The history of the Tatra brand. The history of the Moscow tram in the photos we are going, we go, we go ...

In the accelerator's steamer, a large amount of heat is released during operation, therefore, to prevent overheating and deformation of the elements of the rheostat, the accelerator is continuously blown by air supplied by the fans of the generator engine. In the cold time, the air is heated by the accelerator goes along the channels along the right side of the body into the salon of the car, and the warmth is thrown into the atmosphere.

The accelerator has a mass of 180 kg. It hangs on three studs 8 under the body in the middle part of the car in a special compartment, closed with two caps from below and removable hatch in the floor of the car.

T-3 wag three types of brakes: Electric rheostat, mechanical with solenoid drive and electromagnetic rail. Painting braking is service. With a low speed of the car, the robust braking becomes ineffective and then mechanical braking is automatically superimposed on it. Mechanical brake (brake) is mounted on the shaft of each traction motor. The sensor for automatic replacing the rigging braking is the LO lock relay. This relay has two coils: one in the brake circuit circuit of traction engines, the second - in the control circuit receiving power on the zero position of the pedals on all running and first four braking positions of the controller. Mechanical brakes are turned on when both the reel coils are turned off. Rail brakes are used only with emergency braking.

Chains of control, rail, mechanical brakes and alarms are powered by a 1,6 kW generator with a rating of 24 V, operating in parallel with a battery having a nominal capacity 100 hour. The generator drive uses a sequential excitation engine,

having a long power of 5 kW.

rubber element of the rheostat and scanning circuit 2K accelerator

Include the switch of batteries. The brake pedal should be a parking position - on the latch, while the cam controller cord contactor will be turned on.

Contacts The control circuit is prepared by the "assembly" of the scheme. The generator engine is turned on. Powered to the generator engine comes from the contact network. The generator is connected to the battery. This recharges the battery and translates the power of the control circuits from the battery to the generator. After turning on the generator engine, forced ventilation of traction engines and accelerator speakers starts.

The reversing handle is put in the working position, for example, "forward", and then the reversing contacts are closed and the reversible contactors of R1-P4 contactors will receive (when the reverser handle is "back", contacts are closed and the contacts of the Z1-Z4 coils).

After the brake pedal is released from the position of the latch to the zero position is prepared for the inclusion of the mechanical brake contactor. Solenoid coils are powered through the resistor, while the boopred brakes are partially discharged.

Starting a car. The stroke controller pedal has five non-fixed provisions. When you click on one of the positions, the driver chooses the acceleration with which the car will work.

On the 1st stock positions of the pedal, cam contactors JK1 controller (1-5), JK2 (1-5), JK3 (0-1) are turned on. There is a complete brake brake brakes. The LS linear contactor is turned on, then powered from the TED contact network. The current in the TED goes through a current collector, linear contactor LS, the coil of the maximum relay Mr and then along two parallel chains of the TED:

1st chain: Wire 3-MDR anchors of the 4th and 3rd TED - OR-P3 - O 4th and 3rd TED - P4 - Sh-M1 ammeter shunt;

2nd chain: Wire of the 3rd - s 2nd and 1st TED (in parallel through the contactor F2 and inductive shunt) - P2 - MDR - anchor of the 2nd and 1st TED - M1. Further, the current of both circuits of the engines goes through the launcher of Zr, two launchers (damped) steps of resistors on the wire 100. The contactor R1 is turned on, deriving the first stage (0.7 Ohm) of the damper resistor from the TED circuit. The R2 contactor is turned on, which turns off the second stage (0.7 Ohm) of the damper resistor. The inclusion of start-up damper resistors for some time and attenuation of the excitation of the 2nd and 1st traction engines causes a decrease in the torque of the TED, which is necessary to select the backlash in power transmission Vagon.

Tatra T-3 Tatra

This makes smooth starting time of the wagon start.

After turning on the contactors LS and R2, the block-contacts of the contactors are closed by the power supply chain of the RM servomotor. The servomotor begins to rotate the accelerator cross in the direction from the 1st to the 99th position, outputting the launcher from the traction circuit under the control of the restrictive Relay OR, maintaining the value of the start current, which is determined by the settings of the restrictive relay. During the start, the car accelerates with acceleration. Start occurs at the lowest current in the circuit of traction engines 200-230 A on the car, which corresponds to the acceleration of 0.6 m / s2 with an unloaded car. During the start, the second positions of the pedal increases the current in the power chain to 280-300 A (in both circuits of traction engines), and the acceleration increases to 0.95 m / s2.

On the 3rd and 4th positions of the pedal, the current in the RC adjustment coil decreases, and at the 5th position of the pedal, the current in the power chain increases, respectively, the acceleration of the Wagon movement is growing: on the 3rd position of the pedal - 1.2 m / C2; on 4th - 1.5 m / s2; On the 5th - 1.8 m / s2. On any provisions of the selected accelerations, the launch ends with a yield to the maximum weakening of the excitation.

At the 75th speed of the accelerator, its cam contactor includes the M2 contactor coil and the rigging start is completed. The accelerator crossed turns on under the control of the restrictive relay. At the 80th position, the cam contactor ZR4 includes contactor F4, creating the first stage of weakening the excitation of the 2nd and 1st traction engines. At the 85th position, the cam contactor 2.8.6 accelerator includes the contactor creating the first stage of weakening of the 4th and 3rd TED. In the 90th position with contacts Zr5, the contactor is included by creating the second stage of weakening of the excitation of the 3rd and 4th, TED, and in the 95th position of the contacts ZR3 includes the P2 contactor, which creates the second stage of weakening of the excitation of the 2nd and 1st TED. During the alternate inclusion of the levels of weakening of the excitation of the TED, smaller fluctuations in the strength of the Vagon thrust compared with the simultaneous inclusion of both groups of the TED.

Tatra T-3 Tatra

March. When returning the start pedal to the zero position, fist contactors of the JK stroke controller (except JK3) are blocked (except JK3). Coils of contactors LS, M1 and M2 continue to receive food. The fist contactor JK2 turns off the power of the coil R1, then the contactor block contact R1 turns off the power of the R2 coil and the damsters are alternately enter into the TED circuit. After turning off the contactor R2, its block contacts turn off contactors LS, M1 and M2 and the power of the TED stops. Such a sequence of disconnection of the TED from the contact network provides a smoother decrease in the acceleration, facilitates the operation of the digging devices of contactors and the switching of the TED.

The brake contactors B1 and B2 are turned on, the contactor F2 is included, which creates the maximum weakening of the excitation of the 1st and 2nd TED, which reduces the brake force of the car. After turning on the brake contactors B1 and B2 in the power chain, two brake circuits are collected. The T-3 Wagon does not have the T-3, traction engines are operated in the generator mode. TED groups are included in parallel along the cross-diagram. The brake current of the anchors of the 3rd and 4th TED closes on the chain of the MDR-P1 - s 2nd and 1st TED (parallel to the current passes through the contactor F2 and inductive shunt) - P2-B2 - the brake retractor of the Zr-B1 accelerator Lo - Anchors of the 3rd and 4th Ted. Similarly, the braking current of the anchors of the 1st and 2nd traction engines is closed along the MDR-B2-B2-B2-B1-LO-OR-P3 - OP and 3rd TED-P3-SH - anchors 1- go and 2nd TED.

The slowdown from electrical braking does not exceed 0.14 m / s2. The current direction in the PM anchor varies and the accelerator crossing under the control of the restrictive relay moves from the 99th position in the directions of the 1st position as the carriage rate decreases.

If during the elegation, the speed of the car will increase (for example, when moving on the descent), the brake current of the engines will increase, while the contacts of the restrictor relay OR will open. In this case, the direction of the current and the direction of rotation of the anchor of the operating motor RM and the accelerator crossing will move upwards in the direction of increasing the braking resistance (the brake retainer is introduced) in the brake circuit. This will continue until the current decreases to 25-30 A. Thus, and in the case of the ejection of the accelerator, the accelerator fixes the corresponding position in accordance with the speed of the car (greater vehicle speed corresponds to a higher speed of the accelerator).

Tram type K-1

The electric drive of the CCTT-1 is designed to regulate operating modes (non-affordable start, attenuation of the field, recuperative braking with replacing rheostat) and ensuring a smooth start and electrodynamic braking of the tram carriage.

EP performs impulse regulation of the voltage and current of the excitation of the TED with the following modes of the tram in operation:

- tram movements with different speeds ranging from 5 to 70 km / h;

- tram movement in the "elevation" mode;

- smooth recuperative braking in the presence of the consumer connected to the contact network;

- painty - in the absence of the consumer.

In this case, one or another type of braking is ensured depending on the specified conditions automatically, without the need for manual intervention of the driver.

EP ensures the start of the tram in the presence of a negative EMF of electric motors up to 50 V (rollback mode to 1.5 km / h).

The EP scheme is also provided electronic devices protection and control with different deviations of the supply voltage of the contact network (excess, decrease, complete absence).

Tram Type K-1 The EP scheme includes the following main nodes:

disconnect-earthing (U7);

the main linear contactor with the electromagnetic release of the CC11 current (block of linear contactor);

auxiliary linear contactor KM30Z;

reactor (choke) input

lF filter;

brake and ballast resistors of the power chain, arrow resistor (R1, R2, R4, R5, R10);

TED M1, M2.

block IP-A, IP-B.

Management of blocks of IP-A, IP-B is carried out from the control unit.

The IP block is designed to regulate the operating modes of the TED to the tram truck of the tram car in order to provide a smooth non-affordable start-up and recuperative and recovery braking.

Tram type K-1

The IP scheme contains the following main elements:

transistor voltage regulator (pH) VT2;

transistor excitation control of electric motors (RP) VT1;

transistor of the control of the recovery braking VTZ;

filter CF1 ... CF8;

contactor KL1 designed to disconnect the IP block;

contactors KL2, CLA to switch the direction of movement;

auxiliary voltage converter (VPN);

current sensor (TA);

contactors km, kr, CT to switch operating modes;

pulse formative fees;

node of the power supply control circuits of the IP block;

RCD - chains that protect semiconductor devices from overvoltages;

F1 fuse.

The operation of the IP block when started.

Starting mode begins after pressing the pedal of the BKVC stroke controller block.

When starting, the inclusion of the TED through the IP block is carried out after the contactors of KM11, km0z, kl1, km.

Initially, control pulses on the VT2 transistor are supplied. At the time of the open state of the transistor VT2, the TED current increases and flows along the CL1 chain, km, parallel to Ov1, OVM2, R5 and R4, when moving forward - KL2, M1, M2, KL2, when moving back - KLZ, M2, M1, CLA , F1, TA, VT2, minus network. At the time of the closed state of the transistor VT2, the TED current closes through the VD5 diode module. Thanks to the energy accumulated in the windings, the current in the TED does not fall to zero.

The described mode corresponds to the minimum value of the starting current with the weakening of the field λ \u003d 0.7 and is necessary to select the backlash in mechanical transmission. After increasing the current to 25-35, the control unit displays a signal to turn on the contactor KR. Resistor R5 is output from the chain.

Tram type K-1

After that, the control system by turning on the Voltage regulator transistor (pH) VT2 with PWM for 0.7-0.8s increases the starting current to the value of the predetermined angle of pressing the pedal of the BKBC stroke controller block.

With the acceleration of the tram, an increase in the filling coefficient VT2 is occurring.

When you go to the electro mode, contactors KM, CR and the KT contactor is turned on.

In order to expand the range of operating speeds, the PI provides regulation of the excitation current of the tram tram car.

The transistor VT1 is used as a magnetic field regulator of the magnetic field (RP).

When starting the RP, it comes to work after completing the pH, i.e. After increasing the filling coefficient of the pH to the maximum (α \u003d 0.99). After entering the field of the field regulator, the voltage regulator transistor opens completely (α \u003d 1).

In the RP start mode, it is connected in parallel windings of the excitation of the TED.

When the transistor VT1 is turned on, the excitation winding of the TED is shunted, and the current is displaced from them through the current-limiting resistor R10 into the transistor VT1.

After turning off the transistor VT1, the shunt chain current will flow through the R4 resistor. By changing the ratio of the time of the turned on and off state of the transistor (pulse filling coefficient) changes the value of the effective resistance R4 and, therefore, the degree of weakening of the TED field.

After completing the RP, the TED goes to the maximum weakening of the field. In this case, the transistor VT1 opens completely (α \u003d 1).

When the current increases in the TED, over the value of the task, the RP will automatically go into operation again. The voltage regulator comes into operation only after the starting mode is re-set.

In start mode, the pH frequency and RP remains a constant equal to 800 Hz, which is ensured by the control circuit.

Combined protection to reduce overvoltage of power semiconductor devices is made on RCD circuits and RC circuits.

Tram type K-1

The braking process begins after pressing the pedal of the BKWT brake controller block. In braking mode Contactors km, kr turned off. The KT contactor turns off (on the election it is turned on) and immediately turns on to be briefly<1 с. На это время он своими контактами подключает ВПН в цепь обмоток возбуждения для создания начального магнитного потока.

Control pulses are fed to the VT2 transistor. In the absence of an anchor current, the filling coefficient increases to the maximum value α \u003d 0.99. In this mode, the control system includes a VT1 transistor with a fill coefficient α \u003d 1. There is a process of self-excitation TED.

Through the excitation winding flows through the chain: the positive output of the VPN, CT, parallel to R5 and the excitation winding of the OV2, OVM1, parallel to R4 and R10, VT1, 8 negative output of VPN. The current anchors increases according to the chain M1, M2, KL2, F1, TA, VT2, VD4, K07, parallel to R5 and OV2, OVM1, parallel to R4 and R10, VT1, KL2, M1.

As the TED is excited, the current increases in the chain of the anchor. After increasing the current anchor of the TED to 25-35 and the contactor KT is turned off. If the current does not increase to the specified value within 1 with the contactor is also disconnected. After that, the control system by means of PWM transistors VT1, VT2 with a constant frequency of 800 Hz ± 5% for 0.7-0.8s will increase the TED current to the value of a predetermined angle of pressing the pedal of the BKVT brake controller block.

IN brake mode parallel to the TED excitation winding is included with the R5 ballast resistor, which is introduced into the TED circuit in order to ensure the stability of the recovery mode in cases where the voltage per TED can exceed the voltage in the contact network.

IN the moment of the open state of the transistors VT1, VT2 TED current increases and flows through the chain M1, M2, KL2, F1, TA, VT2, VD4, K07, parallel to R5 and OV2, OVM1, parallel to R4 and R10, VT1, KL2, M1. At the time of the closed state of transistors VT1, VT2 TED current gradually falls and closes on the chain M1, M2, KL2, F1, TA, VD5, KL1, km0z, LF, km11,earth disconnector, pantograph, contact network, consumer, minus contact network, VD4, K07, parallel to R5 and OVM2, OVM1, R4, KL2, M1. There is a recovery of energy to the network. In the absence of consumers in the network or their insufficient power, the energy generated by the TED accumulates in the CF1 ... CF8 filter capacitors.

Tram type K-1

Work block IP in braking mode

If the voltage on CF1 ... CF8 CF8 is exceeded, the control unit gives the command to turn on the transistor VTZ and the current closes through the resistors R1, R2 to the minus of the contact network. Energy is quenched on resistors. The transition from the recovery braking with the recovery braking and back occurs automatically depending on the voltage on the filter condensers. Thus, the mode of monitoring recovery braking is carried out.

The pulse converter supports permanent current in the TED down to very low speeds. At the low speed of the brake current in the TED, it decreases, and if the brake pedal of the BKVT block is pressed to the angle\u003e 22 °, the relay K07 is turned off (not included in the KCTT-1) (speed of approximately CCM / H). The signal from the contact of this relay turns on the mechanical brake.

Mechanical brake works on two steps. The signal to turn on the first step gives the control unit depending on the state of the EP control system. The condition for inclusion of the first stage is an increase in the filling coefficient of pulses of transistors of voltage regulators to the value close to maximum (occurs at low speeds), or the failure of an electrodynamic brake in both trolleys. When the protection is triggered, it is blocked in the control unit circuit inclusion of the first stage of the mechanical brake.

The second stage of the mechanical brake comes into operation after reducing the brake current, after switching off the relay K07. The tram wagon will slow down the full effect of the mechanical brake (the second stage) if the driver presses the BKVT brake controller block to an angle\u003e 22 ° (2 ° to the parking position)). Therefore, it is necessary that the driver at each stop pressed the brake pedal to the position of the "parking" in which it is fixed.

In case of failure of the electrodynamic brake on both trolleys, the entire braking torque takes on a mechanical brake with the effectiveness of its first stage while pressing the brake pedal to the angle<22°, и эффективностью своей второй ступени при угле нажатия >22 °.

Many of us have heard about Tatre-815. First of all, the non-standardity of this truck is almost in every node, but at the same time - about his reliability, insensitivity, passability ... about his ridge frame, about a diesel engine with air cooling and folding crankshaft, and the like of the original things. Indeed, Tatry-815 are distinguished by non-standard design, which has never been used in other brands trucks. And to the first "Kosolap" Czech dump trucks, Soviet drivers reacted with obvious distrust. Which soon changed to a pretty warm and benevolent attitude. Why - read in this publication.

"Tatra-815" is an extensive family trucks Czech production, which is presented in the global market since the beginning of the 80s. In the Soviet Union, the dump trucks of this model were very popular and until recently, the championship in the list of export trucks was firmly held.

The first trucks at this plant were collected back in 1920. True, they were called somewhat longer than now: not "Tatra", but "Coprivnikovka Avnivka".

The enterprise "Tatra", in the Czech city of Koprzhivnitsa, leads its own story from the distant 1850. Then it produced strollers and brights; From 1882 year - railway cars. Moreover, even one of the most first cars in the world of passenger cars, under the brand "President", was built on this factory, in 1897.

True, the country then was here another - Austria-Hungary, and the city was different: Nesseldorf. When after the First World Austro-Hungarian Empire collapsed and the Czechs received relative independence, then the city was renamed in the co-guardian, and the plant was nationalized.

Cars were called "tatras" after in the 20s on the tests in the mountains of the Tatras trucks of the model "U" showed themselves solely on the good side. In honor of this mountain system, all the subsequent generations of trucks and passenger cars of the plant began to be called (yes, until 1989, the enterprise was released by more premium cars, as in our "ZIL" E).

The fact that the constructors "Tatra" are extraordinary people, even visible on the design of the Tatra-138 dump truck.

The main models of the company, which have become massive and determined by its development in the future, were the predecessors of Tatry-815: "Tatra-138" (the beginning of the release was 1959) and (serial production started in 1969). Already then the Czech constructors and engineers boldly "walked their way." Diesel motors were in heavy 12-ton dump trucks exclusively with air-cooled, and the front suspension was independent and torsion.

There were other technologically advanced, but already fairly common solutions: a two-way clutch shutdown hydraulic device, an electropneumatic dispenser switching device, three-sided unloading on a certain number of dump trucks ... "Tatry-148" appeared to the same inter-axis differential on the rear trolley.

On the way to the most mass model in the history of the plant, the tatras-815 heavy dump truck was several transitional models. In particular, Tatra-157 and Tatra-813. The mass production of the Tatra-815 dump truck was received in 1983 - more than thirty years ago.

Of course, now under this name is not the same truck that at the beginning of the eighties. During the years of release, the model survived several modernization. The largest - in 1989, 1997, 2000, 2005 and 2010. Considerable part of the changes and improvements every time applied to equipping the cabin of the dump truck, with an increase in the comfort of the driver's labor, in accordance with the relevant time of time. And the truck engines were finalized until compliance with the requirements of the next euro-standard EURO standard.

On March 15, 2013, the Tatra company passed into private property: was sold at the auction of the company "Truck Development" belonging to Marka Galvasu.

Currently, the Tatra produces all-wheel drive vehicles with wheelchanders from 4 × 4 to 12 × 12 (six-axle). Like their "classic" versions from the twentieth century, these machines are intended for operation in heavy road conditions and on full off-road. Despite the possibility of installing liquid cooling engines, the absolute majority of cars are installed in our time with air-cooled diesel engines.

The range of dump trucks of the tatra of the 815th series is represented by cars with different wheel formula, namely: 4x4, 6x8, 8x8, 10x8, 10x10, 12x8 and 12x12, and with different power of the power unit: from 310 to 820 horsepower.

In the Soviet market, three versions of the dump truck, made on the Tatra-815 chassis obtained, were the greatest distribution:

• with an increased body capacity and one-sided unloading;
• with a special body for transporting bulk, bulk and liquid materials;
• with medium capacity and three-sided unloading.

One of the main features of the Tatra-815 dump truck is the presence of an original ridge frame, the creator of the concept of which was Hans Lavinka. The Czech dump truck has a spiner frame: the classic design is familiar to all.

Spring frame design of Gansa Lakery in the museum.

The ridge frame is a pipe, inside of which Kardan is located. This is a large-diameter transmission tube, fragments that toughly connect the gearbox, "distribution" and crankcase of the main gearbox. Inside the pipe passes a thin shaft, and the cardan in Tatre-815 connects only the engine with the gearbox. This allows, firstly, it is easy to change the clutch, and secondly, significantly reduces the level of vibrations in the cockpit.

The ridge frame has an extremely high rigidity on the twist, which allows you to unload not only on flat sites, but also where the dump truck is at a significant angle. There are no equal "Tatre-815", perhaps, not at all. By the way, the frame of our old good "half-one" has a similar structure - there Kartan is also hidden in the pushing pipe and torsions are also used.

The following feature is a combination of a full drive (on all bridges) and independent suspension with swinging semi-axes. Here is an independent torsion pendant of the front wheels and springs on the back truck, and without balancing. Nepical for such heavy machines A fully independent suspension of wheels makes cars "Tatre-815" by the leader in passability among all dump trucks up to 25 tons.

The uniqueness of Tatry-815 is also in configuration of these machines with diesel engines with air, and not liquid cooling. Fuel pump high pressure They are also completely original design, connected from various segments linear, with crankshaft on roller bearings. It is also the only one in its own way applied exclusively on the trucks of the Czech manufacturer. No less special braking pneumatic system "Tatry-815", equipped with energy accumulators, does not leave the chance of a chance to break from the handbrake.

Another feature is an unusual design solution of the TATRA plant by the method of neutralization. exhaust gases, To bring the engine to compliance with the actual environmental standard. Unlike German and Scandinavian trucks, Tatry engineers instead of a high-tech recycling system used "SCR" (urea method of output of exhaust gases).

The tatra always did all-wheel drive trucks with a wheel formula 4x4, 6x6, 8x8. And their operation was carried out mainly on off-road. Therefore, more than strange, at first glance, it looks like a solution to designers to use air-cooled motors on such machines. It would seem that such engines and the default operating resource are lower, and it is easier to overheat them in difficult conditions. However, no, with the engines "Tatry-815" everything is in order: they have proven themselves as extremely reliable and durable.

On the one hand, the use of such motors is an advantage, since they are constructive easier. But on the other hand, to ensure the optimal temperature regime for their work is more difficult. Such a motor should be "twist", he loves high speed and "draft". Soviet drivers who left behind the steering wheel in the USSR "Tatras 815" - drivers who accustomed to the traditional drift of the "latitude" on low-robust diesel engines of liquid cooling, acted out these original motors.

Therefore, in addition to the "Interesters", the traditional, liquid cooling engines began to put both engines on the 815th. And the considerable part of these cars still ride with Yaroslavl diesel engines (most often, it is "YAMZ-238"). However, when working in the conditions of the Far North, Siberia or the Far East, the risk is small to overheat and the air cooling engine.

Now "Tatra Trucks A.S." Continues trucks with V-shaped air cooling diesel engines by 8, 10 or 12 cylinders (+ V12 turbo) satisfying environmental standards "Euro-3", Euro-4 "," Euro-5 ". Power plants "Tatra-815" are equipped with a system of direct fuel injection and an absorbed air cooler, mounted directly above the power installation. The unit is also equipped with a mechanical linear TNLD with crankshaft on roller bearings. As already noted, a unique design.

The main modifications "Tatry-815" are as follows:

• "Tatra T-815 - 2A0S01" - Dump truck equipped with a heating body and one-sided unloading, 10 cubic meters. The lifting capacity of this model is 17 tons. The car is completed with an 8-cylinder engine with a working volume of 12.7 liters and with a capacity of 321 hp. Transmission is a 12-speed, synchronized. The front axle is controlled, rear - leading, both - with swinging semi-axles. The shortened folding cabin is located above the engine and is designed for 2 people.
• "Tatra T-815 - 290S24" - Truck, also having a dump truck heated by exhaust gases and unloaded through the back board. The geometric volume of the body is 12 cubic meters. With the equipment of the car in 13.5 tons, its lifting capacity is 19.5 tons. Engine power - 402 hp
• "Tatra T-815 - 290S84" - dump truck with a wheel formula 8x8, also having a body with one-sided unloading through the back board and heating exhaust gases. The volume of the cargo platform can be 14 or 16 cubic meters - two types of body are put on this model. Load capacity, when using a platform of 16 cubic meters, is 24.6 tons. Engine power - 402 hp

"Tatra T-815 - 290S84"

• Dump truck "Tatra T 815 - 280S45" equipped with a cargo platform without heating with the possibility of three-sided unloading; And also used for traction trailer of the same volume (8 cubic meters), and also with three-sided unloading. Load capacity of such "TATRA-815" - 9.5 tons, plus as much cargo can be carried in the trailer. The wheel formula of the dump truck - 4x4. Engine power - 362 hp
• "Tatra T 815 - 280S25" Also has a body of three-sided unloading and is also intended for traction traction. Capacity of the body of this model is 9 cubic meters, a load capacity is 16.4 tons. Engine power - 362 hp

The gearbox of this dump truck "Tatra-815" is synchronized, includes 10 front transmissions and 2 reversing. Additional reduced gearbox allows you to switch transmissions on a stationary car.

In front of the engine "Tatry-815", a turbine is installed, which is responsible for cooling the motor. Behind the block - the radiator in which the engine oil is cooled. All the heads of the split block - during repair it is not necessary to remove a large block head.

Some numbers. A decade-cylinder diesel "Tatry-815" - "TK-929" has the same ratios of the diameter of the cylinder and the stroke of the piston, as well as all other power units from those that put on the early 815th Tatras: 120x140 mm. Its capacity is 283 liters. p., Operating volume - 15.8 liters. In addition to such an engine, the Tatras-815 "Tatras-815" operated in our country can be found diesel engines "TK-928 V8" (12.7 liters, 231 l.), TZ-930-30 V12 (19 l, 320 liters . p.) and "TK-930-53" (19 l, 360 l.).

The composition of the so-called "northern package" for Tatry 815 includes electrical heated oil in the crankcase and the engine itself. Also provides a special case for heating the battery.

For customers who do not want to deal with air cooling diesel engines, the current "Tatras-815" also accessories V10 and V12 from producers "Kamminz" and "Doytz" are also available. They have a rated power of 350 and 590 hp; Maximum torque 1550 and 2750 nm.

The synchronized gearbox "TATRY-815" has 14 front and 2 reverse gears. It is possible to install an additional reduced transmission with the gear shift function on the go. Clutch is one-piece. The front axle has a differential lock and a disconnected drive, the rear axle is a combined suspension, installed on pneumatic bullons and leaf springs.

Now more about the design of the ridge frame. The frames of this type are distinguished by increased rigidity and resistance to twisting, which provides "Tatras-815" considerable indicators for lifting capacity. Also, this frame allows you to create a multi-axis design, achieving an additional increase in lifting capacity, while not particularly complicating the frame structure itself.

The ridge frame has a central beam, to which the power unit and transmission is attached, and the semi-axes are attached to it. Due to the extension of the central beam, there is the possibility of creating dump trucks with a wheel formula to 12x12. Although cars with so many bridges - of course, rarity, and they are created for special orders.

Rotation from the engine when using the ridge frame is transmitted to the gearbox and wheels using a thin shaft, and not a cardan. It is concluded inside the transmission pipe, which is why the resource of his work is very large: it is protected from various kinds of foreign mechanical influences, is in a favorable environment.

There are, of course, in the design of the ridge frame and its shortcomings. This is, first of all, difficulty when performing overhaul. Since drive shafts are located within the center of the frame, access to them is limited.

• Cabin height - 1 970 mm;
• Width on the loading platform - 2 400 mm;
• Loading platform length - 4 310 mm; Its height is growing, expanding the lifting capacity, and varies widely;
• Full weight - 28500 kg;
• Maximum speed - 90 km per hour;
• Volume of fuel tank - 320 liters;
• The regular flow rate of diesel fuel is 45 liters per 100 km.

The workplace of the driver "Tatry 815" is equipped with a pneumatic chair, which can be easily adjusted under its anthropometric features. All controls are in the availability zone. The level of vibration and noise in the cabin is minimized, which is positively affected by comfort.

The relatively small dimensions of the car and the cabins provide the opportunity to the driver without any problems to monitor the surrounding space, and not only behind its front part, but also on both sides, and even behind the truck. Even if a trailer is attached to the Tatra-815 truck, the review is not limited.

Speedometer on the central part of the dashboard deserves special attention. It is originally combined with a dial of mechanical clock, on which, one must admit, the time is not very visible. But the main "raisin" is not in this. This watch should be started like any other mechanical clock, folding for this speedometer!

Another feature of the Cabin "Tatry-815" is a canister in the legs of the passenger. Which is not a canister at all, but the glasses of the glasswater. In the cockpit, its contents will not be frozen, so the Czech tank was solved exactly here.

The dump truck is characterized by the possibility of installing different cabin options. It can be a basic version, or a special extended, which has a small space for the driver's seat, suitable for organizing a rest space.

In addition, it is possible to acquire the Tatry-815 dump truck with a doubled four-door cab, which makes it possible to transport simultaneously by 6 people "crew" simultaneously. The Czech plant also produces special lowered cabins used in machines on which car cranes are installed. For the cab - the mechanism of its tipping. With its help, you can remove the spark from the cab.

On modern versions of Tatra-815 dump trucks, air conditioning is installed in the cabin. Of course, in terms of comfort and ergonomics, the Cabin "Tatry-815" makes no sense to compare with modern German production machines. But compared to KamAZ, the former years, "Tatra", of course, is much more comfortable. In its cabin there are practically no vibrations, there is no growl of a motor, brakes work adequately, without delays inherent in pneumatic systems not new dump trucks.

Tatra is the world's oldest vehicle production company - in 2009, it turned 159 years since the founding. In world history there is some companies that did not change their production program within a period of one and a half years, and there are no single engaged in the production of transport facilities. The history of the company begins in June 1850, when the artisan of Ignac Shustala with two subsecesses opened the workshop for the production of Brichk in the House of Rural Board. Later, they mastered the release of more complex carriages with various bodies.

In 1853, the first factory building is erected. As a result of capital combination with the local manufacturer Adolf Rashchka and Accountant Carl Mosler in 1858, Sustala & Co appeared. Successful sales of crews throughout Europe, including Russia, ensured the expansion of production of products and demanded the construction of new buildings for the organization of large-scale production. After the construction of the Studenka railway - Strambers opened new opportunities for expanding the sales of the company's products.

An enterprising Ignac Shustala starts building a building for the release of railway cars, and in 1882 the first fifteen pieces are produced. After the First World War, the former Austro-Hungarian Carriage Factory "Nessels-Dorfer" (Neselsdorfer) was in the territory of the Czechoslovak Republic, and the city Nesselsdorf was renamed in the co-guardian. In 1918, the next tests of the passenger car model "U" decided to spend in difficult mountain conditions - in high tatras.

They were successful, and soon Mark began to be used for promotional purposes, and from March 1919 she first appeared on four ton trucks "TL4", then issued for several years to work on construction and forestry. In 1920, the plant was renamed Koprzhivnitsky Carriage Joint-Stock Company "-" Koprivnicka Vozovka A.S. "(Koprivnicka Vozovka A.S.) - and since then all his cars wore new Mark. "Tatra".

After a few years, a promising firm attracted the attention of the Czechoslovak Machine-Building Concern "Ringhof-Fer" (Ringhoffer). So in 1927, a new branch "Ringhoffer Tatra" appeared on its composition with an annual productivity of 4 thousand railway cars and about 4 thousand cars. The direction of the technical development of the company "Tatra" laid a well-known designer of Hans Ledovinka (Hans Ledwinka, 1878-1967), one of the pioneers of the world automotive industry.

In the spring of 1923, the Prague Motor Show was presented a non-Turkish Machine Tatra-11, which was destined to lead the family of cars of this brand, distinguished by original and fundamentally different than other firms, technical solutions. Refusing a classic spa frame, the glance replaced it with a longitudinal round tube, to the front end of which the light two cylinder opposite engine of air cooling was mounted (1056 cm 3, 12 horses). The rear wheels were suspended at the ends of the swaming semi-axes and the transverse semi-elliptical springs.

These design principles have formed the basis of almost all subsequent tatra cars. At the same time, the glance opened the most fruitful in the history of the "Tatra" stage of development. Already since 1925, the chassis "T11" began production of one ton truck "T13" and three-axle 1.5-ton machines "T26" (6 × 4). In 1927, the upgraded series "T26 / 30" was equipped with a top-valve four cylinder opposite Motor Air cooling (1679 cm 3, and power 24 horsepower) From the passenger "Tatry-30" and a four-step gearbox with a two-step demultipator. The maximum speed reached 70 km / h.

Until 1933, 181 cargo and cargo-passenger car of this gamma was made. The development of the program of light cars in 1929 and 1930 was the model "T43" and "T52". The first of them was a combination of the passenger model "TZO" with a reinforced rear-strand for onboard body for 1.5 tons of cargo and wheels of increased diameter. Tatra-52 was equipped with a four-cylinder opposite engine (1910 cm 3, 30 horses), four-speed gearbox, hydraulic drive of the brakes and independent suspension of all wheels on transverse springs. At this base, until 1938, sanitary, firefighters and cargo-passenger cars were manufactured.

The only exception to the rules of the three wheeled pickups "T49" by 500 kilograms of cargo with a motorcycle one cylinder engine (530 cm 3, 7 horses), produced in 1929-30. In 1933, the model "T26 / 30" was transformed into a new 1.5-ton car "T72" (6 × 4) with a motor from the T52 series, the license to which was sold to France. In 1935 he was replaced by two tonic gamma "T82". The same structural scheme has become the basis for more heavy trucks. It was especially well suited for cars of increased passability, to which at that time attributed machines with a wheel formula 6 × 4.

The design provided the necessary strength of the frame for twisting and the high adaptability of the wheels to the irregularities of the road. Placing the transmission shaft inside the longitudinal pipe ensured its protection against dirt and damage. Already in 1926, the real embodiment of glance ideas on heavy machines began. The firstborn were two infected cars - two-axis four tonne "T23" (4 × 2) and the first in the "Tatra" history of an experimental all-wheel drive car-tractor "T25" (6 × 6). They differed by all single-sided wheels, angular cabin with a short hood and characteristic of all cars of this brand by the oblique position of the rear wheels, for which they were called "bulldogs".

The four cylinder gasoline motor (7479cm 3, 65l.s.), four-speed gearbox and anterior independent spring suspension were used for "T23". The maximum speed was 55 kilometers. The car "T25" received a row six-cylinder engine of water cooling (12214 cm 3, 120 horses), an additional two-speed handout and suspension of the back trolley wheels on two longitudinal semi-elliptic springs. Since 1929, a six-ton \u200b\u200btruck "T24" has entered this series (6 × 4), on which the rear pneumatic suspension was tested for the first time.

If necessary, the entire trolley could be easily disconnected from the tubular frame and replace the other. In 1933-34, the production of new three-axis machines "T22", "T25" and "T29" (6 × 4) was started with a carrying capacity of 3-8 tons, intended mainly for the army. After a few years, more perfect heavy trucks replaced them. The formation of the average gamma of trucks began in 1930 with a very successful two-axis model "Tatra-27" with a lifting capacity of three tons., On which the four-cylinder vulnerable water cooling engine (4260 cm 3, 52losses) was carried out in the front of the frame, and all the wheels were first equipped with hydraulic drive.

Subsequently, on the modernized versions of T27A and T27B, new motors with a capacity of 50-62 horsepower, cabin and plumage were used. The option "T27B" was in production until 1946. By the middle of the thirties, the first search phase of the development of the company "Tatra" was completed, which began to serial production of a variety of three-axle trucks, in which all the advantages of the ideas of the glance were most fully manifested. In parallel, the manufacture of buses and trolley buses, airplanes and railway automobiles, automotive and aircraft engines unfolded.

Based on the licenses of German firms and Doyz (Deutz), the development of a family of diesel engines, created by combining the three sizes of the diameter of the cylinders (110, 115, 120 millimeters) and the three options for the piston stroke (130, 150, 180 millimeters).
Since 1935, incorporating the "Construction program of the German Reich", almost all products of the plant began to flow into the army. The program was headed by a light 55 strong model "T82" (6 × 4) with a payload of 2 tons.

In 1937, on the car "T92" (6 × 4), a loading capacity of 2 tons appeared the topless air cooling engine V8 (3981 cm 3, 70 horses), which became the basis for all subsequent motors of this type. A variant "T93" (6 × 6) was produced, capable of developing a speed of 70 kilometers. Since 1936, a capotic five ton truck "T85" (6 × 4) was produced with 8,2-liter gasoline engine With a capacity of 80 horsepower. At the same time, on its basis, the first diesel car "Tatra-85/91" by a loading capacity of 4-5 tons was created, also received a cabin over the engine.

It used in it a row six-cylinder engine of liquid cooling (7300 cm 3, 85 horses) and pneumatic drive brakes. In the upgraded version of "T98", the car was produced until 1938. Since 1939, the manufacture of six and a half ton truck "T81D" (6 × 4) began, which is considered the technical basis of the entire post-war three-axis family. It was equipped with a new eight cylinder diesel engine of liquid cooling (12464 cm 3, 160 horsepower), and the option "T81n" received a gas-generated installation with a fifteen liter motor with a capacity of 150 horsepower.

With the beginning of World War II "Tatra" continued to produce almost all of its cargo gamut, which entered the German fascist troops. The most important event of this period was the emergence of the car "T111" (6x6) in 1942, the carrying capacity of which for different versions and conditions of operation ranged from 6.35 to 10.4 tons. For the first time in world practice, the car of this class was equipped with a diesel engine of the air cooling "TYS" V12 (14825 cm 3, ISO-210 horses) with direct injection of fuel and two air fans.

The car had two disk clutches, four-speed gearbox and two-speed handouts, ridge-tube, pneumatic brake system, independent spring suspension of all wheels, blocking the rear axle differentials and an angular wooden cabin, he developed a speed of 75 kilometers. At his database for the Wehrmacht, a semi-megazine tractor "SWS" was produced, and the Tyuz engine was installed on heavy German four-axle armored cars "SD.KFZ.234".

The post-war period also became quite fruitful in the history of the Tatra plant. The production of cars was resumed on May 8, 1945 and was completely completed in 1951. Since 1946, the manufacture of a 10-ton civil truck "Tatra-111R" (6 × 6) was continued with a all-metal cabin, which became the only serial production of the plant. He was offered in several versions: "111NR" with high sides, tank truck "111c" for 7 thousand liters of fuel, dump trucks "111s" and "111s2". In just 1962, they were manufactured 33690 pieces.

On the chassis in 1951-52, a two-axis three-ton truck "T128" (4 × 4) was produced with a diesel engine "T108" V8 of air cooling (9883 cm 3, 130 horses), and its reinforced three-axis version "T130" (6 × 6) remained a prototype. Since 1957, a 185-strong ballast tractor "L41" was collected at the factory in the town of Banoven, with a dual cabin, intended for road trains with a complete mass of 100 tons. The result of the first attempts to create in 1947-49 the second two-axis gamma of trucks were three tonny models "T114" and "T115" (4 × 2) with four cylinder diesel (4940 cm 3, 65 horses) and brake hydraulic drive.

Total more than a thousand copies plus two prototype - truck "T116" with a cabin over the engine and dump truck "T117" were built. The second and last exception to the rules in 1955 was a two-axis all-wheel drive two ton car "Tatra-805" (4 × 4) with a gasoline engine of air cooling V8 (2545 cm 3, 75 horses) from the prestigious car "T603", eight-speed-box , wheel gearboxes, anterior independent torsion suspension, all-metal cabin over the engine. Since 1956, they were collected on the "Skoda" in the city of Mlada Boleslav.

On two such specially refined machines, famous Czechoslovak journalists Jiri Ganzelka and Miroslav Zikmund traveled through Europe and Asia, including the USSR. Until 1960, 7,214 cars were collected, with which the era of two-axis trucks "Tatra" of the middle class ended. The embodiment of the policy of one severe three-axis model with a wide choice of unified modifications began. In 1959, more advanced braid twelve tons of series "T138" (6 × 6), which received a cabin with bent windshield and the plumage of a more modern streamlined shape began to replace the Tatra-111 truck.

They installed a new diesel engine "T928" V8 of air cooling (11762 cm 3, 180 horses), created on the basis of the previous motor "T111" by reducing the number of cylinders and increase their diameter from 110 to 130 millimeters while maintaining the former piston stroke (130 millimeters ). Other differences were the upper camshaft and the axial fan with hydromefta. The two-disc clutch was supplied with a shutdown hydraulic device, a five-speed gearbox was offered on a number of models, the transfer box was equipped with an electric switching device, the front independent suspension became a torsion.

The maximum vehicle speed was 70 kilometers per hour. In addition to the onboard truck "T138N", 713851 "and" T138S3 "dump trucks were offered from the back and three third-party discharge, the T138NT tractor truck for road trains with a full weight of up to 31 tons, the army version" T138VN "and two-axis" T137 "(4 × 4) Loading capacity of 7.65 tons. Until 1972, 48222 chassis were released. Since 1969, the "T138" series began to push out the upgraded gamma, an externally distinguished higher front part of the hood, under which a new air cooling diesel engine "T2-928" V8 (12677cm 3, 192-212) was placed.

Another novelty was the inter-sieve differential in the rear trolley. The main versions were fifteen tons; Dump trucks "T148S1" and "T148S3". With them was unified uniaxial construction tractor "T180A" for a staple, which developed a speed of 40 kilometers. Until 1982, the plant manufactured 113647 cars of the T148 series. Machines came in large quantities in socialist countries and the USSR, for which a special arctic option was proposed. Only from 1956 to 1977, 25,000 Tatra trucks were received to the countries of the Soviets. In 1967, the plant began producing a new family of unified all-wheel drive chassis of the T813 series, first presented in the "Colossus" (KOLOS) with a wheel formula 8 × 8.

This was the first test of the release of a single base model offered in two, three and four-axis options with a lifting capacity from 5.4 to18 tons to work in the national economy and the army as trucks, tractors and special chassis, developing speeds up to 90 kilometers. All options were equipped with a diesel engine of air cooling "T930-3" V12 (17640 cm 3, 250-257 horses), twenty-step transmissions, independent suspension of all wheels, all-metal four-door cabin over the engine. Separate machines had an anterior torsion or spring suspension, differentials with electromagnetic lock and first equipped with a centralized tire paging system.

Such chassis became the basis for the T813TR road tractor (6 × 6) with two front controlled bridges and a winch with a traction force of 17.5 tons, as well as the first four-axle dump trucks "T813S1" (8 × 8) with a carrying capacity of 21 tons. Total manufactured 11751 car series "T813". The development of the T813 series has accounted for a period of turbulent socialist integration. In May 1971, the decision of the Sav for the Tatra plant was secured by the production of heavy vehicles with a loading capacity of over 12 tons. This allowed the next year to start reconstruction and expansion of the head plant in the coat, as well as its branches in the bastard, and the Banovez.

Over time, the annual production capacity should have achieved a mark of 15 thousand chassis. In 1983, completing the release of the series "T148" and, on Tatra, the production of a new and only gamma with a ridge frame and an independent suspension, which was conceived as the basis for a number of unified cars for various purposes with wheel formulas 4 × 4, 6 × 6 and 8 × 8.

For them, based on the basic motor "T2-928" a gamma of unified air cooling diesel engines with direct fuel injection was created and the same values \u200b\u200bof the diameter of the cylinder and the piston stroke (120 × 140 millimeters): Models "TZ-928" V8 (12667cm 3, 231 LLOS ), "TK-929" V10 (15825 cm 3, 283 horses), "TK-930-30" and "TK-930-53" V12 (19001 cm 3, 320 and 360 horsepower). The first steel was the three-axis dump trucks "T815S1" and "T815S3" (283 horses) with a rear and three third-party unloading with a carrying capacity of 10.7-15.3 tons and a shortened cabin over the engine.

T815NT truck tractors (4 × 4/6 × 6) for road trains with a complete mass of 45 tons and 20 ton dump trucks "T815S1" (8 × 8) were equipped with the most powerful motors, rear pneumatic suspension and shifted forward cabin with bedrooms. The program also included low-grade crane chassis "T815PJ" with a loading capacity of 12-40 tons with a wheel formula from 4 × 4 to 10 × 8. Since 1987, the upgraded version of "T815-2" has been produced with a lifting capacity increased by 2 tons and an increased economy that satisfies international requirements.

By this time, the whole gamma has already had over 100 options. The high quality of Tatra-815 cars was confirmed by their convincing performances in 1986-2001 in the Rally Marathons Paris-Dakar, Grenada Dakar and Paris-Beijing, where they invariably occupied prizes. For this purpose, single instances of 4 × 4 machines were built with 407-543 horses engines, which developed the maximum speed of 150-160 kilometers per hour. After the section of Czechoslovakia, the loss of the immense markets of the former countries of socialism and privatization plant "Tatra" became a joint-stock company, but the state remains the owner of 90% of its shares.

He took up the creation of a new technique and solving the problem of the conformity of cars "Tatra" international requirements, first of all environmental standards "Euro-2". As a result, by the mid-90s. Non-competitive models were removed from production, and a new "TZV-928" V8 with turbocharged and intermediate cooling with a capacity of 308-362 horsepower, as well as a number of foreign power units and chassis elements, came to replace all the same motors.

With changing the labeling of models, their indexes reached fifteen digitizing combinations and letters. Gamma basic chassis "T815-2" included 9 options with different cabins and wheel formulas 4 × 4, 6 × 6 and 8 × 8 (models from "R41" to "R91") with a payload of 11-24 tons and engine power 308 -362 Horses, 8 dump trucks (from "501" to "S81") with a carrying capacity of 9.1-21.5 tons and 8 saddle tractors (from "N51" to "N34") for road trains with a total mass of 43-85 tons.

In addition, special trucks and tractors "T815-2 Armax" are produced for the army (Armax). In 1997, the Tatra plant began the release of the series "T815-2 Terr Denzo, the name that is formed from the English word" terrain "-" crossed terrain "and the index" NO1 "-" first ". From the previous gamma, they are distinguished by new more attractive cabins of increased comfort and the possibility of installing the American 350-strong Motor "Detroit Diesel" (Detroit Diesel) series "60".

At the same time, a debut of the original capotic twenty-two-ton dump truck "T815-24BSK8 36.270" (6 × 6) or Yamal (Jamal) with a motor capacity of 362 horses, created specifically for work in Siberia and in the Far North, took place at the Brno Motor Shock. Since 2000, it is offered in two versions with different bodies under the notation "T163 / 3605K4" and "SK8". Since 1997, a new series "T816 Force" (Force) 8 × 8 with German diesel engines "Doyz 1015C" V8 or MTU (MTU) V12 with a capacity of 544 and 830 horses and an American automatic six-speed gearbox "Twin Disc" (Twin Disc) .

The most powerful tractor "T816-6VWN9T", designed for road trails with a complete weight of up to 120 tons, is equipped with a new double cabin by 6-8 people and two winches twigs for 25 tons of forces. It develops the maximum speed of 85 kilometers per hour. Unlike many manufacturers of heavy trucks from the former socialist countries, the situation of the Tatra plant continues to strengthen, although the annual production volumes are only 2500-3000 cars. In Russia at the end of the 20th century, 14.5 thousand Tatra cars worked.

© Photos are taken from publicly available sources.

Wikipedia material - free encyclopedia

Tatra T3. - Tram wagons made by the enterprise Chkd Prague from 1999. In total, 14,113 wagons were produced, including trailed unmaruding. They were mainly popular in Central and Eastern Europe, including the USSR. In limited quantities of trams of this model, some other socialist countries were supplied.

When designing it was assumed that the Tatra Tatra trams had to have passengerism not less than the tatra tatra cars, and at the same time be no more complex in production. Wagons were supplied to all czechoslovakia cities. More than 1000 such trams were delivered to Prague. Tatra T3 is still the main type of tram wagons in many Czech cities. Many cars of this type have been upgraded. The number of modification options is very large.

Constructive features

The cars of the TATRA family do not have pneumatic equipment. Therefore, the equipment consists of mechanical and electric. To mechanical include: body, running parts, brake devices and auxiliary mechanical equipment. Electrical equipment includes brake devices and an heating and body ventilation system. The body of the car has a rigid all-metal carrying construction and consists of a frame and stamped roof and on-board sparkmosts with a side cover and roofs welded to them. The front and rear windows of the wagon are made of self-refining fiberglass.

Modifications

The plant produced several modifications for certain countries.

Tatra T3su.

As well as T2SU, until 1976, the T3SU wagons were supplied in modifications without a medium door - two additional seats were installed in her place. With the transition to inflammatory service, wagons with a medium door began to be supplied. Nevertheless, a significant part of the three-door T3SU bodies retained a noticeable difference from the wagons for other countries: the location of the service staircase on the roof near the rear, and not the average door. On the picture below of Kiev trams T3a, this feature has a tail carriage. Head, later series, unified with wagons for Czechoslovakia and other countries. The control cabin was isolated from the salon with a solid partition, in contrast to T3CS, originally had a glazed upper half of the partition and the door. Some wagons nodes have been finalized to work in complex climatic conditions characteristic of Russia. In the USSR, a total of 11,368 T3SU wagons were delivered. This is a unique case - the supply of cars of this type in the Soviet Union has become the world's largest series of identical trams sold in one country. However, this fact also had a circuit: the USSR as the main customer of the Chkd plant for too long required one and only one type of the car, which slowed down the development of new series, and above all.

Tatra t3sucs.

Wagons intended for Russia. Last cars produced by Chkd before bankruptcy in 1997-1999. By the deep modernization of the body of TATRA T3 wagons. In total, 8 cars were manufactured for delivery to Izhevsk and Samara, however, due to the economic crisis of 1998, instead of four cars, Samara bought only two. The two cars remaining in the Czech Republic in 2002 bought the Transport company Brno already after the Bankruptcy of the Chkd (for Brno, the cars were modernized and passed on documentation as T3R-BN1). In the T3RF type upgrades, the body and design from the T3R car were included, with electrical equipment from T3m.3.

Modernization Tatra Tatra Tatra

In many cities of the Czech Republic, Slovakia, as well as the former USSR, East Germany, Romania and Yugoslavia, T3 tram wagons arrived. They are accustomed to both drivers and attendants, and passengers. In many cities, for example, in Moscow, in Volgograd, in Odessa, in Kharkov, a reliable repair base for these wagons was organized. The city authorities decided that it would be much more profitable to not buy new trams, but to modernize Tatras T3. Depending on the city, depot and other factors, modernization includes:

• root restoration of the body,
• installation of new traction engines,
• installing a thyristoro-pulse or transistor control system,
• re-equipment of the passenger compartment.

Modernization

Tatra KT3

Tatra KT3. - This is the designation of one of the modernization of trams T3 of Czechoslovak production.

WHO KT3 (similar to both for example. Tatra K3R-NT), mounted from two trams tatra T3. In the middle inserted section with a reduced floor level and two articulations connecting the central section from the first and third. In addition, the TV Progress SLT control system is installed, the interior and cabin of the lung tram are upgraded. The tram also received new fiberglass masks in front and rear. Pantograph and replacement doors were not subjected, but on some doors were replaced and installed half-pengners.

Tatra T3as.

Tatra T3as. - Type of tram, which arose as a result of the modernization of the Czechoslovak tram tatra T3.

In 2000 and 2001, T3 trams were upgraded. Former number - # 7707, this tram as Tatra T3 was released in 1976. Enterprises Pars Nova with Šumperku upgraded in 2000 this tram car in T3As type.

Tatra T3As concept is very similar to T3C tram. The body remained the same, updated interior decoration And driver tram driver. The tram received a new half-pennote, four doors were installed. In addition, the front and rear mask was changed. This modification tram was supplied only in Bratislav.

Modernization in Izhevsk

In 2013, Izhget (management company) announced the development of the first anti-vandal tram in Russia. The method invented by Izhevsk residents will significantly save budget funds. The first modernized tram came out on the streets of the city (pilot edition) on June 12, 2013. In the plans of Izhevsk Transport workers, by the end of 2013, bring the number of modernized trams to 2 pieces, and in the future, in the presence of funding, Izhget MUE is ready to launch up to 8 modernized cars. At the moment, 7 trams of this model are operated (including one experienced copy), the modernization program is stopped due to insufficient funding. In the process of modernization, a contact-transistor control system is installed in the process of modernization, an obsolete pine-contact contactor is installed, a half-pen is installed, and the decoration of the cabin and the windows is completely updated, the doors are changed to the planetary. In addition, the driver's cabin, front and rear masks change, electronic router indicators are installed. Wagons get the name of the tatra T3K "IZH".

Modernization in Germany

The cars of this series demonstrate significant upgrades. In the second carriage car, the cabin was removed, instead of a maneuver console, installed superfluous doors, new windows with folding windows, in the first car, due to half of the first door, an electronic route indicators were installed above the windshield, medium door and in the end of the car, half-pen , thyristoro-impulse control system, in the cabin replaced seats and heat guns are installed. Modernization T3 to T3DC was conducted at Siemens AG in 1993-1995. In 2005-2006, these wagons were mostly derived from operation in Germany and began massively sold to the city of the former USSR.

Modernization in Ufa

Modernization of the tram by order of the Ufa tram tram-trolleybus plant was performed by the Riga Carriage Factory and Industrial Design Studio "Form". In the course of work, the lifting, interior decoration and cabins were subject to change, while the previous lightweight frames, roof sinters and recovered trolleys remained. An ergonomic armchair appeared in the cockpit, a new control panel and a separate stove. Most of the components, including passenger seats, door systems, side and salon mirrors, wipers - domestic production.

Modifications in Moscow

In Moscow, the tatra tatra cars modernize on the tram repair plant TRZ "Mosgortrans" since 1998. The cars upgraded at the TRZ plant differ in the following symbols (series):

• TMRP-1 (T.atra M.odeanized Rsossiyskaya Prat perched). In 1998, the tram-repair plant, in collaboration with CJSC "Agency of Investments in Industry" and LLC "NPP Technical Center GET", on the basis of Vagon T3 No. 2813, an experimental upgraded car of the TMRP-1 series was manufactured. The TMRP-1 wagon was distinguished by the new design of the front and rear end parts and rotary-sliding doors. A thyristoro-pulsed teis management system was applied on the car Mayor-1. and trolleys of the production of IVED. The car control was carried out using a manual controller. After holding a depot. Bauman tests and identifying specific technical and constructive flawsThe wagon was not allowed to operate with passengers and transferred to the museum of urban passenger transport. Based on the first unsuccessful experience, in 1999 from Vagon T3 No. 3303 of the Krasnopresnensky Depot and Wagon T3 No. 2924 Depot. Bauman were made by the following two cars of the TMRP-1 series. Wagons had differences from the experimental, in terms of the design of the front and rear end parts and the control panel. Car No. 2924 began working in the depot. Bauman on route number 11, and then on route number 17. Car No. 3303 was tested in the Krasnopresnensky tram depot on route No. 27 without passengers and was subsequently transferred to the depot. Bauman, where he received onboard number 2301. At the same time, the car 2924 was assigned number 2302. Both wagon had constant problems with teis Mayor-1. And already in 2003 were removed from exploitation. Subsequently, the wagons were sent to the TRZ plant where they were re-upgraded to the MTCh series with the return of the classical tatra tatra design cars.

• MTTA (M.odeanized T.atra T.rZ BUTsynchronous drive). An option to upgrade tatra tatra with a traction actuator and asynchronous electric motors. Ten wagons with side rooms 3355 with factory 1, 3390 with factory 2, 3465 with factory 5, 3466 with factory 6, 3467 with factory 7, 3468 with factory 8, 3469 with factory 9, 3470 with factory 10 for Krasnopresnensky tram depot ( Number 3). The car 3355 was released in 2004 and is equipped with a traction drive EPROTET-300, manufactured by CJSC "Firm" EPRO "(St. Petersburg). The car 3390 was released in 2006 and was equipped with a traction drive of DINAS-301A production of the Dynamo plant (Moscow). In operation, DINAS-301A equipment showed itself extremely unsuccessful and in 2009 the forces of the TRZ plant were replaced by EPROTET-300, similar to those used on the car number 3355. In 2010, the production of wagons of the MTTA series was resumed. New cars, unlike 3355 and 3390, have the ability to work on the system of many units (LIGHT).

• MTTA-2. (M.odeanized T.atra T.rZ BUTsynchronous drive, second modification). Wagons have doors on both sides, and are used on lines without reversal rings.

• MTT (M.odeanized T.atra T.rZ D.inamo). The version of the modernization of tatra tatrats with electrical equipment DINAS-309T production of the Dynamo plant (Moscow). Modernized cars T3 series of MTTD are operated in the tram depot. Apacov (No. 1). On-board numbers: 1300 (experienced, released in 2003) and 1301-1318 (issued in 2005). Basically, they work along the route by the system of many units can not walk. In operation, DINAS-309T equipment showed itself extremely unsuccessful, and due to the liquidation of production at the Dynamo plant, the depot does not have the ability to acquire spare parts for electrical equipment. Some wagons idle due to electrical equipment malfunction. In 2008, at the TRZ plant at the wagons No. 1307 and 1309, the electrical equipment of DINAS 309T was replaced by TP-1, manufactured by CJSC "Automated Systems and Complexes" (Ekaterinburg), after which these wagons received the MTTte designation. For 2013, all MTD wagons are converted to MTTA, except wagons No. 1306, 1314 and 1317.

• Mtch. (M.odeanized T.atra T.rZ C.echia; ). The version of the modernization of the tatra tatrats with the electrical equipment of TV-progress produced by Cegelec (Czech Republic). Years of production: 2004-2009. A total of 124 cars were released. Exploited in the Krasnopresnensky tram depot (No. 3) with side numbers: 3368-3389 and 3391-3460, depot them. Apacov (No. 1) with onboard numbers: 1319-1354 and depot them. Bauman (No. 2) with side numbers: 3403, 3443, 3445 and 3450. With the exception of cars 3368-3389, wagons can be operated by two-way trains on the system of many units. In the tram depot. Apakova all MTTH walk along the 1st and 26th routes.
• Mtte (M.odeanized T.atra T.rZ E.katerinburg). The version of the modernization of the tatra tatra wagons with the electrical equipment of the factory manufacturing CJSC "Automated systems and complexes" (Ekaterinburg). In 2008, the electrical equipment of DINAS-309T in TP-1, manufactured by CJSC "Automated Systems and Complexes" (Ekaterinburg), was replaced at the previously modernized MTTD wagons No. 1307 and 1309, after which these wagons received the MTTA designation and clips units (mix). For 2013, all MTD wagons are transformed into MTTA, except for cars 1306, 1314 and 1317, which do not work. The last MTTA car was produced in January 2012.

• Kt3r. ("Cobra") (Depot them. Bauman (No. 2) No. 2300, route number 17) - assembled on on the basis of two T3 bodies (supplied from the Czech Republic), has 2 joints nodes and an average low-profil section.

Modifications in Volgograd

The tatra tatra tatra of the release of 1980-1987, which came to "Metrotrans" were modified to use the ARS-ALC system on the principle of a full-fledged metro. The main part of the equipment is located in the cabin near the driver's cabin, in a special cabinet.

Modifications in the Altai Territory

Modernization of the Tatra Tatra Tatra in the Altai Territory in the city of Barnaul was made by tram depot No. 1 and No. 3, as well as car-repair workshops, located on the site of the former depot No. 2. Works were started in 2010 and were produced in accordance with the program Development of urban electric transport, implementation of the regional target program for updating the rolling stock of urban electric transport. In the plans for 5 years it was planned to upgrade to 50 cars, and this is 1/3 of the entire fleet. In fact, it was possible to upgrade only 7 cars as of February 2015.

Tatra t3su kvwar Barnaul (Tatra t3su Altaielectrotrans) - Passenger modification of the TATRA T3 tram car developed in 2010. The first experienced samples were upgraded tram cars with numbers No. 1151 and 3059, converted from ordinary Tatra T3SU tram cars. Modernization was to install the Czech thyristor and impulse control system (TISA), where the root modernization of these cars is made with the extension of their service life for 15 years. In the tram cars, new electrical equipment of NPF ARS TERM and the drive "ARS-TERM" (Novosibirsk) trash, due to which the tram saves electricity during operation up to 30%. In the cabin replaced passenger seats, Six air-caloric heaters are installed, autoinformer, electronic scoreboard. Later, another 4 cars were upgraded.

At the beginning of 2013, the modernization of the old Tatra T3SU tram cars began, the first experimental prototype began and turned out to be the old Tatra T3SU No. 3021, the body was restored during the modernization process, new route indicators are installed with remote control. For one and a half years, the car passed a completely new modernization, as a result the following works were made: new electrical equipment "ARS Term" electrical equipment and drive "ARS-TERM" (Novosibirsk) were installed in the ARS-Term TRU (Novosibirsk), due to which the tram saves electricity at operation up to 40%. Passenger seats are replaced in the cabin, new doors are installed, the front and rear parts of the Tatra T6B5 tram can be installed, six air-caloric heaters, autoinformer, electronic scoreboard are installed. Tatra T3SU tram car was assigned to a new Tatra T3su brand model KVR Barnaul. On August 30, 2013, the car began working on the line with the same number 3021.

Modifications in Kiev

In Kiev, the first modernized Tatro T3 was a depot car. Shevchenko 6007. Modernization was to install the Czech thyristorno-pulsed control system (TIS) of production "ČKD Trakce A.S.", which indicated the inscription on board the wagon. In 1997, the 6007 car was written off and utilized in 2000.

Over 5 years later, there was a car 5778 from Lukyan depot: a transistor control system (TRS) "Progress" was installed on it. It was the beginning of the modernization of Tatrat T3 in Kiev. Song some wagons depot them. The 59xx series has been comparable and equipped with the "Progress" trash, having received the informal name "Tatra T3 progress". This modernization was carried out by Darnitsky depot, where the wagons remained for operation. Such cars outwardly differ slightly from the usual tatras T3 design of the cabin and the rear, but the main difference is the TRU. Currently, all "progress" belongs to Darnitsky Trad.

In addition to ordinary modernized Tatras T3 in Kiev, there are fourteen tatra cars of KT3UA No. 401-414 (in terms of 20 such trams for ST), which called "Cobra". All of them are located in the Shevchenko's tram depot. The car is made of two tatra tatra wagons with inserting a new middle-field section. The main work on the first car was performed in the Czech Republic at the enterprise "", he was finally Dodelan in Darnitski Depot. Similarly, "Cobra" for the horns curve is made. Currently, new "cobra" manufactures the Kiev Plant of Electric Transport in collaboration with Czech specialists. Kiev "Cobra" work on reconstructed high-speed tram routes (No. 1, 2, 3).

Modifications in Odessa

The modernization of the Tatra T3 cars is made by tram depot No. 1 and No. 2, as well as car repair shops, which on the site of the former depot number 3 (Ilyich). Works were started in 2001 and are manufactured in accordance with the Urban Transport Development Program. Until 2010, it was planned to upgrade 96 wagons, and this is 1/3 of the entire fleet. Thus, Odessa became the third city in the territory of the former USSR after Moscow and Riga, where the root modernization of these cars is produced with the extension of their service life for 15 years. Unlike the Moscow wagons of TMRP, the appearance of Odessa cars varies slightly.

In the process of modernization, the body is restored, new route indicators are installed with remote control, including the rear in the upper part of the body that is not provided on the cars of this model, the wagons are equipped with a transistor control system TV Progress made by Cegelec A.O., Czech Republic. The interior of the cabin is completely updated (new seats, from now on, installed in one side on each side, new handrails and finishes) and cabins, a LED information board with information about the street is installed in the cabin, on which the car and the next stop, as well as the autoinformer. The driver only enters a special parameter of the corresponding route and, without leaving the cab, on all external pointers, the desired route is installed on all outdoor signs, and the next stop is displayed on the passenger compartment. Also, according to the specified parameters, an automatic ad stop (in Russian and Ukrainian languages) is performed.

For the first time in Odessa, a half-pen was used on modernized cars, which should be said of several words. In the first cars, imported pantographs of imported production were installed, the folding of which is made using an electric drive. On the car 4062 we used a semi-penger of Ukrainian production on Yuzhmash with manual folding. But elegant half-pengners turned out to be very fragile and unreliable in work and after serious breakdowns were replaced with conventional Pantographs such as KE-13 production of Chkd-Prague. Starting from 2003, half-pengners on new cars are not applied.

The wagons were originally designed to work as part of trains, but 6 cars in 2005, 2008 and in 2012 retained low-voltage chains sockets. In 2008, the first train from the modernized wagons 3331 and 2976 was briefly drawn up, the second train from the wagons 2948 and 2978 in a row to 28 route in the summer of 2011, and the train 2955 + 3306 was only on testing. Information -,

At the moment, 113 wagons are upgraded, 111 wagons are in operation, (2 burned out (4020, 4077) and other wagons were restored (4024, 4020, 3311 became restored). As of June 2012, the modernization program of rolling stock in Odessa completed .

Modification in Riga

In Riga, the tram uses a bar-type current receiver, which eliminates the need to upgrade the intersection with the trolleybus contact network. Directly upgrading (renovation) of the wagons included mainly the replacement of the control system: an accelerator for tees.

Modifications in Kharkov

In the Kharkov Carontal Plant, several tatra t3 cars were redesigned in motor-freight platforms (below, 2 illustrations on the left), one car is converted into the contact network laboratory (VKM-0403).

T3VP - Passenger modification of the TATRA T3 car developed in 2008. The car has a transistor control system of "EPRO" of Russian production. Planetary doors, in combination 2-2-2. The salon is illuminated by two lines of luminescent lamps. The noteworthy fact, in June 2009, when transferring to a linear operation to the Salt depot, was mistaken when applying a room, and the first car received number 4110, and not 4101. For 2 years, 4 cars were built, at the moment the production was suspended.

Modification in Donetsk

Trams upgraded by means of car-repair workshops. Total restructuring was subjected to three cars: 4136, 4155 and 4184. Motor generators and accelerators were dismantled, some of the electronics moved to the salon. In the process of modernization, the body was restored, new route pointers were installed, the wagons are equipped with a thyristoro-pulsed control system for the production of Ukraine. Fully updated interior of the cabin (new seats, new handrails and finishing) and driver's cabins.

Modifications in Orel

Since the fall of 2008, a campaign on the partition of a party idle with breakdowns was held. In April 2009, the first modernized tram No. 038 Tatra T3SU, similar to the Moscow MTTCh (the only difference - Oryol modernizats cannot work in a mix), went on line. No tram enterprise of Central Russia, in addition to the Oryol TTP, did not take for such such and not takes.

Modernized Tatras are equipped with modern Czech equipment TV Progress manufactured by Cegelec, which allows to save electricity to 50% and extending the service life of the tram for 10 years.

At the beginning of June, the second modernized tram No. 054 appeared on the line, which up to the 90s worked as a second trash car for la carte with tram No. 053 remaining in conservation. No. 054 appeared in an unusual, sharply different color - white and blue color. Front of the car, where usually the onboard room is applied by the coat of arms of the city of Eagle. On board the wagon there is an inscription "Our Labor - You, Favorite City!". Simultaneously with No. 054 changed standard color and No. 038. Heavenly blue-white coloring became a distinctive feature of modernized Orlovian trams.

By October 2009, 5 fully restored and modernized Tatra T3SU trams were already working on the Oryol lines: No. 038, 054, 014, 019, 021. 6 cars remained to be recovered in the cemetery corner: No. 005, 006, 012, 020, 022, 053. Purchased spare parts ended, but the TTP management plans to restore all trams over time.

Disadvantages of trams Tatra T3

• The floor of the cabin is located high.
• In the salons, noisy due to the operation of the motor generator (serves to convert 600 V in 24 V for low-voltage chains). However, in some modifications of the tram car (for example, in the modification of the Samara TTRA T3E), by replacing the motor-generator, it was possible to achieve no noise when standing and the movement of the tram carriage. The only sources of noise are the working heaters "Etna", with the heaters of the heaters, the car is absolutely silent, the presence and power of the sound when the tram car moves depends on the quality of the rail canvase.
• The driver's cabin is very close and in some training cars (where it is designed for an additional student's chair) lights up half the front door.
• The sticking of the accelerator's fingers due to the voltage throw in the contact network, as a result of which the car starts sharply and is inhibited.
• Low windows. The standing passenger needs to bendered to look out the window. Also narrow "window sills" are uncomfortable to ensure that the seated passengers relied.
• Doors sharply creak when opening and closing.
• Some trams strongly creak on turns (as well as KTM / KTP-2)

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Notes

Literature

• Ivanov M. D. T-3 tram wagons. - m .: "Transport", 1977. - 240 p.
• Care of tram wagons T3 (mechanical part). - Prague: Chkd Prague, 1982. - 118 p.

Links

• - VRML project with functioning model tram tatra T3

Exceriting TATRA T3

Returning from a review, Kutuzov, accompanied by the Austrian General, went to his office and, by clicking the adjutant, ordered some papers to submit some papers, belonged to the state of the forces, and letters received from Ersgertzog Ferdinand, who bought the prolonged army. Prince Andrei Bolkonsky with the required papers entered the Cabinet of Commander. Before the planned at the table, Kutuzov was sitting and an Austrian member of the corrugation.
"And ..." said Kutuzov, looking around Bologkoe, as if this word inviting the adjutant to wait, and continued in French began a conversation.
"I just say one, general," Kutuzov said with a pleasant grace of expressions and intonation, forced to listen to every leisurely said word. It was seen that Kutuzov himself was glad to listen to himself. - I'm just saying one thing, the general that if it would affect my personal desire, the will of His Majesty's emperor Franz would have long been fulfilled. I have long been joined by Erzgertsy. And believe my honor that for me personally transfer the highest superiors of the army more than me, and a skillful general, whatever the Austria, and folded all this serious responsibility for me personally would be Ottaya. But circumstances are stronger than us, General.
And Kutuzov smiled with such an expression, as if he said: "You have the full right not to believe me, and even I don't care if you believe me or not, but you have no reason to tell me it. And this is the whole point. "
The Austrian General had an unhappy species, but could not answer Kutuzov in the same tone.
- on the contrary, he said to a grumbling and angry tone, so controversial to the flight value of pronounced words, - on the contrary, the participation of your Excellency in general is highly appreciated by His Majesty; But we believe that the present slowdown deprives the glorious Russian troops and their commander-in-chief of those laurels that they are used to reaping in battles - he finished it apparently cooked phrase.
Kutuzov bowed, without changing smiles.
- And I'm so convinced and, based on the last letter, which His Highness Ertzgercog Ferdinand honored me, I guess the Austrian troops, under the authorities of such a skillful assistant, what a general poppy, now won a decisive victory and do not need more in our help, - He said Kutuzov.
The general frowned. Although there were no positive news about the defeat of the Austrians, but there were too many circumstances confirming the general disadvantageous rumors; And because the assumption of Kutuzov about the victory of the Austrians was quite similar to the mockery. But Kutuzov smiled meekly, everything with the same expression that he said that he had the right to assume it. Indeed, the last letter obtained from the Mac Army made him about the victory and the most advantageous strategic position of the army.
"Give it here this letter," Kutuzov said, turning to the prince Andrei. - Here I liberate to see. - And Kutuzov, with a mockery smile at the ends of the lips, read German Austrian General the next place from the letter of Ertzgerzzog Ferdinand: "Wir Haben Vollkommen ZUSAMMENGEHALTENE KRAFTE, Nahe An 70 000 Mann, Um Den Feind, Wenn Er Den Lech Passirte, Angreifen Und Schlagen Zu Konnen. Wir Konnen, Da Wir Meister Von Ulm Sind, Den Vortheil, Auch von Beiden Uferien Der Donau Meister Zu Bleiben, Nicht Verlieren; mithin auch jeden Augenblick, wenn der Feind den Lech nicht passirte, die Donau ubersetzen, uns auf seine Communikations Linie werfen, die Donau unterhalb repassiren und dem Feinde, wenn er sich gegen unsere treue Allirte mit ganzer Macht wenden wollte, seine Absicht alabald vereitelien. Wir werden auf solche Weise den Zeitpunkt, wo die Kaiserlich Ruseische Armee ausgerustet sein wird, muthig entgegenharren, und sodann leicht gemeinschaftlich die Moglichkeit finden, dem Feinde das Schicksal zuzubereiten, so er verdient ». [We have quite focused forces, about 70,000 people, so that we can attack and break the enemy in case of crossing it through Lech. Since we are already owned by Ulm, we can hold the benefit of the commanded by both shores of the Danube, would be every minute, if the enemy fails to go through Lech, crossing through the Danube, rush to his communication line, below go back the Danube and the enemy If he flies to draw all his strength on our faithful allies, do not execute his intention. Thus, we will be cheerfully expect a time when the imperial Russian army will produce at all, and then together you will easily find the opportunity to prepare the enemy's fate, which he deserves. "]
Kutuzov sighed heavily, graduating from this period, and looked attentively and affectionately at the member of the Gofcrigsrat.
"But you know your Excellency, a wise rule, prescribing to assume the worst," said the Austrian general, apparently wanting to end the jokes and proceed with the case.
He involuntarily looked at the adjutant.
"Sorry, General," Kutuzov interrupted him and also turned to the prince Andrei. - That's what my kind, take you all the reports from our clutchors from Kozlovsky. Here are two letters from the count of Nostitsa, here is a letter from His Highness of the Ertzgerce Ferdinand, "He said, gives him several papers. - And from all this clean, in French, make MEMORANDUM, notification, for visibility of all those news that we have about the actions of the Austrian army. Well, then, and imagine His Excellency.
Prince Andrei tilted his head as a sign that he understood from the first words not only what was said, but also that wish to tell him Kutuzov. He gathered paper, and, giving a common bow, quietly stepping on the carpet, went to the reception.
Despite the fact that not much time has passed since Prince Andrei left Russia, he changed a lot during this time. In the expression of his face, in movements, in the gait almost no noticeable presence, fatigue and laziness; He had the kind of a man who had no time to think about the impression of which he produces on others, and busy pleasant and interesting. His face expressed more content with himself and others; Smile and his eyes were more fun and more attractive.
Kutuzov, whom he caught up yet in Poland, accepted him very affectionately, promised him not to forget him, distinguished from other adjutants, took him to Vienna and gave more serious instructions. From Vienna Kutuzov wrote his old comrade, the father of Prince Andrei:
"Your son," he wrote, "the hope of being to be an officer, out of a number of leaving for his classes, hardness and execution. I consider myself happy, having under the hand of such a subordinate. "
In the headquarters of Kutuzov, between comrades colleagues and in general, Prince Andrew, as well as in St. Petersburg society, had two completely opposite reputations.
Some, a smaller part, recognized the prince of Andrei with something special from themselves and from all other people, expected great success from him, listened to him, admired them and imitated him; And with these people, Prince Andrei was simple and pleasant. Others, most, did not love Prince Andrew, considered him an inflated, cold and unpleasant person. But with these people, Prince Andrei knew how to put himself so that he was respected and even afraid.
Going to the reception from the Cutuzov's office, Prince Andrei with papers approached his friend, duty adjutant Kozlovsky, who was sitting at the window with a book.
- Well, what, prince? - asked Kozlovsky.
- It is ordered to draw up a note, why neudum forward.
- And why?
Prince Andrey shrugged.
- No news from poppy? - asked Kozlovsky.
- Not.
- If it would be true that he was broken, it would have come to the news.
- Probably - said Prince Andrei and headed for the day off; But at the same time, to meet him, slamming the door, quickly entered the receptionive high, obviously visits, the Austrian general in Surtuk, with a black headscarf head and with the Order of Mary Teresia on her neck. Prince Andrei stopped.
- General Annef Kutuzov? - Quickly said the arrivals, General with a sharp German reprimand, looking back on both sides and without stopping passing to the cabinet door.
"General Ansef is busy," said Kozlovsky, hastily approaching the unknown general and sunbathing his way from the door. - How do you order to report?
An unknown general contemptively looked down from top to bottom at the lowest growth of Kozlovsky, as if wondering that he could not know him.
"General Annef is busy," Kozlovsky repeated calmly.
The face of the general frowned, his lips jerked and trembled. He took out a notebook, quickly drawing something with a pencil, snatched a piece of leaf, gave, quick steps came up to the window, threw his body to the chair and looked like the former in the room, as if asked: why do they look at him? Then the general raised his head, pulled the neck, as if intending to say something, but immediately, as if he was careless, he had a strange sound, which was immediately prevented. The cabinet door turned away, and Kutuzov seemed on the threshold. The general with a tied head, as if running away from the danger, hitting, large, the rapid steps of thin legs approached Kutuzov.
- Vous Voyez Le Malheureux Mack, [You see the unfortunate poppy.] - he touched his voice.
The face of Kutuzov, who stood in the door of the Cabinet, a few moments remained completely motionless. Then, like a wave, a wrinkle sang on his face, the forehead was smoothed; He talked to the head respectfully, closed his eyes, silently missed his poppy and helped the door for himself.
The rumor, already common before the breakdown of the Austrians and the surrender of the entire army under Ulm, was fair. In half an hour, the adjutants with orders, arguing that the Russian troops were soon sent out, which was still inactive, who were still inaction, will have to meet with the enemy.
Prince Andrei was one of those rare officers in the headquarters, which believed his main interest in the general course of war. Having seen Poppy and hearing details of his death, he realized that half the campaign was lost, I understood the difficulty of the position of the Russian troops and vividly imagined what he would expect an army, and the role he would have to play in her.
Involuntarily, he was experiencing an exciting joyful feeling at the thought of the admission of arrogant Austria and that in a week, maybe he will have to see him and take part in the collision of Russians with the French, for the first time after Suvorov.
But he was afraid of the genius of Bonaparte, who could be the strongest of the entire courtyard of Russian troops, and at the same time could not allow a shame for his hero.
Excited and annoyed by these thoughts, Prince Andrei went to his room to write his father to whom he wrote every day. He came down in the corridor with his cohabitant Nesvitsky and Jerkov's joker; They, as always, were laughing.
- What are you so gloomy? - Nesvitsky asked, noticing the face of Prince Andrew's brilliant eyes.
"There is nothing to have fun," Bolkonsky answered.
While Prince Andrei fell asleep with Nesvitsky and Zherkov, on the other hand the corridor was going on with a penny, the Austrian General, who consisted of Kutuzov's headquarters to observe the food of the Russian army, and a member of the corrugation, who came on the eve. On a wide corridor, there was enough space that the generals could freely disperse with three officers; But the stump, repulcing the hand of Nesvitsky, said the worried voice:
- Go! ... go! ... will be down, the road! Please do!
The generals passed with the type of desire to get rid of driving honors. A suddenly stupid smile of joy, which he as if he could not keep suddenly on the face of Jerkova.
"Your Excellency," he said in German, putting forward and referring to the Austrian General. - I have the honor to congratulate.
He tilted his head and embarrassing, as children who learn to dance, began to darken the one, then the other foot.
General, a member of the Gofcrigsrat, strictly looked at him; Without noticing the seriousness of a stupid smile, could not refuse a minute attention. He squinted, showing what he listens.
"I have the honor to congratulate, the general poppy came, completely healthy, only a little bit here," he added, shining a smile and pointing to his head.
The general frowned, turned away and went on.
- GOTT, WIE NAIV! [My God, as it is simple!] - He said angrily, walking out a few steps.
Nesvitsky and laughter hugged Prince Andrew, but Bolkonsky, even more pale, with an evil expression in his face, pushed him out and turned to Zherekov. That nervous irritation, in which he led to the view of Mac, news about his defeat and thought about what the Russian army expects, there was an outcome in the angry on an inappropriate joke of Zherkov.
"If you, the gracious sovereign," he spoke piercingly with a light shake of the lower jaw, "you want to be a joke, I can't prevent you about it; But I declare you that if you dare to be crushed in my presence another time, then I will teach you how to behave.
Nesvitsky and Zherkov were so surprised by this leating, that silently, the opening of the eye, looked at Bolkonsky.
"Well, I congratulated only," said Zherekov.
- I'm not joking with you, please keep quiet! - Blocky shouted and, taking Nesvitsky's hand, went away from Gherkov, who did not find what to answer.
"Well, that you, brother," Nesvitsky said calming down.
- Like what? - said Prince Andrei, stopping from excitement. - Yes, you understand that we, or officers who serve our king and the Fatherland and rejoice in shared success and pepper about the overall failure, or we are a lackey, which are no case to the Lord. Quarante Milles Hommes Massacres et L "Ario Mee De Nos Allies Detruite, Et Vous Trouvez La Le Mot Pour Rire," he said, as if this french phrase fastens his opinion. - C "EST Bien Pour Un Garcon de Rien, Comme Cet Individu , Dont Vous Avez Fait Un Ami, Mais Pas Pour Vous, Pas Pour Vous. [Forty thousand people died and the Allied Army was destroyed, and you can joke at it. This is an excreted insignificant boy, like this gentleman, whom you have made a friend, but not you, not you.] The boys can only be mistaken, "said Prince Andrei in Russian, pronouncing this word with a French accent, noting that the jersee could still hear it.
He waited, would not answer what he was cornered. But Kornet turned and left the corridor.

The Gusar Pavlograd Regiment stood two miles from Brownau. A squadron in which Nikolai Rostov served by the Junker was located in the German village of Zalzec. A squadron commander, Rotmist Denisov, the well-known entire cavalry division under the name of Vaska Denisov, was allocated best apartment in the village. Junker Rostov since he caught up with the regiment in Poland, lived with a squadron commander.
October 11, on the very day when in the main apartment everything was raised to the legs of the news about the defeat of Poppy, at the squadron headquarters, hiking life was calmly in the old. Denisov, who lost all night in the card, did not come home yet when Rostov, early in the morning, rolling, returned from foraging. Rostov in the Junker Mundir drove up to the porch, Toronow horse, flexible, threw the leg, stood on austhehead, as if not wanting to part with a horse, finally jumped and shouted wizard.
"A, Bondarenko, a heart-friendly friend," he said to rushing up to Husaru to his horse. - Withdraw, my friend, "he said to the bridal, fun tenderness, with whom they treat all the good young people when they are happy.
- I listen, your bencestry, - the church answered, shaking the fun head.
- Looking, withdraw good!
Another hussar rushed to the horse, but Bondarenko has already thrown the reins of Trenzel. It was seen that the junker gave well to vodka, and that he was beneficial to service. Rostov stroked the horse around the neck, then he stopped on the porch.
"Nice! Such will be a horse! " He said himself and, smiling and holding a saber, ran into the porch, pouring his spurs. The owner of the German, in a swelling and cap, with the forks that he cleaned the manure looked out of the barn. The face of the German suddenly enlightened as soon as he saw Rostov. He smiled cheerfully and winked: "Schon, Gut Morgen! Schon, Gut Morgen! " [Fine, good in the morning!] He repeated, apparently, finding pleasure in greeting a young man.
- Schon Fleissig! [Over the work!] - Rostov said everything with the same joyful, briefly smile, which did not go from his busy face. - Hoch Oestreicher! HOCH RUSSEN! Kaiser Alexander Hoch! [Hurray Austrians! Hurray Russian! Emperor Alexander Hursa!] - He turned to the German, repeating the words, who often spent the Nemen by the host.
The German laughed, came out completely out of the door of the barn, drowned
Cap and, waving them above his head, shouted:
- Und Die Ganze Welt Hoch! [And the whole light Hurray!]
Rostov himself just like a German, waved a cap over his head and, laughing, shouted: "Und Vivat Die Ganze Welt"! Although there was no reason for a special joy for a German who cleaned his barn, nor for Rostov, who rushed with a platoon behind Saint, both people with a happy delight and brunch love looked at each other, shook their heads as a sign of mutual love and smiling diverged - German in a barn, and Rostov to the Exchange, which he held with Denisov.
- What is Barin? He asked the lavelice, known to the whole regiment of Pluta Lakee Denisov.
- From the evening there were no. True, lost, - Lavrushka answered. "I know, if I will win, it will come to brag soon, and if there is no morning, it means that they blurred," the angry will come. " Coffee order?
- Come on, come on.
After 10 minutes, the laurel brought coffee. Go! He said, "now the trouble. - Rostov looked out the window and saw Denisov returning home. Denisov was a small man with a red face, shiny black eyes, black swagmeted mustache and hair. It was unbuttoned mentor, wide chiccchirs lowered in the folds, and a crumpled hussar hat was hoping on the back of the head. He gloomy, dropping his head, approached the porch.
- LAVG "Ear," he shouted loudly and angry. - Well, take it off, DOO!
"Yes, I take it out," the voice of Lavrushka answered.
- BUT! You already got up, "Denisov said, entering the room.
"For a long time," Rostov said, "I already went to the Saint and Freilene Matilda."
- That's how! And I dressed, BG "AT, WCHEG", how, like Sukin Son! - shouted Denisov, without proud of the r. - so unfortunately! Such misfortune! As you left, and went. Hey, tea!
Denisov, wrinkling, as if smiling and showing her short strong teeth, began to shake with a short finger, like a dog, whipped black, thick hair.
- Chog "T me money" zero to go to this kg "YES (nickname of an officer), - rubbing his forehead both hands and face, he said. - You can herself" Establish, not a single kAg "you, none, none kag "You did not give.
Denisov took the crumpled pipe supplied to him, squeezed into the fist, and, scattering the fire, hit it on the floor, continuing to scream.
- SEMPEL DAST, PAG "Ol Beat; Satherm will give, Pag" Ol beats.
He scattered the fire, broke the phone and threw it. Denisov was silent and suddenly his brilliant black eyes glanly looked at Rostov.
- At least women were. And then, the kg "Ohme how to drink, there is nothing to do. At least DG" AWING SKOG "to her.
- Hey, who is there? - He turned to the door, having walked down the stopped steps of thick boots with a bumping spur and respectful cadeline.
- Wahmist! - said Lavrushka.
Denisov wrinkled even more.
"JVEG" But, "he said, throwing a wallet with several gold." - G'ostov, to see, dove, how much it remains there, and Sun wallet under the pillow, "he said, and went to Wahmist.
Rostov took the money and, automatically, putting up and smoking with piles of old and new gold, began to consider them.
- BUT! Tranquing! Healthy "OVO! Did a wet me" A! - Denisov's voice was heard from another room.
- Who? Bykov, in the rat? ... I knew, "the other thin voice said, and after the fact that Lieutenant was entered the room, a small officer of the same squadron.
Rostov threw a wallet under the pillow and shook his little wet hand outstretched him. Tellyn was before the campaign for something translated from the guard. He kept himself very well into the shelf; But he was not loved, and in particular Rostov could neither overcome, nor hide her unfortunately disgust to this officer.
- Well, what, a young cavalier, how do you serve my grouse? - he asked. (The griek was a riding horse, the incident sold by the calf Rostov.)
Lieutenant never looked into the eyes of a man who spoke to him; His eyes constantly overwhelmed from one subject to another.
- I saw you now drove ...
- Yes, nothing, the horse is kind, "Rostov answered, despite the fact that this horse bought for 700 rubles was not worth half of this price. "It became falling to the left front ..." he added. - cracked hoofs! It's nothing. I will teach you, I'll show you how to put a rivet.
- Yes, please show, Rostov said.
- I'll show you, show it is not a secret. And you will thank the horse.
"So I drove a horse," Rostov said, wanting to get rid of the calf, and went out to be told to bring a horse.
In the Seine of Denisov, with a tube, raising on the threshold, sat in front of the wachmistrome, which reported something. Seeing Rostov, Denisov wriggled and, pointing through his shoulder with a thumb into the room, in which the calmanin was sitting, frowned and shook himself.
"Oh, I don't like well done," he said, not shy by the presence of the Wahmistra.
Rostov shrugged, as if: "And I, too, yes what to do!" And, by order, returned to the calf.
The Telunin was sitting in the same lazy pose, in which he left Rostov, rubbing little white hands.
"There are such nasty faces," Rostov thought, entering the room.
- What, we ordered to bring a horse? - said Tellyn, getting up and casually looking around.
- ordered.
- Yes, go yourself. After all, I only went to ask Denisova about yesterday's order. Did you get Denisov?
- Not yet. Where are you?
"I want a young man to teach how to rush a horse," said Tellyn.
They came out on the porch and in the stable. The lieutenant showed how to make a rivet, and went to myself.
When Rostov returned, a bottle of vodka was standing on the table and sausage lay. Denisov sat in front of the table and cracked the pen on paper. He looked gloomily in the face of Rostov.
"She is writing," he said.
He leaned on the table with a pen in his hand, and, apparently, an undersioned instant to tell the word everything he wanted to write, expressed his letter Rostov.
"You see, DG" Ug, "he said." We sleep until we love. "We are children PGAXA ... and loved - and you are God, you're clean, like in Peg" the day of creation ... This is more? He drive him to him "TU. Once!" He shouted to a lavrushka, who, at all, did not robe, approached him.
- Yes, who will be? Ourselves ordered. Wahmyster came for money.
Denisov wrinkled, wanted to shout something and fell silent.
- JVEG "But the matter," he said about himself. - How many money there in the wallet remains? - He asked Rostov.
- Seven new and three old.
"Ah, JVEG" BUT! Well, what we cost, stuffed, went to the Wahmistg "A," Denisov shouted at Lavrushka.
"Please, Denisov, take me money, because I have," Rostov Rostov said.
"I don't like to take off my own, I don't like," Denisov grunted.
"And if you don't take me to make money on a friendly, you will offend me." The right, I have, - Rostov repeated.
- No.
And Denisov went to bed to get a wallet from under the pillow.
- Where did you go, Rostov?
- Under the bottom pillow.
- No.
Denisov threw both pillows to the floor. Wallet was not.
- Here is a miracle!
- Wait, didn't you drop away? - Rostov said, alone raising the pillows and shaking them.
He threw and smoked the blanket. Wallet was not.
- Do I have forgotten? No, I also thought that you put the treasure under the head, "Rostov said. - I put the wallet here. Where is he? He turned to the laurel.
- I did not enter. Where put, there should be there.
- Well no…
"You are all so, throw out where and even forget." In my pockets look.
"No, if I could not think about the treasure," said Rostov, "I remember that I put it."
Lavrushka rummed the whole bed, looked at her, under the table, rummed the whole room and stopped in the middle of the room. Denisov silently watched the movements of the laurels and, when the laurel spread in his hands in his hands, saying that he had no, he looked back at Rostov.
- Mr. "Osks, you are not a schoolbirl ...
Rostov felt the look of Denisov, raised his eyes and at the same moment lowered them. All the blood of him, formerly locked somewhere below the throat, poured into his face and eyes. He could not translate his breath.
- And there was no one in the room, the disintegration of the lieutenant and you themselves. Here somewhere, - said Lavrushka.
"Well, you, whose" Goods doll, have a question, look, "suddenly shouted Denisov, Prohibitions and with a threatening gesture rushing to Lacey." So that there was a wallet, and then the brackets "Yu. All brackets "Yu!
Rostov, by a look at Denisov, began to fasten the jacket, spurned a saber and put on a cap.
"I mean you" Yu, so that the wallet was, "Denisov shouted, shaking off the shoulders of the twenty and pushing him about the wall.
- Denisov, leave him; I know who I took it, "Rostov said, approaching the door and not raising his eyes.
Denisov stopped, thought and, apparently, realizing what Rostov hinted, grabbed him by his hand.
"Sigger"! "He shouted so that the veins, like ropes, inflated on his neck and forehead." - I've been talking to you "Yu, you crazy, I won't let it. Wallet here; I'll get sick with this meg` as, and it will be here.
"I know who took," Rostov repeated the trembling voice and went to the door.
"And I mean you" Yu, do not dare to do this, "Denisov shouted, rushing to Junker to keep him.
But Rostov snatched his hand and with such anger, as if Denisov was the greatest enemy of him, directly and firmly rushed his eyes on him.
- Do you understand what you say? - he said a trembling voice, "no one was in the room besides me. It became, if not that, so ...
He could not finish and ran out of the room.
"Oh, a chog" t with you and with everyone, "the last words that Rostov had heard.
Rostov came to the apartment of calmanic.
"There is no Barin at home, I left the headquarters," the trick of the calf told him. - Or what happened? - added a bunch, surprised at the upset face of the Junker.
- There is nothing.
"They didn't find a little," said the broker.
The headquarters was in three versts from the loss. Rostov, without going home, took the horse and went to the headquarters. In the village, the headquarters, there was a restaurant visited by officers. Rostov came to the restaurant; At the porch, he saw a calumnine horse.
In the second restaurant room, Lieutenant was sitting per sausage dishes and a bottle of wine.
"And you drove, a young man," he said, smiling and raising his eyebrows.
"Yes," said Rostov, as if they were able to speak out of this word, and sat down for the next table.
Both were silent; Two Germans were sitting in the room and one Russian officer. Everyone was silent, and the sounds of knives were heard about the plates and the chamber of the lieutenant. When the calumnin cums up breakfast, he took a double wallet from his pocket, curved up the rings, pulled out the rings, got gold and, raising his eyebrows, gave money to the servant.
"Please quickly," he said.
Golden was new. Rostov got up and approached the calf.
"Let me look at me a wallet," he said to quiet, slightly heard.
With running eyes, but all the elevated eyebrows, Telinin filed a wallet.
"Yes, a pretty wallet ... yes ... yes ..." he said, and suddenly turned pale. "Look, youth," he added.
Rostov took the wallet and looked at him, and for money that was in him, and on the calf. Lieutenant looked around, in his habit, and, it seemed, suddenly became very fun.
"If we are in Vienna, I'll leave everything there, and now it is nowhere to go in these stray towns," he said. - Well, let's, young man, I'll go.
Rostov was silent.
- And what are you? also have breakfast? Determinently fed, - Telunin continued. - Let's.
He stretched out his hand and took his wallet. Rostov released it. Telunin took a wallet and began to lower it in the pocket of the Ratuz, and his eyebrows carelessly rose, and his mouth slightly revealed, as if he said: "Yes, yes, I put my wallet in my purse, and it's very simple, and no one is doing anyone." .
- Well, what, young man? He said, sighing and from under raised eyebrows looking into the eyes of Rostov. What the light of the eye with the speed of electric sparks ran out of the eye of the calumnine in the eyes of Rostov and back, back and back, all in an instant.

Electrical equipment

Plan Abstract on topics:

Topic 3.1.2.1.

"Tram wagons control systems" - 2 hours

Tram - this is the crew driven by electric motors receiving energy from the contact network intended for passenger and freight traffic, on the railway.

The tram train is called Formed of three, two or one tram wagons with the necessary signals and pointers and serviced by the train brigade.

For the purpose of trams divided On passenger, freight, special. Passenger cars have a passenger interior.

By design cars are divided on motor, trailed and articulated.

Motor wagons Equipped with traction engines transforming electricity into the mechanical energy of the movement of the Wagon (trains). The tram train can be formed from two or three engine wagons operating on the system of many units, control is carried out from the cabin of the head car. The use of such trains allows you to significantly increase the volume of passenger traffic with the same, the number of trains and drivers, while maintaining the same speeds of movement as when using single cars. In some cases, it is advantageous to produce cars on the lines on the system of many units only in the watch "Peak".

Chairs cars Do not have traction engines and can not move independently. They work in a pair with motor.

The articulated tram wagons have articulated head and trailed parts with a common salon and a transitional bridge. These wagons have a great self-ability.

For urban passenger traffic uses two-axis motor cars of Czechoslovak production - t-3 wagon.

The main technical data of the Wagon T-3.

Length of the wagon on the coupling - 15 104 mm

Wagon height 3060 mm

Width of the Wagon - 2 500 mm

Vagon weight - 17 t

Vagon speed - 65 km / h

Capacity - 115 people

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

In the tram cars apply direct and indirect management systems.

With a direct control system The driver with a high voltage device (controller) manually turns on the current coming to traction engines. Such a system is simple, but controllers designed for currents of traction engines, cumbersome, uncomfortable in management, unsafe for the driver, as they work under high voltage and do not provide smooth start and braking of the car.

With the direct control system in the power circuit, the current receiver, a slope, circuit breaker, controller, start-up, traction engines are included.

With an indirect management system The driver using the controller controls the devices including traction engines. This allows you to automate the starting or braking process of the car, make it smooth, eliminate the shocks associated with the driver's errors in the reception of the control. However, this system is more complicated and requires more qualified operation.

With an indirect control system, the power circuit includes a current receiver, a slope, circuit breaker or maximum current switch, contactors and a relay, a group rosostatic controller or accelerator, restats, inductive shunts, traction engines. The car has an automatic indirect management system.

The car has power chains, control circuit and auxiliary chains (high-voltage and low-voltage). Power chains are chains of traction engines. The control circuits are used to actuate the power chains, brake equipment and a number of auxiliary chains.

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

Driver's cabin. All car control devices are focused in the cab. In fig. 1 shows the location of the equipment in the cabins of T-3 cars.

Fig. 1. Cabin driver Vagon T-3:

1 - the battery switch on the back of the cabin, 2 - Sound Owl. microphone. 4 - Switches and buttons, 5 - signal lamps. 6 - Button "Travel washing machine", 7 - aircraft for front glass, 8 - ammeter, 9 - speedometer, 10-voltmeter, 11 - lamp" network voltage ", 12 - Maximum relay lamp. 13 - "Train Gap", 14 - Control Chain Switch, 15 - Salon Lighting Switch, 16 - Truck Fan Calrifer Fan, 17 - Disconstruction of Heating Chains 18 - Sandbox Handle. 19 - Calrifer switch, 20 - Reverse switch handle, 21 - Salon heating switch, 22 - Calrifer valve lever, 23-pedal security, 24 - Brake pedal, 25 - Starting pedal, 26 - shield with fuses, thermal relays, rotation relay, buzzer circuit breaker Calrifer, 27 - Driver Chair