoi phase, Ohm
Generator phase, Ohm
Puskovy, Ohm
Winding insulation heat resistance class
mass, kg

Rice. 2.11. Phase splitter RF-1D (in operating position):

1 – stator core; 2 – bed; 3 – washer pressure; 4, 5 - caps: 6 -

crawl under the body of the motor car with your paws in the middle. On electric trains ER9M and ED9T, the RF-1D5 phase splitter was installed, on ED9M - RF-1D6.

Apply. The frame of the splitter 2 (small 2.11) is made of steel, has legs for fastening to the frame of the car and opens for a ventilating window. The stator core is pressed onto the frame 11 times. The stator winding is connected in a “zero” and has 5 pins: SI, C2, SZ, P, O. The rotor of the splitter phase 3 is short-circuited with a subwinding (white wedge). The rotor wraps around the bearings. The bearing shields are made of steel and are installed at the neck of the machine. The bearing shield forms a neck to collect ventilation air. To add oil to the bearing chambers, use oilers. Wire for connecting the splitter of the vi-phases

outermost of the rich-veined dart with humic insulation, all of the dart is protected by a sleeve. Marking of darts with viconano on the tips. The splitter of phases is an asynchronous machine with a squirrel-cage rotor and an asymmetrical three-phase stator winding. Use a voltage of 220, which is supplied to phases C1 and C3. Before the start, a starting support is introduced between phases Z1 and Z2, which will ensure the necessary supply of the magnetic flux of phase Z2 to the flow of phases Z1 and Z3, which is necessary for starting. Once the splitting phase reaches the rated frequency of the wrapper, the starting support is switched on. During operation, a secondary magnetic field arises in the rotor, which, wrapping around it, overwhelms the three-phase stator winding, creating a three-phase EPC in it.

Technical data of controller 1KU.040UZ

Promoting sufficient symmetry of voltage and flow between the workers and ensuring that the winding of the Viconan stator is asymmetrical for the number of turns in different phases.

Driver controller

On electric trains ER9M there is a 1KU.023 controller, on electric trains ED9T and ED9M there is a controller 1KU.040UZ.

Apply. Controller with a cam device and a manual drive, the frame of the controller is made up of covers and a base, knitted together with braids and strips. Cam contactors are installed on the bars. The controller's cam shafts are steel rods with mountings on cam washers, parts for position fixation and mechanical blocking of the shafts. The reversible shaft has five cam washers, a ratchet that fixes the position of the reversible shaft, and a fixator that fixes the position of the head shaft, and the bearings are pressed into the cover and base. The reversible shaft has 3 fixed positions “forward, zero, backward”. The control body for the reversible shaft is the reversible hand lever. Head cam shaft with cam washers, ratchet fixation of installations at the bearing, pressed into the cover and base. The head cam shaft is divided into 2 parts and has these fixed positions: zero, 2 ways and 4 steps. The shaft control element is the flywheel. The head and reversing shafts are blocked in such a way that rotation of the reversing shaft is only possible when the head shaft is in the zero position, and rotation of the head shaft is only possible in the working position (“forward” or “backward”) of the reversing shaft.

Security controllers

Assignment

Power pneumatic controllers are the main devices of auto-

Electric trains of the ED9M, ED9T, ER9P series

Technical data of power controllers

Technical data of reversible transfer pump

Nominal voltage
Nominal control voltage,
Number of workers
Turn the cam shaft from one operating position to another
Number of cam contactors of the power lancun
Type of cam power contactors
Trivalium strum of power contacts, A
Size of contacts, mm
Number of cam contactors Lanzug-Keruvannya
Type of cam contactors Lanzug-Keruvannya
Trival strum contacts lantzug control, A
Diameter of cam washers, mm
Diameter of pneumatic cylinder, mm
Piston stroke, mm
Nominal vice, kgf/cm2
Type of valve included
mass, kg

The matic control is intended for the purpose of alternating the power and control circuits when regulating the voltage on the traction motors at the time of start-up and galvanization. On electric trains of the ED9T and ED9M series, controllers 1KS.023U2 and 1KS024U2 were installed, on electric trains ER9M – 1KS-006.

Apply. The controllers are installed in a closed box, the frame is made up of two late braids and three transverse frames, which are attached to the braces; the frames have a shaft with cam washers wrapped around them. The shaft is wrapped with an electric-pneumatic drive through a gear transmission. On the sides of the cam shaft of the controller, cam contactors of the power lanc and contactors of the control lanc are installed on textolite racks. The 1KS.024U2 controller has control contactors located above the power contactors. The gear transmission between the drive shaft and the head shaft has a gear ratio of 3:10. Thus, when the rod is moved by the skin, the cam shaft rotates 18 degrees, which indicates one fixed position. For

The locking position has been improved and 2 mechanical locks are installed on the controller rails. The middle part of the head shaft rests on a bearing suspension, mounted on the middle frame of the controller, which covers the deflection of the shaft.

Reversible remixer

The reversible actuator is used to re-microcircuit the excitation windings of the traction motors when changing the train's gearbox. The ER9M electric train has a PR-320B-1 reversible pump installed, and the ED9T and ED9M have a 1P.008U2.

Pneumatic contactor 1KP.006

Purpose and principle

Power contactors are designed for switching and breaking the main electrical coils. Power electric lances close and open their head contacts, and control and alarm lances use block contacts.

Contactor 1KP.006 is used for switching the main switches of the power circuits of a motor car. All parts of the contactor are assembled on the insulating rod 13 (Fig. 2.12). The design of the device includes rotary contacts 9 and 10, arc chamber 15, pneumatic drive and blocking contacts. The non-fragile contact is a bracket 11 with an arc-extinguishing coil 12 and a contact 10. On the bracket 6 of the loose contact, it is important to 8 trimach 7 with contact 9. It is important to tie the insulating rod 5 with the pneumatic rod ical drive.

The drive consists of a cylinder 3, which contains a spring that turns on, a rod, a piston and a cover of the electromagnetic valve 2. The piston is reinforced with rubber cuffs.

The contactor contains a labyrinthine arc-extinguishing chamber 15 with two sidewalls (composite material) and a partition at the outlet.

Blocking contacts are made in the form of a closed unit 1. Bridge type contacts with contact parts from the plate are covered with a clear housing. The valves are installed on cylinder 3 of the pneumatic actuator and close or open under the action of bracket 4, fixed to the actuator rod.

The compressed wind entering the drive cylinder moves the piston and the rotary contactor system and closes the head contacts, simultaneously bridging the blocking contacts.

The head contacts open under the action of the spring, which turns on after the life is removed from the valve coil. Once the cylinder exits through the valve into the atmosphere, the rotating contactor system rotates to the exit position, opening the head contacts. Vinyl between the contacts, the arc under the magnetic field of the arc coil is drawn into the gap of the arc chamber, where it cools, freezes and goes out.

On the pneumatic outlet of the electromagnetic valve there is a sleeve with an opening, which is calibrated with a diameter of 1.5 mm, through which it is compressed and enters the cylinder of the drive. Therefore, when the contacts are turned on, they do not recognize the shock signals.

KPP-101 blast valve

Purposes for jetting drive. Installations at the low-voltage chassis of the motor car include a three-way valve with a pneumatic drive for remote control.

The pneumatic drive consists of cylinder 8 (Fig. 2.13), to which two electro-pneumatic valves are attached.

Chapter 2. Electrical installation

Technical data of pneumatic contactor

Rice. 2.12. Electrical pneumatic power contactor 1KP-005:

1 – positive contact; 2 - the arc chamber bar is too tight; 3 - upper arc-quenching rig; 4 – arc contacts; 5 - arc chamber; 6 – spring; 7 - lower arc extinguishing region; 8 – spring lock of the arc chamber: 9 – insulating bracket; 10 - blocking contacts; 11 - direct contact of the insulator; 12 – valve coil; 13 – valve; 14 – krishka; 15 - cylinder; 16 – haircut; 17 – outer elevation; 18 – insulator; 19 - successful send-off; 20 - rukhomiy contact utrimuvach; 21 - all; 22 – non-rukhom contact; 23 - main contacts; 24 - insulation resistant

The voltage of the head lance is nominal (maximum),
Nominal flow, A
Nominal voltage of auxiliary lances,
Nominal strum of additional Lancsugs, A
Gap of main contacts, mm
Duration of the contact line when the contactor is on, mm, not less:

Dutogasnikh
Pressure of head contacts, ends, N (kgf)	163+36 (16.6±3.7)
Allowable mixing of arc contacts, mm, no more
Acceptable total wear of contacts by occupation, mm, no more

gas-extinguishing
The smallest level of application of the contactor, no more, A
Operate the coil at +20" C, Ohm
Valve VV-2G
Arc cat
Based on insulation in normal climatic conditions, no less than mOhm
Between the head lance when the contactor is turned on and the stand bushing, as well as additional contacts
When the arc chamber between hard and soft contacts becomes aggravated
Contactor weight, kg

Rice. 2.13. KLP-101 jet valve:

1 – reducer valve seat; 2 – gear valve; 3 – gear valve spring; 4 – gear housing; 5 – spring plate; 6 - adjusting bolt; 7 – inlet pipe from the tank; 8 – cylinder; 9 - piston: 10 - rings of the expanding piston: 11 - when to turn on the valves; 12 – rod; 13 - thicker stuffing; 14 - rod nut; 15 – spool plug; 16 - spool plug head; 17 – zirka; 18 – dry casing; 19, 27 – valve box; 20 - gwent of the throttling device; B - opening of the compressed wind; B - connection to the pneumatic cylinder

la 11 (BB-2). The body of the cylinder has channels that connect the skin valve to the outlet internal part of the cylinder. In the middle of the cylinder there is a piston 9, with a narrow metal ring 10, a rod 12 which passes through the hole at the flange of the body. The seat of the jet pressure reducing valve is screwed into the flange body. The opening for the passage of the rod 12 is reinforced with gum packing 13. The packing is compressed with a nut 14, and the body 19 (valve box) is connected to the cylinder by bolted fastenings with reinforced gaskets.

The rod shank has 12 slots, in which the rollers are reinforced. The rollers, when the rod is moved later, float onto the mirror 17, mounted on the tail

Electric trains of the ED9M, ED9T, ER9P series

Type of plug 15, ground into the valve body. The body of the faucet and the plug form channels and open, which, when the rod is in the right position, connects the jet cylinder with a compressed air reservoir (lift) or with the atmosphere through a pressure-reducing valve (lowering).

When the coil of the right valve is awakened and the wind located in the right part of the cylinder 8 is compressed, move the piston 9 simultaneously with the rod 12 to the leftmost position. The roller of the rod 17 will turn 90° against the arrow, until the plug 15 is rotated. At this point, the blast cylinder will be connected to the compressed air cylinder and release the atmosphere new channel. The compressed wind will be injected into the blast cleaner cylinder, and the blast cleaner will rise. The opening of the sample is small in size, so the fluidity of the air flow into the cylinder of the blast cleaner is insignificant and the flow of the blast cleaner is always sufficient. Adjustment of the air outlet is carried out using screw 20 of the throttling device. After the pulse activation of the valve coil is completed, plug 15 is finally forced into place, and the air outlet is pressed into This will become the constant pressure of the compressed wind. During a short-hour pulse activation of the left valve coil, the piston 9 together with the rod 12 will move in the right position. Zirka 17 rotates 90° behind the year arrow, turn plug 15, which blocks the channel with constricted openings and at the same time, with two perpendicular openings, connects the cylinder of the vacuum cleaner with the channel, leading to the pressure reduction valve. Once again, valve 2 is released through the openings in seats 1 and 4 of the pressure reducing valve housing into the atmosphere. As a result, the blast cleaner will quickly burst into contact with the contact rod.

As the power outlet is lowered, the pressure on the cylinder drops and valve 2 under the action of spring 3 rotates to the release position. The air from the cylinder is released into the atmosphere through the calibration opening of valve 2 and the falling part of the jet cleaner is completely lowered onto the gum dampers. The pressure of the spring on the valve is adjusted with screw 6 at the pressure reducing valve body.

Pneumatic devices

The pneumatic device UPN-5 is used for remote control of pneumatic drives of automatic doors. On the separate box 2 (Fig. 2.14) two electromagnetic valves 1 are reinforced. The channels for communicating the inlet and outlet pipes with the valve chambers are reinforced with humic bushings. The valve body is sealed with a plug at the bottom.

Rice. 2.14. Pneumatic device UPN-5:

1 – electromagnetic valve; 2 – separate box; 3 - plug

When supplying life to the coil, the valve flows from the pipe to the final device; when the coil is discharged, it goes out into the atmosphere and brings the final device to the cob mill.

Pneumatic device UPN-6 (pneumatic valve) is used to control the correct inclusion and integrity of electric pneumatic guns. If the UPN device is damaged, operate the electro-pneumatic valve EPK, calling for emergency galvanization. An electromagnetic valve is attached to the separate box. The channels connecting the air lines to the valve chambers are reinforced with humic rings placed on bushings.

When supplying life to the valve, go through the inlet pipe to the final device, and when the life is removed, it is released into the atmosphere.

Strum sensors DT-010, DT-011

Purpose of sensors in the struma

Stream sensors are designed to generate an electrical signal proportional to the force of the stream. Electric trains are equipped with an armature flow sensor DT-010 and an alarm flow sensor DT-011 (Fig. 2.15), designed to generate an electrical signal proportional to the armature flow or the wake-up power of traction motors.

The sensors have practically the same design and are separated from each other by the circuit of the connected windings.

The sensor consists of two ring magnetic conductors with working windings. The working windings are connected through a resistor to a voltage of 127 with a frequency of 50 Hz. The average voltage value across the resistor is directly proportional to the size of the flow that flows through the conductor installed at the window of the flow sensor.

The strum sensor DT-010 has all the windings, while the DT-011 has only

Rice. 2.15. Stream alarm sensor DT-011

up to two pins, the other two pins are connected when prepared and insulated.

The operating principle of the sensors is based on the vicarious power of chokes with a core made of ferromagnetic material to change their support when magnetized. In this case, the flow of the operating winding of the choke is proportional to the constant flow of magnetization.

Resistor element KF

Purpose and devices

The resistor element KF (Fig. 2.16) is used to assemble blocks of flow-intermediation, starting, start-galm, damper resistors and excitation attenuation resistors. It consists of a central resistor element (spiral), ribbed ceramic insulators, grooved metal trim and piping. Resistor element 1 has a line of high electrical support, curved like a spiral. The spiral is installed in the grooves of ceramic insulators 2, molded on the outer sides of the grooved trimach 3. To the ends of the spiral, rivets are soldered 4. To protect the insulators from falling due to vibration Two grooves are additionally installed on the trimach.

Start-voltage resistors

Purpose and devices

Galvanic start-up resistors BSE.089U1... 1BSE.089.7U1, 1BSE.090U1 I1BSE.090.1U1 are intended for circulating the power of traction motors in the start-up mode and for extinguishing energy in the rheostatic galvanization mode.

The resistors are assembled like ten blocks installed on the deck of the car. The skin resistor is made up of a set of resistor elements of the KF type, ranging from five to six, mounted on the collecting caps, whose ends are coiled onto the brackets. Trimachs are made of steel studs covered with insulating tubes

Chapter 2. Electrical installation

Rice. 2.17. Ballast resistor RP-44:

I – dry casing; 2 – panel; 3 - adjustable clamp; 4 – resistor element; 5 – trimach; 6 – hairpin; 7 - fixing bracket

and porcelain washers to ensure the fastening of the resistors and their insulation are identical to each other and the staples. The brackets are mounted on supporting insulators and connected by braids. Insulators provide basic insulation of resistors to the mass. Wires from outside the installation are secured to the resistors with brackets. The connection of the starting-braking resistors to each other is made using copper rods, fastened in a similar way to the fastening of the darts of the external installation.

Excitation attenuation resistor

Purpose and devices

Resistor 1BSE.091U1 and 1BSE.091.1U1

purposes of regulating the field of traction motors. It is a block that consists of three resistor elements of the CF type, arranged in three rows and installed with the help of assembled trims between the racks. Trimachs are steel pins coated with insulating tubes and porcelain washers, which ensure the fastening of resistors and their insulation together.

The block of resistor elements is mounted on insulators, ensuring the main insulation of the resistor to the mass. Two blocks of resistors are installed on the back of the motor car.

Ballast resistor

Purpose and devices

Resistor 1BSE.009U2 is used to interchange the flow of the spotlight lamp in various operating modes of the spotlight. Vіn is a panel 2 (Fig. 2.17), on which, behind additional pins 6 and 5 reinforced resistor elements 4 type CP. One element of the resistor with a safety clamp 3 adjusts the set value of the support. Fixing brackets 7 are installed on the heads, which prevent the rotation of the tips of the connecting wires. The ballast resistor is installed on the back of the head car on insulators near the dry skin 1.

The device protects from radio forward code FSE-ZB-3

Purpose and devices

As the electrically powered train operates, strong radio signals are generated, which are triggered by the power supply units, the switching of traction motors, auxiliary machines, the switching of contactors and other equipment. An inductive-emnestic filter, which consists of an inductor and a capacitor, reduces radio frequency by approximately ten times.

The inductance coil is a high-frequency choke without a core. The switches on the lances of the primary winding of the power transformer are under the voltage contact circuit and at the same time as the capacitor mounted on the deck of the car.

The condenser filter is of two types: 1F.005 and 1F.004. The filter is installed simultaneously with the throttle on the deck of the car.

The principle of dii

The operation of the inductive-emnestic filter is based on the power of the capacitor, it is easy to pass a changeable stream and not allow a permanent one to pass through. The inductance coil, however, does not provide support for a stationary current and is a great support for a changeable one. Radio intercepts sound like high-frequency pulsating strums that keep constant and changing warehouses. The stationary storage (as well as traction jets) can easily pass through the inductor coil, the exchangeable storage is inserted into the condenser and rotates back

to dzherel, tobto. These jets freeze at the boundaries of the electric train. The greater the inductance of the coil, the greater the support of the exchange stream, the greater the capacitance of the capacitor, the greater the portion of the exchange stream flows through the filter, and the more efficient the filter. Voltage fluctuations in the power circuit are not transmitted to the output of the circuits, so there are no large voltage pulsations in the contact gap and the electric train does not create a radio transient in too much space.

Rechargeable batteries

I will build it in a special way

Electric trains are equipped with 90NK-55 rechargeable batteries (div. Fig. 2.18). The first digit indicates the number of elements (cans) in the battery, the letter NK - nickel-cadmium, the number after the letter - the nominal capacity of the battery in ampere-years. The battery is a block of ninety cans 1, tied together by a wooden plank frame. The banks are electrically sequentially connected to each other by means of copper buses 2. On the skin trailer (head) car, two parallel-connected rechargeable batteries are installed in special boxes. Lubricated batteries with acidic ones carry less weight at the same capacity and the term of their service increases in many cases, but they are significantly more expensive.

- 254.56 Kb

Electrical diagrams of electric trains ED9T and ED9M

Electric trains ED9T and ED9M, manufactured at the Demikhivsky Machine-Building Plant, are used in several mine plots in Primorsky Russia. Many locomotive crews perceive a lack of technical information with a report describing the features of the operation of their electrical circuits. To the editor's attention: Eng. V.A. SMIRNOV from the Vologda depot of the Pivnichnaya road has prepared a number of articles that, hopefully, will fill the gap among the knowledgeable depot workers.

The circuit of power lances of a motor car includes high-voltage lances that operate under a contact voltage of 25 kV. Before them there is a surge receiver T, a radio protection device DP, a surge arrester RVS, a high-voltage switch VR and the primary winding of the head transformer GT.

In addition, the power lances include devices and devices that live on the secondary winding of the transformer: traction motors, rectifier unit, smoothing reactor, direct excitation unit, as well as linear contactors, reverser, power main and galvanic controllers, unit and galm.

The secondary winding of the transformer consists of eight equal voltage sections connected in series. There are nine pins 0 - 8 with a lead voltage of 2208 V. The middle point of the secondary winding 0 is grounded through the grounding relay RZ and resistor R1.

To power traction motors with a constant flow, a direct installation is connected to the secondary winding of the GT traction transformer through contacts of the main power controller 1 - 12. It consists of four shoulders, each with three sequentially connected tablet avalanche diodes. The ends of the two arms are split to ensure streamless commutation on the transition plates.

The fluidity of the electric train shaft lies in the voltage that is supplied to the traction motors. To change the last connections of the traction winding of the GT transformer to the different sections of the switching apparatus of the main circuit: from the 1st to the 16th position the voltage on the traction motors increases from 138 to 2208, and from the 17th to 19th position for weakening the activation of engine drafts (bypass windings are excited C1-C2 by resistors R4 - R9 with the help of contactors LU1 - LU6). Under normal conditions, the attenuation coefficient becomes 94.3%, at the 17th position – 56.6%, at the 18th position – 37%, at the 19th position – 27%.

Contactors 1 - 12, Ш2, ШЗ, Ш5 и Ш6 are without arc extinguishing, and LU1 and LU4 are with arc extinguishing, since when the controller from 19 is turned to the 1st position, the contactors are released by the inflow. The average quadratic flow reaches its maximum value when the train is in high positions (17 - 19), contactors 8 and 10, which are flowing flows, are connected in parallel.

For steering with minimal speed, use the maneuvering position (M) of the driver controller. In this case, the main shaft is in the 1st position, contactors 1.12 are closed, the traction motor is located in section 7-8 of the transformer winding of the transient diodes VPZ, VP4.

At the same time, if the e.r.s. The secondary winding is straightened from output 7 to output 8, a voltage is supplied to the traction motor, which is equal to the current e.m.f. one section. In another period, if the e.r.s. is direct to the main body, no voltage is supplied to the traction motors, so the contactor 11 switches. Once the stream is straightened, the average voltage value on the traction motor reaches 138 V.

At the 2nd position, contactor 11 closes. The jet flows through the lance in both directions, the direct voltage on the traction motors becomes 276 V. At the 3rd position of the DC, contactor 12 immediately opens, not flowing through the jet, and then closes contactor 2. In this manner, on

The 3rd positions will be closed by contactors 1, 2 and 11. At the same time, if the e.m.f. The secondary winding of the GT is straightened from terminal 6 to terminal 8. A voltage equal to the unit voltage is supplied to the traction motor. two sections.

In another period, if the e.r.s. is directly directed to the traction motors, the voltage is supplied to one section 7 - 8, and not two, which prevents the rupture of the lance by contactor 12. At this position, pulsation is avoided I am strumming, the average voltage value on the traction motor is 414 St.

At the 4th position, contactor 12 is switched on. The traction motors move forward, voltage is supplied to two sections of the secondary winding. The voltage on the traction motors is set to 552 V. The pulsation of the current does not exceed the permissible limit.

Further, up to the 16th position, the voltage on the traction motors increases. On unpaired positions, the rectification mode with advanced pulsation is repeated, when one of the contactors 11 or 12 is open, and on the paired positions, the rectification mode with normal pulsation is repeated, contactors 11 and 12 are closed. At position 16, the mode of straightening the normal pulsation of the stream is set. Contactors 11 and 12 are permanently closed. Contactors 8 and 10 before the rectifier connected the entire section of the secondary winding of the main GT transformer.

The idle (20th) position will ensure an even wrapping of the main shaft when moving to the 1st position after installing the driver’s control wheel in the zero position.

After moving the driver's controller's steering wheel to the 1st position, control and robot control of the head controller of the DC control unit ensures that the electronic unit of the acceleration relay BRU remains in line with the driver's selected speed while the train is accelerating. This is reached by the permutations of the acceleration controller B40, which is located on the control panel in the driver’s cab. This may be based on the current flow settings: 1st - 150 A, 2nd - 185 A, 3rd - 220 A, 4th - 265 A, 5th - 300 A, 6th - 345 A , 7th – 390 A.

Let's take a look at the struma in the power lancus in the 4th position of the DK in offense at the beginning.

First things first. The flow flows from output 6 to 8 of the secondary winding of the GT through the drying device T2, diode VG2 (point A7, VU), contactors TK17, TK18 are closed in the 1st position. Next, the lancet is divided into two needles:

1-a: LKZ, reverser contact B2, alarm windings TD M2 and Ml, reverser contact B1, contact of galm controller (TK10), closed in the 1st position, armature windings M2 and M1, strum sensor DT1, ammeter shunt RA1, L 1, point B7 (VU), diode VP4, dry device T4, contactor 2 GK and connection 6 GT;

2-a: LK4, reverser contact B4, alarm windings TD M4 and MZ, reverser contact VZ, contact of galm controller (TK12), closed in the 1st and 2nd positions, armature windings M4 and MZ, strum sensor DT2, shunt ammeter RA2, LK2, point B7 (VU) and further similar to the previously examined lantzug.

Another way forward. The flow from output 8 to point 6 of the secondary winding of the GT flows through contactor 2 GK, dry device T4, contactor 12, diode VP2, point A7 (VU), smoothing reactor CP, contactors TK17, TK18, closed to 1 position, and further similarly for two previously looked at lances.

When the electric train driver stops the electrodynamic galvanizing system to regulate the fluidity or the electric train joints, the following changes are made to the power lance. The 1st and 2nd positions of the galm controller are preparatory, and the 3rd to 12th positions, inclusive, are workers. After immediately starting the TC from the 1st position, the power contactor TK10 opens, opening the lanyards of the TD hopper circuit and the wake-up lanyards, and the TK17 and TK18 devices open the lanyards of the TD life in the rectifying installation.

Then, when the TC leaves the 2nd position, the power contactor TK12 opens, which is connected to the cylinder circuit of the TD from the alarm circuit. The contactors TK15 and TK16 open, which connect the alarm windings of the TD via inductive shunts. At the 3rd position, contactors TK1 and TK19 are closed in the lancus of the TD cylinder circuit, TK11, TK13 and TK14 are closed in the TD alarm circuit. From the 4th to 14th positions, the contactors TK4... TK9 are switched, which effect switching in the voltaic circuits of the TD.

LANTZUGI DESTROYED

The direct setting of the alarm is based on the output from connections 0 - 4 of the secondary winding of the main transformer. At the first stage, the flow flows through the circuit: circuit 0, contactor TK11, wire 16B, thyristor TT5, ammeter shunt RAZ, flow alarm sensor DTV, contactor TK13, reverser contact B1, alarm windings M1 and M2, reverser contact B2, linear contact LK4, reverser contact B4, alarm windings M4 and MOZ, reverser contact VZ, contactor TK14, diode D6, drit 16D, locker Pr24, connection 4 to the secondary winding GT.

In the other direction, the flow flows from output 4 through the lock Pr24, wire 16D, diode5, ammeter shunt RAZ, flow alarm sensor DTV, contactor TK13, reversor contact B1, alarm windings M1 and M2, line reversor contact B2, no contactors LKZ reverser V4, windings activation M4 and MOZ, reverser contact VZ, contactor TK14, wire 16P, thyristor TTB, wire 16B, contactor TK11, circuit 0 of the secondary winding of the GT. The control of thyristors T5 and TTB is carried out through pulse transformers T5, T6 and a galvanization rheostatic control unit (BUTR).

LANZUGES OF THE HALM CONTOUR

1st circuit: output Y2 of motor M2, galvanic resistors R38, R36, R34, R32 and R30, contactor TK1, line contactor LK1, ammeter shunt PA1, strum sensor DT1, output Y1 of motor M1, armature windings M1 and M2.

2nd circuit: output Y2 of motor M4, galvanic resistors R39, R37, R35, R33 and R31, contactor TK1, line contactor LK2, ammeter shunt RA2, flow sensor DT2, output I1 of motor MZ, armature windings MZ and M4.

To maintain the desired effect of galvanization during the process of reducing the fluidity of the rotor, the contactors TK4... TK9 are switched. With this help, the support of the voltaic circuit resistor changes from 5.39 to 0.95 Ohm.

ZAKHIST SILOVYKH LANTSYUGIV

To protect against atmospheric overvoltages, use the RVS arrester, and for switching surges, use the RV arrester.

To protect power circuits from overriding and short-circuiting, as well as to promptly switch on the GT in emergency situations due to high-voltage surges, a VR switch is used. When the primary winding of the GT flows through a flow of more than 100 A, the growing flow from the TZ transformer, which is located at the head input, flows into the coil of the ROV relay. When done, the lancet is transferred to the VR-U coil.

VR is also required after applying a pulse to the BB-O coil, which is switched on, through the BTZ flow block in case of short circuits or re-engineering of the direct installation of the VU. In this case, the growing current during emergency conditions from transformers T2 and T4 is supplied to the inputs of the BTZ block, which, in its turn, is surrounded by a coil BB-O. When the power lance contacts the ground, the grounding relay of the relay switches on, as if it were a strum coil. Contacts RZ open the lantsyug life of the cat VV-U.

To protect the control circuits from high voltage when the brushes of the charger are cut off, which must be grounded, transfer the grounding throttle of the DZT.

To ensure power handling against commutation overvoltages, capacitors C2, SZ and C4 are installed in the secondary lancus. An additional discharge resistor is added to capacitor C2.

To control traction motors in traction and electrical galvanization modes, use electronic units RB1, RB2, RPT1 and RPT2 based on reed switch relays. When boxing the wheel pairs in the traction mode or when there is a difference in the wrapping of the wheel pairs in the electric galvanizing mode, the reed switch relays RB1 and RB2 activate the switching on of the PRB relay. It turns on the life of the BRU and BRT blocks until the normal operating modes of the traction motors are renewed.

Relays of separate boxing RRB1, RRB2, RPT1 and RPT2 are used in traction modes and electrical galvanization when the voltage difference on the TD collectors moves (706 ± 50) V. At this point, a lance is created on the PRZ relay, which is its contact ami rozmika RZZ. Line contactors are connected here.

To protect the lancugs from being re-energized in the mode of electrodynamic galvanization of the transfer pump Pr24 at 200 A. R-C-lancug, installed in parallel with the Tt5 and Ttb, D5 and D6 feeder units, to serve for interconnection they are overstressed during transient processes.

On electric trains of early production, the DUKS system was installed - a discrete device for controlling the wear of wheel pairs. The principle of this action is based on the uniform fluid wrapping of the wheel pairs of one car. When the difference in fluidity is more than 9% in the traction and electrical galvanizing modes, the logical block receives a signal about boxing and the difference in wrapping creates a lanyard for activating the PRB relay. Remain with your contacts in the life of the BRU and BRT blocks. When the difference in fluidity is more than 15% in the pneumatic galvanizing mode, the logical unit generates a signal about the forging of wheel pairs. The life cycle of the SB valves, which are released, is created in the main of the galvanic cylinders.

ADDITIONAL LANTZUGI

Additional lances support the secondary winding of the main GT transformer. The scorched lances are attached to winding section a - 01 (620) of the head transformer. On the motor and engine cars, contactor K02 is used to supply high voltage to the transfer heater, and on the furnace – K01. The lances of the motor car were stolen by the prisoner Pr1 (80 A) and the relay for re-burning the RPO.

High voltage is supplied to the attached car through high-voltage inter-car connections, RSB sockets (X7 and X8) and ShS plugs (X7 and X8) after turning on the KRS1 contactor on the motor car. The lances of the main carriage were stolen by the prisoner Pr2 (80 A) and the relay for re-scorching RPO.

When operating electric trains with an unpaired number of cars (folding type M+P+P), an additional RSB socket (X9 and X10) and a VRX contactor (chamber No. 4) are transferred to the front side of the skin-type carriage to maintain the auxiliary power supply. foot carriage. In this case, the rating of the heater Pr2 may increase to 160 A. The supply to the heater of the driver's cabin is supplied through the contactors KOZ and K04 depending on the choice of the heating intensity of the driver's cabin.

The additional winding of the main GT transformer also has pins with a voltage of 220 (01 - X1) and 276 (01 - X2). These windings and asynchronous splitter of the ARF phases were stolen by the automatic breaker AB. The launch and control of the ARF robot is carried out by the “UI” block, and the voltage stabilization is carried out by the BUS block. After starting, the ARF transforms the single-phase voltage into a three-phase one, which serves to power additional electrical machines.

LANZYUGI LAUNCH OF AN ASYNCHRONOUS ROSCHIPLYUVACH FAZ ARF

After the high-voltage pump is turned on, the flow flows from the output of the X1 auxiliary winding of the GT along the 62F wire through the AB circuit breaker, wire 62C, the retainer Pr20, wire 62K. The supply voltage is 220 V and go to the middle of the C5 block “UI”. At the same time, when 01 is output from the secondary winding, go to the center c4 of the “UI” block along route 61. After 1 - 2, the relay contact P1 of the block “III” closes in the centers a4 - a2.

At the same time, in a low-voltage lancus, the ARF control is carried out in the same way. From the port 15 through the prisoner PrYu, batch switching of the PSP life systems (status “Normal”), wire 15NA, thermal relay contact TrYu, wire 15DA, thermal relay contact Tr9 and wire 15D food supply go to board A4. Through the closing contact of relay P1 on the 15G dart, the live coil of the relay for connecting the PKR backup contactors is selected.

Through the switching contact of the PKR at the lance of wires 15D - 15GA, the coil of the redundant contactor of the KR is energized. At the same time, enter the port 61 through the prisoner Pr23, wire 61ШД, which closes the contact of the PKR relay, wire 61ШГ, batch circuit breaker PSP (position “Normal”) and voltage 61Ш go to the middle A6 of the BUS block. I, find that the voltage from the output X2 of the secondary winding of the GT along the 62Yu through the AB, the 62SH wire goes to the A3 block of the BUS block. The lantzug, which has been created, allows you to turn on the BUS unit, supply ceramic pulses to the thyristors TT1 and TT2 and supply a stabilized voltage to wire 62I.

When the ARF is in operation, the stream flows through the front lance: wire 62I, struma transformer T8, wire 62IB, thermal relay Tr9, contactor contactor KR, which closes, wire 62I, rotary windings of the ARF (C1 and SZ). For the hour of starting the ARF, the starting winding of the generator is connected)

At first, the stream flows along the front lance: wire 62I, thermal relay TrYu, wire 62IE, diode D5, wire 62P, resistor R29, wire 62C, opens the contact of the repeating voltage relay PNF, wire 62E, non-corrosive electrode of thyristor TT4.

After opening the thyristor TT4, the circuit is activated: 62Zh, starting resistor R26, 63D, 63D, C2. In the other direction, the current flows through the starting resistor R26, diode D6, which opens the PNF contact, resistor R29, and the core electrode of the thyristor TTZ. After opening the TT3 string, go to the 62G line on the 62I wire.

When the frequency turns and the voltage on the generator winding ARF 105... 115, which is controlled by the centers c2 and c3, in the “UI” block the contacts of the relay P1 in the centers a3 - a2 are closed. From the 15НВ port there is a live coil of the relay repeating the PNF voltage. After it is turned on, the contact at the lance of the ceramic electrodes of the thyristors TT3 and Tt4 opens, and the starting lance is disabled. Through the 15NA wire, through the PNF short-circuit contact, number 28, the KR short-circuit contact and the 28V wire, the live coil of the KS stabilization contactor is removed.

After switching on, the power contact closes and the life of wire 62 is cut off. The closing contact KS creates a connection to the SB and C7 sections of the “UI” block. From the middle SB and C7 through the contacts of the contactors KR and KS, as well as the middle C8 and C9, the “UI” block controls the start of the ARF. If the extension 3 from the ARF is not working yet, then the “UI” block will give a command to open the contact of relay P1 (centers a4, a3 and a2).

After the start of the phase splitter, the open contact of the PNF relay lights up the signal lamp “Voltage limits” (wire 34), signaling its entry into the robot. On ED9M electric trains, the PNF relay is equipped with a control LED, which indicates life through the relay contact, which closes when turned on.

The protection of the splitting phases from re-vantage is controlled by the T8 transformer and the Tr9 thermal relay, and the starting moment is controlled by the TrYu thermal relay

In the event of a malfunction of the voltage stabilizer 220, the life of the livestock is transferred to the output X1 of the auxiliary winding of the head transformer. At the chassis No. 4 of the motor car, the 62С and 62Я (“Three-phase reserve”) are connected by a changeover bus. In times of stress, the food supply of the companions does not stabilize.

Batch remixer PSP may be supplied in the “Reserve” position. In this case, the protection of the applied voltage in the backup mode is switched off (provided by the middle 8 block “UI”).

In cases of systematic application of protection in the power lance or lance, the control of the splitter of the ARF phases must be turned off. In this type of life, it is necessary to eliminate the need for a consistent single-phase voltage: lighting 220 V, charging unit and furnace heating the cabin and cabin. At the chassis No. 4 of the motor car, use a changeover tire to connect 62 - 62C darts. Batch remixer PSP may be installed at position “0”.

After starting the phase splitter, the additional machines are powered by a three-phase alternating voltage of 220 V. After turning on the contactor of the additional lancet (KMK, KNT or KV), the voltage is supplied to the windings of the additional machines. In case of over-voltage and short-circuiting, their lancets are protected by fusible phase arresters and thermal relays. The start of the fan motors is additionally controlled by the voltage relays RNV1 and RNVZ.

The motor of the DNT pump-transformer is switched on when the oil temperature in the head transformer tank is +30 °C. This is indicated when a temperature sensor (thermocouple) is installed, which is located in the expansion tank of the GT.

Lantsugs have the same control. The lancet is closed to the coil of the contactor KNT: wire 15, locker PrZ, wire 15V, short-circuit contact of the temperature sensor TrT +30 °C, wire 15VG, short-circuit contact of the pump-transformer relay RNT (this protects the lancets from re-vantage through thermal relays) ), wire 1

The contactor is self-sustaining through a short-circuit contact KNT in the circuit of wires 15V - 15VG. At an oil temperature at the expansion tank of the transformer of +85 °C, a thermocouple is generated, and its contact TpT +85 °C closes. In this case, the lances are activated on the relay of the Mlintsіv oliї RBM and on the 15BI dart - on the signal LED at the handle block of the Mlintsіv (shaft No. 2) of the motor car.

The RBM relay indirectly connects the line contactors of this motor car. Through a short-circuit contact, it connects the additional lancet to the signal LED of the other block of lights.

To prevent the contact system of the wind turbine from freezing, we turned off its heating. To do this, turn on the packaged heat exchanger POW (chamber No. 2) and supply a single-phase voltage of 220 to the heating element PRO via a series of wires 61 and 62.
The main heaters and heaters in the driver's cabin are supplied with a single-phase voltage of 220 along wires 61 and 62 after the package switch B35 "Additional cabin heating" is turned on. These wires power the X14 socket in the driver's cabin (driver's control panel). Offensive lantsyugi were stolen by the captive Pr49.

To supply heating tanks to the MBT toilet, the VID toilet, the OFT fan pipe and the OST drain pipe, use the same voltage of 220 V (lants of wires 61 and 62), including the package vimikach POB (shaft No. 2 of the head car).

On electric trains of the ED9M series, the cabins are equipped with fluorescent daylight lamps. Therefore, for the immediate output of them in harmony through the great pulsations of the voltage of the main harmonic warehouses, life is supplied to pins 01 - X1 of the auxiliary winding of the head transformer. With this method, in the chassis N9, 4 motor cars were divided into a main shaft - 62C. The lamps are switched on after the wind generator is turned on before the asynchronous phase splitter is started.

This change in lightening was made after test trips. In the diagrams of the plant-generator for the life of Lanzug, as before, the type of wires 61 and 62 is shown after the stabilization contactor is turned on.

(The ending follows)

__________________

Short description

Refurbishment of the control elements of the ED9M electric train is shown in small 1.3. Small picture 1.4 shows the layout of the controls on the remote control on the rear of the ED9T electric train cabin. The control panel in the driver's cab controls the surrounding blocks, and each of the devices is arranged according to the following indications. The connection of the electrical lance blocks from the train circuit is made by plug sockets of the ShR type, installed on the block Ш, which is located under the control panel in the middle part. In the same place, the P block was rebuilt, on which resistors for the conductor-commutator lamps were installed, to ensure transient resistance. In front of the driver, a driver controller 1 KU.04O with a reversible handle is installed on the console. On the left is the controller of the rotating unit with the main components for controlling the train's rudder. On the block K, the following controls are installed: for turning on the life of the doors, for servicing the air intake, "Halm release", "Renewal of protection", "Explosive connection", "Sandboxes", traction (KT), "Start SIO" (SSZ-I systems), as well as toggle switches for turning on the lighting and cabins. To the right of the controller there is block A, on which the ALSN control equipment is installed (the sawing button, the “KP” button for checking the ALSN, the “DZ” jumper for setting the hour between pressing the sawing button on the sections without auto-locking). Above block A, block D is installed with toggle switches and automatic doors. The door can be operated by a driver or assistant. For this purpose, block D and work vestibule have DV blocks installed on frames #0 and #1.

Head car

Rice. 1.3. Controls and equipment of the driver's cabin of the ED9M series electric train:

1 - indication unit BIL-2M; 2 – radio station; 3 – microtelephone handset; 4 – electric heater; 5 – driver’s crane; 6 – RB button; 7 – variable brightness of the spotlight; 8 - pedal for controlling the whistle and typhon; 9 - driver sawing control pedal; 10 – driver controller; 11 - block of remixers of the ceramic panel; 12 – 220 V socket; 13 – 110 V socket; 14 - hand steering wheel; 15 – additional radio station control panel; 16 – lamp for illuminating the driver’s working area; 17 - traffic light for automatic locomotive signaling; 18 - Guchnomovets radio station; 19 - block of signal lamps; 20 – kilo-voltmeter; 21 - pressure gauge of the hot water line and the leveling tank; 22 - pressure gauge of the galvanic cylinder and pressure line; 23 - selection of automatic doors

Chapter 1. Behind-the-scenes reports

Rice. 1.4. Restoration of organs by electric train chamois ED9T: ■

a – control panel; b - heating unit at the rear of the cabin; 1 – vimikach spotlight; 2 – RB button; 3 – reverse; 4 – driver controller; 5 – traction control button (CT); 6 – vimikach sandbox; 7 - control unit for the jet receiver, cabin lighting, drainage and updated protection; 8 - block of chemical equipment for the door and connection of the high-voltage chemical unit; 9 – block for changing the acceleration relay starting speed setting; 10 – block of remixers; II – signal lamp block; 12 – kilovoltmeter; 13 - pressure gauge of the galvanic line and the leveling cylinder; 14 - pressure gauge of the galm cylinder and pressure line; 15 - block "B"

Above the expansion block is block L, on which sixteen internal alarm lamps are installed, as well as the block itself for smoothly changing the acceleration relay start-up setting (1 B.712) and the windshield washer activation button. At the rear of the cabin, behind the driver's seat, there is a control unit for additional train systems. On block B installed: block T with thermostats to maintain the set temperature in the cabin,

There is ventilation and scorching cabins, heated glass windows and side-view mirrors, brightened interiors, signals and buffer lighters, an additional compressor, radio communication and squeegee cleaners.

Between the blocks D and L there is a kilovoltmeter, which shows the voltage in the contact line, a two-point pressure gauge to control the pressure in the galvanic cylinder and the balancing tank, and another two-point pressure gauge

meter for checking the pressure in the pressure and pressure lines. Right-handed, in front of the driver's tap, a speedometer is installed on the remote control. Above the control panel, on the central station of the front windows, there is a locomotive traffic light, and above it there is a radio station installed. Electric trains have two types of communication - radio communication and warning system. For negotiations with a late dispatcher, a station attendant, or drivers of other trains, a

Rice. 1.4. (continued)

Two radio station control panels with microtelephone handsets have been updated: for the driver - right-handed from the driver's tap, for the assistant - on the left side of the panel. For the passenger notification system and the conduct of service negotiations between the driver and the conductor of the tail car, the TON system is used. At the middle part of the console, with the left hand facing the controller, there is a console with a portable microphone manipulator of the TON system, two more microphones are located at the service vestibule. Two TON systems are installed on the cab deck. On the left side of the remote control, the left hand of the radio station has a rotating handwheel.

Above the control panel there is a door for access to the spotlight and route indicators.

Under the control panel in front of the driver's seat there is a saw pedal, a pedal for turning on the typhoon and a whistle.

Right-handed and left-handed on the walls of the cabin there is an additional furnace installed for heating the cabin.

The lighting of the cabin is provided by two lamps installed on the wall. The lights are turned on with a toggle switch, which is located on block K. On the rear wall of the cab, behind the driver’s seat, there are green lights. Vimikach green light fixtures are installed on block B. Cream, the lighting is transferred to the route layout, installed on block D, and the illumination of the driver's assistant's work area.

At the rear of the cab, behind the driver's assistant seat, there is a bench.

for odyagu. Next to the block there is a cupboard for the first aid kit and a cupboard for thermoses and products. Between these cabinets there are doors for access to the adjacent thermal contactors for the purpose of maintaining a fire alarm system, and below them for access to the heater chamber. All boxes and cabinets with high-voltage equipment are secured with automatic locking, and the cabin doors and doors of the car interior are equipped with a security alarm.

On the deck of the car there are installed radio station antennas (exchangeable and disconic) and a block of searchlight resistors.

On the rear end wall of the car there are sockets and plugs for inter-car electrical connections. On the front wall of the car there is a niche with doors for two sockets

Electric trains of the ED9M, ED9T, ER9P series

Rice. 1.6. Rotating the equipment at the chassis No. 1 of the head car of the ED9T electric train:

Battery – rechargeable battery; PR7 - a devotee of the lantsyug of chergovy illumination and illumination of mountains and toilets; Pr20 – a devotee of the Lanzygu chergovih lekhtars; Pr34 - a champion of the rechargeable battery; Pr9 - a devotee of the lancius ELT; PrZZ - a devotee of Lanzyuzi KZ; Pr14, Pr15 – followers in the life cycle of the rechargeable battery; Pr38 - a devotee of the heated toilet; Pr48 - a follower of the Lancus radio broadcast; Pr55 - a devotee of the windshield heating

Inter-car connections that allow the head cars to be connected.

On the frame under the car body there is suspended: a box (div. Fig. 1.5) with a rechargeable battery, an electric compressor, a 1BA unit. 174.2 (thermal sensor for the charging unit), transformer 1TR.071.1 (relay for keeping the NO battery charged), throttle 1DR.007.1 for smoothing the pulsation in the NOV lancets, electric heater, firebox, aerosol fire installation unit ny tank with a volume of 55 l, a balancing tank about -

capacity 20 liters, additional tank with a volume of 16 liters, oil pump, fan pipe heater, two valves that are drained, two alarms for galm inlet, two whistles, two typhones, static valve VZZISH. On the heavy-duty frames there are molded galvanized cylinders. There are water supply pipes installed on the left and right sides under the car body, which are installed when the car is mechanized.

At the cab, behind the driver's seat, there is a cab chassis, at the upper part there is a rotating block, and in the lower part there is an electro-pneumatic auto-stop valve EPK-150I, a suspended valve

draft, vice regulator AK-11B, valve replacing the electro-pneumatic galvanization with a pneumatic one, two outlet taps, filter, tone device that clicks (TVU), front light signaling unit (BPSS), security guard unit at late wires (turning on the auxiliary compressor, heating oil sealer, ventilation, combustion, life SSZN-I-1B.711) and panel of zabozhniks PP1.

Shaf No. 0 saves connections between days. The electric train may be equipped with safety systems: CLUB, KKD-ZV, USAVP/2, SAUT-CM/485. In that

Chapter 1. Behind-the-scenes reports

Rice. 1.7. Rotating the equipment at the chassis No. 2 of the head car of the ED9T electric train:

DUX - discrete device for control of forging; RO – galma inlet relay; RPT – pneumatic galm relay; RT – galvanic relay; RKB – safety control relay; PTV-4 – intermediate relay for thermoautomatics of the car; RKO – relay for control of galm inlet; RKT – galma control relay; RN V-3 – fan voltage relay No. 3; KV-3 – fan contactor No. 3; RZ – zakhistu relay; Pr50, Pr51, Pr52 - prisoners in the scorched cockpit

Shaft No. 0 has units of the KKD-ZV system installed.

Shaft No. 1 houses a block (1BA. 169.2) with 50 V life sockets, PZ, battery charging, fire alarm lanyards, ammeter and voltmeter for battery charge, 220 V life sockets, insulation integrity control ї wires, package vimicach. At the end of the scaffolding station there is a switch installed for lighting the service vestibule and a security alarm. Anti-heat contactors are installed on the wall of the shafi.

Shaft No. 2 has the following installed: block (1 B.691) of equipment obtained from ALSN with the train diagram; block (1B.699) with equipment for scorching and cabin ventilation, electric pneumatics; radio station live filter; electronic block PPU; block for the life of squeegees and squeegees BP-01; control and transmission of the system SSZ-I PKPI-P, EB PPU.

Chassis No. 3 has the following installed: a low-frequency booster U-100, a transition device for the TON equipment set, a radio-equipped cabinet with a radio station kit, a connection device and a communication switching device (PKU) for communication “Si-

drove", locomotive filter FO 25/75, equipment set ALSN V-1D, locomotive dzherelo 110IP-LE.

On the doors of cabinet No. 2 and No. 3 there are remote controls for connecting manipulators of the TON system.

Chauffeur No. 4 has a panel (1PA441) installed with control equipment: ventilation and heating of the cabin, compressor, lighting, electric pneumatics.

Shaft No. 5 has a panel (1PA-383) with high-voltage equipment installed.

The installation of equipment in the chassis of the head car of the ED9T electric train is shown in Figures 1.6 and 1.7.

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