Electrical and Mechanical Details
Motor and trailer cars feature two double-axed boogies with two-section amortizer suspensions. The body is supported on beam over the amortizers, equipped by rubber dowel, through edge sliders; while ____ serves only for transmitting horizontal forces. The beam over the amortizer is supported on four cylindrical springs (2 sections per each). they are installed on ____, and suspended ______ to trolley's frame. ... The static deformation of motor car suspension is 105 mm. Such trolleys are in use since ER2-514 trainset (1965). Trolley frames feature stamped & welded construction; they are H-shaped. They consist of four beams. They are 2 longitudinal, 2 transverse, and 4 ____ beams. Trolley frames are connected with the beam over the amortizer, using hydraulic amortizers, which balance the oscillations above the amortizers.
The wheel pairs of motor cars are made with spoke and bandage centers; New bandage diameter is 1050 mm. One of wheel pair centers have plate-like _____. The cogged gear is attached to it by bolts. Two cylindrical friction reducers are placed on the "neck" of a wheel pair. Their diameter is 130 mm. Reduction couple's body is supported on a wheel pair through a pair of friction reducers. Reducers' diameter is 200 mm. From the other side reducer's body is linked to a trolley by a pitched pin.
The speed reduction ratio is 23:73 (1:3.17). Transmission coefficient is 10. Traction engine rotor is connected with a gear train through the rigid clutch (rubber cord shell). The wheelbase of the motor car trolley is 2600 mm, the distance between ____ axis is 13300 mm. The trailer car trolleys have the same suspension scheme, like motor cars. the wheel diameter of trailer car is 950 mm. The wheels are solid. The wheelbase is 2400 mm. The braking is double-sided; it's made using brake shoes - two for each wheel. On motor car trolleys two braking cylinders are installed. Their diameter is 10 inches.
URT-110A four pole electric traction engines are installed in ER2 trains since March 1964. The main poles (electrodes) are placed on horizontal and vertical spokes, while additional poles with 45 degree angle to them. The anchor is manufactured with a wave coil; class C isolation is in use on poles and anchor. The fan features welded construction, and attached to a back coil holder. The maximal revolving frequency of engine is 2080 rpm, the engine weight 2150 kg.
Every motor car has one pantograph. In case of doing wrong the rest four motor cars can lead the train to the closest terminal. According to the same way of reasoning there is not disconnectors for separate motor groups, in the power circuitry; and when one electric engine is damaged, entire motor car turns off.
VVP-105 quick switch with a diafragmatic lead is in use for protecting circuitry from short circuit currents. It brakes electric engine circuit when the current gets over 600 A. Differential relay can serve for the protection purpose, in case of overthrows and fan-outs (?) on the ground when the current does not rich 600 A. The overloading relay has no effect on disconnecting devices; it liquidates overloading in starting mode, by lowering switching conditions and adding the additional resistor in a circuit.
KSP - 1A power controller, developed by L. N. Reshetov, features electro-pneumatic control and 12 contactor elements. the controller features 18 working positions.
Position # 1: Maneuvering mode.
Positions # 2 .. 18: Rheostatic starting with serial connection of all four engines.
Position # 9: Serial connection of electric engines, Rheostats are excluded.
Position # 10: Transitional step of excitement weakening (67%)
Position # 11: Excitement brought down to (50%)
Position # 12: Electric traction engines are connected in parallel, rheostats are added, and the excitement is 50%.
Position # 13 .. 15 Rheostatic starting, engines connected in parallel, 100% excitement
Position # 16 Engines are connected in series of two, and excitement is 100%
Position # 17 Transitional step of excitement (67%)
Position # 18 50% excitement, engines connected in parallel.
Engineer's controllers are mounted in control panels. They have two handles, (reversive, and main) Reversive features three positions: Drive, 0, and Reverse. The main handle features 8 positions. They are 0, Maneuvering, 1st running (9th of KSP,) 2nd running (11th of KSP,) 2A and 3a for manual starting, 3rd running (16th of KSP,) and 4th running (18th of KSP.)
Switching from parallel to serial engine connection is done by bridge method. .... PK-305 electric locomotive contacts are installed as linear and bridge contacts in ER2 motor cars. PK-305 are manufactured by the Electric Locomotive Plant of Novocherkassy.
In order to unload the power source of cab car, and decrease the voltage drop in train wires, the part of supplementary contactors and withholding coils of quick switches are powered by power source of their own section (neighboring trailer car)
The power controller is under the acceleration relay in case of manual starting. In case of automatic starting controller's shaft is turned to a next position, and the current in electric engine is brought down to 170 to 180 amperes. The starting with less transfer currents is possible for a next position 125 A. For this purpose, an engineer must push "Decreased Acceleration Button". In case of one wheel pair boxing, the boxing relay acts on acceleration relay, and the current becomes 70 A.
DK604-B aggregates are installed on cab and trailer cars. They consist of bicollector voltage divider, (dynamotor) and current generator for control circuits. In case of 3000 volts, the divider has a normal power of 12 kW (5.3 A, 1000 rpm,) the generator has a power 10 kW, 50 V, and 10 A.
EK-7A motor compressors are installed in cab and trailer cars. The feature 0.62 m³/min air providing speed. They use DK409-B electric engines (5 kW, 1500 V, 4.4 A). 40KN-100 rechargeable batteries are located in trailer and cab cars.
ER2 motor car weighs 54,600 kg, cab car - 40,000 kg, trailer car - 38,000 kg.
In process of ER2 production, the manufacturing plants have introduced a lot of changes in trainset construction. These changes were intended for increasing the stability of train use, and riders' comfort. Since August 1968 instead of P-1V or P1-U pantographs, TL13-U pantographs (with carbon insertions) and TL13-M with cooper insertions are being installed on trainsets.
In October 1968 the braking relay is introduced in the scheme. It provides electro-pneumatic braking along with linear contactor shut-off. The same year DK-406 electric engines were changed by DK-409B engines in compressors. And the compressor was improved into EK-7B.
Since May 1970, 40NK-125 batteries are installed instead of 40KN-100.
Since January 1971, URT-110B electric traction engines are in use instead of URT-110A. URT-110B features collector with an arc-like design.
In September 1972, the adjustable (?) brush holder compression are used in URT-110B electric traction, and well as DK-604B voltage divider.
Starting with ER2-982, the lid strengthening, and under-car drawer locks are improved
Read more about this topic: ER2 Electric Trainset
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