Electrical equipment of the Tatra 3 tram. The history of the Moscow tram in photographs. Modifications in the Altai Territory

Once upon a time, in the now distant 50s of the last century, the domestic industry could not fully satisfy the country's need for new modern tram cars. Then it was decided to buy wagons in Czechoslovakia. The first cars delivered from 1957 to 1959 were the T-1. These cars were not in Sverdlovsk (Yekaterinburg). From 1959 to 1962, T-2 cars were delivered to us, and in 1963 T-3 cars appeared. The T-3 cars soon became one of the most massive cars of that time, and probably remain so even now. This is due to their high operational and dynamic qualities, original design, which allows them to work freely in the intense modern rhythm of urban traffic.

T-3 cars began to arrive in Sverdlovsk almost from the very beginning of their production. Compared to the old cars of the X series and the MTV-82 cars, they were much more comfortable, fast, and had better dynamic qualities.

Outwardly, the first T-3 cars, unlike the current ones, had slight differences. The route indicator had an elongated, elongated shape, which made it possible, in addition to the route number, to indicate its end stations. The window vents in the cabin were smaller. The windshield of the driver's cab consisted of two parts with one vertical pillar in the middle. Then cars with a rectangular route indicator and large windows began to arrive. Until about 1977, the buffer beam at the front and rear of the car was covered with a decorative aluminum profile. This profile was often damaged, especially after lifting the car with a special crane when derailing. After some time, on most cars, these decorations were removed and the buffer beam stuck out with its ribs. On cars of a later production, the channel of the buffer beam was bent forward with a large shelf and the decorative profile was not installed.

Until about 1977, the window pillars and the partition of the driver's cab were pasted over with embossed washable wallpaper. Then the window pillars began to be painted with enamel, and the entire cabin partition was finished with plastic. This decision was more aesthetic, because the enamel had lighter tones, and besides, the wallpaper was often cut by tram vandals. The most frequently cut was the lower horizontal part of the frame. To eliminate rags, the wallpaper on the horizontal part at the level of the bottom of the vertical posts was carefully cut off and the frames over the wallpaper were painted with paint.

The seats in the cabin were covered with red leatherette, the back panels of the backs were fixed with special decorative screws and washers. The tram vandals did not spare even that. They cut pillows and seatbacks, unscrewed screws. After repairs, the back panels of the backs were often simply painted.

Until 1972, the cars were equipped with a conductor's place, then after the transition to non-conductor service, the conductor's place was not installed. Ticket offices began to be installed in the carriages. The first box office was a tall pedestal with a coin box and a ticket reel. These cash desks were placed on the front and rear platforms instead of single seats. When the carriage was moving, the cash registers mercilessly rattled the small things in them and their details. Then small-sized cash desks and composters for subscriptions appeared in the cars. For the sale of subscriptions, special trays were made in the doors of the driver's cab. Traces from the holes of the trays can be seen now.

In the late 60s and early 70s, instead of fluorescent lamps for interior lighting, ordinary incandescent lamps without ceiling lamps, two lamps per ceiling lamp, were installed during repairs.

After 1977, T-3 cars began to be delivered with three doors. To work on the roofs, power inter-car plug connections and additional low-voltage connectors appeared.

The original current-collecting pantograph heads were replaced with Moscow-type heads as they wore out. Moreover, this was done only on the first car of the train, since the pantograph was not used on the second car and the inserts wore out less.

On the cars of the latest releases, signal lamps "Train break", lamps for switching on line contactors of the train, a switch "Train break" and "Emergency movement" appeared on the control panel. The thermal protection relay for the arrow circuit has been removed. This relay often falsely triggered when the switch was turned, and the driver always returned it manually when approaching the switch.

Shoe brake drives on the trolley were covered with special casings with rubber aprons at the bottom. On the casings there was a sign "Beware of electrical voltage" in the form of a yellow triangle with a lightning arrow. After some time, these casings were removed. The current supply to the rail brake electromagnet was first carried out from the inside of the bogie, and then began to be carried out from the top-outside. In the first variant, when the car derailed, the supply cables were damaged.

The rail brakes on the cars of the first releases were collapsible with separate poles and pole pieces. Then they began to install rail brakes with poles and tips made as a single unit.

Plastic seats were installed on some of the cars, they were very cold in winter.

The heating and ventilation system of the passenger compartment has been changed on the cars of the latest releases. Previously, the control of the air supply damper was outside, for which there was a round hole in the side bulwark, and then the damper rod was moved to the passenger compartment to the middle door of the car. Later, a damper appeared that regulated the air intake to cool the starting-brake rheostats and traction motors either from the passenger compartment (for forced ventilation) or from the outside of the car. When opening the damper in the cabin, there was increased noise from the operation of the engine-generator. The dampers that regulate the supply of heated air to the passenger compartment were often poorly adjusted. At the same time, in summer, hot air partially entered the cabin and caused dissatisfaction among passengers. At first, the most active expressed dissatisfaction with the driver about this, trying to convict him of stupidity and unwillingness to save electricity (for what purpose did he turn on the heating in the thirty-degree heat?!). No exhortations that the driver did not specifically turn on the heating did not help. Often everything ended with a scandal and the appeal of passengers to city and regional newspapers and television.

But in general, the new T-3 cars were wonderful. Quiet, easy to move, were painted with durable shiny enamels.

New wagons were unloaded on the overpass at the ring road on Shartash. Railway platforms with wagons were brought to this overpass from the Apparatnaya station. The cars rolled off the platform and were sent by tow to the home depot. Pantographs, external lighting devices, rail brakes, and casings over the bogies were dismantled on the cars. Another unloading rack was at the Sverdlovsk tram and trolleybus repair plant, where cars were delivered from the Gipsovaya station.

First, with each batch of cars from the manufacturer, a group of Czech adjusters came. They helped to assemble the car, adjust and run it. Every such event was reported in the city newspapers. Then the fitters stopped coming. Our tram drivers have accumulated experience.

T-3 wagons were especially active in our city in the late 70s and early 80s. Then there was an active write-off of the MTV-82, T-2, K-2 cars. Up to 30 new wagons were delivered per year. They systematically completed entire routes, instead of old cars.

The design of cars of the Tatra family is truly unique and has no analogues in the domestic tram industry. It is based on the design of American RSS cars, developed back in the 1930s.

The T-3 car has an indirect rheostat-contactor (RKSU) automatic system management. Four traction electric motors (TED) of direct current sequential excitation with a continuous power of 40 kW are connected in two parallel circuits, two in series. The start and regulation of the speed of movement is carried out by changing the resistance of the starting-brake rheostats and weakening the excitation of the TED. For domestic railcars with RKSU, a group rheostat controller is installed for this purpose, which is a multi-position electric switch driven by a small auxiliary engine (servomotor) and separate starting-brake rheostats. On the cars of the Tatra family, an original multi-position switch was used, combined with starting-brake rheostats and called an accelerator. If on domestic cars the number of positions (start-brake stages) is about 20, then the accelerator of the T-3 car at start-up has 75 rheostatic positions plus 4 stages of weakening the excitation of the TED, and during braking 99 positions. Thus, the accelerator provides a smooth, almost stepless start-up and braking of the car.

T-3 cars have a service rheostatic brake. At the end of the action of the electric rheostatic brake at a speed of 2-3 km / h, the mechanical shoe brake automatically comes into action, braking the car to a complete stop.

To implement emergency braking, T-3 cars are equipped with rail electromagnetic brakes, which are an electromagnet coil, when current flows through it, the electromagnet is attracted to the rail with great effort, which creates a significant deceleration.

From distinctive features car T-3, it is necessary to note the use of TED with forced ventilation. The air for cooling the TED is supplied by a special fan located on the shaft of the engine-generator - an electric machine converter that serves to power the control circuits and recharge the battery. On the shaft of the engine-generator there is another fan that cools the starting-braking rheostats of the accelerator. AT winter time the air heated in the starting-brake rheostats is supplied to the passenger compartment for heating. For additional heating of the air supplied to the passenger compartment, heating elements are installed in the air duct. In addition, the heating elements are located in the pedestals of single seats. The driver's cab is heated by an electric heater. The car has fluorescent lighting.

For more than twenty years of production of T-3 cars, changes were constantly made to its design aimed at improving performance. Reinforced contactors were used in the power circuits, the car layout was finalized to facilitate work on the system of many units consisting of three cars, changes were made to improve traffic safety, ensure emergency movement in case of various malfunctions in electrical circuits.

Already today in Yekaterinburg, the overhaul and restoration of T-3 cars has been mastered, in which the car is disassembled to the frame and undergoes a complete restoration. In 1995-2000, such repairs were carried out by the Yekaterinburg Tram and Trolleybus Repair Plant on the street. Sorting and Welded Machine-Building Structures Plant in Verkhnyaya Pyshma (now UZZhM). 84 T-3 cars were repaired at ZSMK.

Later, the car repair workshops of the Southern depot and the shop for scheduled repairs of the Northern depot took over the KVR. It should be noted that during the overhaul, part of the cars were replaced by a rheostat-contactor control system with a more advanced thyristor-pulse (TISU). In particular, the MERA-1 system was installed on 39 carriages. Most recently, an experimental set of transistor-pulse control systems manufactured by ASK CJSC was installed on car No. 090. This modernization project received the working title T-3E.

Today, T-3 trams are the main type of rolling stock in Yekaterinburg. From 1980 to 1987, they were the only species in our city, and now there are more than three and a half hundred of them. For 43 years now, Czech T-3 cars have been faithfully serving the Sverdlovsk residents.

Used photographs by E. Kuznetsov, O. Chalkov, A. Marov, Schuricka, as well as a photo from the collection of the TTU Museum

Many of us have heard about Tatra-815. First of all, about the non-standard nature of this truck in almost every node, but at the same time - about its reliability, indestructibility, cross-country ability ... about its spinal frame, about an air-cooled diesel engine with a collapsible crankshaft, and similar original things. Indeed, the Tatra-815 is distinguished by its non-standard design, which has never been used in trucks of other brands. And Soviet drivers reacted with obvious distrust to the first "clubfoot" Czech dump trucks. Which soon changed to a rather warm and friendly attitude. Why - read in this publication.

Tatra-815 is an extensive family of Czech-made trucks, which has been on the world market since the early 80s. In the Soviet Union, dump trucks of this model were very popular and, until recently, firmly held the lead in the list of export trucks.

The first trucks at this plant were assembled in 1920. True, they were called somewhat longer than now: not "Tatra", but "Kopřivnicka wagon".

The Tatra enterprise, in the Czech city of Kopřivnice, traces its history back to the distant 1850. Then it produced carriages and chaises; since 1882 - railway cars. Moreover, even one of the very first in the world cars, under the brand name "President", was built at this plant, in 1897.

True, the country then was different here - Austria-Hungary, and the city was called differently: Nesseldorf. When, after the First World War, the Austro-Hungarian Empire collapsed and the Czechs gained relative independence, the city was renamed Kopřivnice, and the plant was nationalized.

The cars were called “Tatras” after the “U” model trucks showed themselves exceptionally well during tests in the Tatras in the 1920s. In honor of this mountain system, all subsequent generations of trucks and cars of the plant began to be called (yes, until 1989, the company produced more Cars premium class, as in our ZIL).

The fact that the Tatra designers are extraordinary people can be seen even from the design of the Tatra-138 dump truck.

\ The main models of the company, which became mass-produced and determined its development in the future, were the predecessors of Tatra-815: Tatra-138 (beginning of production - 1959) and (serial production started in 1969). Even then, Czech designers and engineers boldly "went their own way." On heavy 12-ton dump trucks stood diesel engines exclusively air-cooled, and the front suspension was independent and torsion bar.

There were other technologically advanced, but already quite common solutions: a hydraulic double-disc clutch release, an electro-pneumatic shift device transfer box, three-way unloading on a certain number of dump trucks ... The Tatra-148 also had a center differential on the rear bogie.

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

Of course, now, under this name, the same truck is no longer produced as in the early eighties. Over the years of production, the model has experienced several upgrades. The largest ones were in 1989, 1997, 2000, 2005 and 2010. A considerable part of the changes and improvements each time concerned the equipment of the dump truck cab, with an increase in the comfort of the driver, in accordance with the current dictates of the time. And the truck engines were being finalized to meet the requirements of the next Euro eco-standard.

On March 15, 2013, the Tatra company became private property: it was sold at an auction to the company Truck Development, owned by Marek Galvas.

At present, Tatra produces four-wheel drive vehicles with wheel formulas from 4 × 4 to 12 × 12 (six-axle). Like their "classic" versions from the twentieth century, these machines are intended for use in heavy road conditions and completely off-road. Despite the possibility of installing liquid-cooled engines, air-cooled diesel engines are still installed on the vast majority of cars today.

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

In the Soviet market, three versions of the dump truck made on the Tatra-815 chassis are most widely used:

• with increased body capacity and one-sided unloading;
• with a special body for transportation of loose, bulk and liquid materials;
• with medium capacity and three-way unloading.

One of the main features of the Tatra-815 dump truck is the presence of an original spinal frame, the creator of the fundamental design of which was Hans Ledwinka. The Czech dump truck does not have a spar frame: the “ladder” of a classic design familiar to everyone.

Spinal frame designed by Hans Ledwinka in the museum.

The spinal frame is a pipe, inside of which there is a cardan. This is a large-diameter transmission pipe, fragments of which rigidly connect the gearbox, transfer case and the final drive housing. A thin shaft passes inside the pipe, and the cardan in Tatra-815 connects only the engine to the gearbox. This allows, firstly, to easily change the clutch, and secondly, it significantly reduces the level of vibrations in the cab.

The spine frame has an extremely high torsional rigidity, which allows unloading not only on flat areas, but also where the dump truck is at a significant angle. Here, perhaps, there are no equals to Tatra-815 at all. By the way, the frame of our good old "lorry" has a similar structure - there the cardan is also hidden in the pushing pipe and torsion bars are also used.

The next feature is the combination all-wheel drive(for all axles) and independent suspension with swing axles. Here - an independent torsion bar suspension of the front wheels and springs on the rear bogie, and without balancers. A completely independent wheel suspension, atypical for such heavy vehicles, makes Tatre-815 vehicles the leader in cross-country ability among all dump trucks up to 25 tons.

The uniqueness of "Tatra-815" is also in the configuration of these machines diesel engines air-cooled rather than liquid-cooled. Fuel pump high pressure on them - also of a completely original design, linear, connected from various segments, with a crankshaft on roller bearings. It is also the only solution of its kind, used exclusively on trucks from a Czech manufacturer. No less special brake pneumatic system "Tatry-815", equipped with energy accumulators, does not leave the car a chance to break off the handbrake.

Another feature is the unusual design solution of the Tatra plant in terms of the method of neutralizing exhaust gases, to bring the engine up to the current environmental standard. Unlike German and Scandinavian trucks, Tatra engineers used SCR (urea exhaust method) instead of a high-tech recirculation system.

Tatra has always made 4x4, 6x6, 8x8 all-wheel drive trucks. And their operation was carried out mainly on the roads. Therefore, at first glance, the decision of the designers to use air-cooled motors on such machines looks more than strange. It would seem that such engines have a lower working life by default, and it is easier to overheat them in difficult conditions. But no, everything is in order with the Tatra-815 engines: they have proven themselves to be extremely reliable and durable.

On the one hand, the use of such motors is an advantage, since they are structurally simpler. On the other hand, to ensure optimal temperature regime harder for them to work. Such a motor must be “turned”, he loves high revs and "draft". Soviet drivers, who sat behind the wheel of the first Tatr-815 in the USSR, drivers who were accustomed to traditional “pull-in” driving on low-speed liquid-cooled diesel engines, overheated these original engines.

Therefore, in addition to the "air vents", traditional, liquid-cooled engines began to be installed on the 815s. And a considerable part of these cars still drive with Yaroslavl diesel engines (most often, this is the YaMZ-238). However, when working in the conditions of the Far North, Siberia or the Far East, the risk of overheating and the air-cooled engine is small.

Now Tatra Trucks A.S. continues to produce trucks with V-shaped air-cooled diesel engines for 8, 10 or 12 cylinders (+ V12 Turbo) meeting Euro-3, Euro-4, Euro-5 environmental standards. The Tatra-815 power plants are equipped with a system direct injection fuel and intake air cooler mounted directly above the power plant. The unit is also equipped with a mechanical linear injection pump with a crankshaft on roller bearings. As already noted, a unique design.

The main modifications of the Tatra-815 are as follows:

• "Tatra T-815 - 2A0S01"- a dump truck equipped with a body with heating and one-sided unloading, with a volume of 10 cubic meters. The carrying capacity of this model is 17 tons. The car is equipped with an 8-cylinder engine with a working volume of 12.7 liters and a power of 321 hp. Transmission - 12-speed, synchronized. The front axle is steerable, the rear axle is driven, both have swing axles. The shortened tilting cab is located above the engine and is designed for 2 people.
• "Tatra T-815 - 290S24"- a truck that also has a dump platform, heated by exhaust gases and unloaded through the tailgate. The geometric volume of the body is 12 cubic meters. With a curb weight of the car of 13.5 tons, its carrying capacity is 19.5 tons. Engine power - 402 hp
• "Tatra T-815 - 290S84"- a dump truck with an 8x8 wheel formula, also having a body with one-sided unloading through the tailgate and exhaust gas heating. The volume of the loading platform can be 14 or 16 cubic meters - two types of body are placed on this model. The carrying 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-way unloading; and is also used to pull a trailer of the same volume (8 cubic meters), and also with three-way unloading. The carrying capacity of such a Tatra-815 is 9.5 tons, plus the same amount of cargo can be carried in a trailer. The wheel formula of the dump truck is 4x4. Engine power - 362 hp
• "Tatra T 815 - 280S25" also has a body with three-way unloading and is also designed for trailer traction. The body capacity of this model is 9 cubic meters, the load capacity is 16.4 tons. Engine power - 362 hp

The gearbox of this Tatra-815 dump truck is synchronized, it includes 10 forward and 2 reverse gears. An optional reduction gearbox allows you to shift gears while the vehicle is stationary.

A turbine is installed in front of the Tatra-815 engine, which is responsible for cooling the engine. Behind the block - a radiator in which it is cooled motor oil. All block heads are separate - when repairing, you do not have to remove the large block head.

Few numbers. The ten-cylinder diesel engine "Tatry-815" - "TZ-929" has the same ratio of cylinder diameter and piston stroke, like all other power units from those that were installed on the early 815th Tatras: 120x140 mm. Its power is 283 liters. s., working volume - 15.8 liters. In addition to such an engine, on the Tatrakh-815 operated in our country, you can find diesel engines "TZ-928 V8" (12.7 l, 231 hp), "TZ-930-30 V12" (19 l, 320 l . s.) and "TZ-930-53" (19 l, 360 hp).

The so-called "northern package" for "Tatra-815" includes electric heating oil in the crankcase and the engine itself. A special cover for heating the battery is also provided.

For customers who do not want to deal with air-cooled diesel engines, modern Tatras-815 also have power plants V10 and V12 from Cummins and Deutz. They have power ratings of 350 and 590 hp; maximum torque 1550 and 2750 Nm.

The synchronized gearbox "Tatry-815" has 14 forward gears and 2 reverse gears. It is possible to install an additional reduction transmission with the function of shifting gears on the go. The clutch is single disc. The front axle has a differential lock and a switchable drive, rear axle- combined suspension, mounted on air springs and leaf springs.

Now more about the design of the spinal frame. Frames of this type are distinguished by increased rigidity and resistance to twisting, which provides Tatram-815 with significant load-carrying capacity. Also, this frame allows you to create a multi-axle structure, achieving an additional increase in load capacity, while not particularly complicating the frame design itself.

The spinal frame has a central beam to which is attached power unit and transmission, as well as axle shafts are attached to it. Due to the lengthening of the central beam, it is possible to create dump trucks with a wheel arrangement of up to 12x12. Although cars with so many bridges are, of course, a rarity, and they are created by special orders.

The rotation from the engine when using the spinal frame is transmitted to the gearbox and wheels using a thin shaft, and not a cardan one. It is enclosed inside the transmission pipe, which is why its service life is very long: it is protected from various kinds of extraneous mechanical influences, and is located in a favorable environment.

There are, of course, in the design of the spinal frame and its shortcomings. First of all, this is the difficulty in performing overhaul. Since the drive shafts are located inside the center beam of the frame, access to them is limited.

• Cabin height - 1,970 mm;
• Width along the loading platform - 2,400 mm;
• The length of the loading platform - 4 310 mm; its height grows, expanding the carrying capacity, and varies widely;
• Gross weight - 28500 kg;
• Max Speed- 90 km per hour;
• Volume fuel tank- 320 liters;
• Regular consumption of diesel fuel - 45 liters per 100 km.

The driver's workplace of the Tatra-815 is equipped with a pneumatic seat, which can be easily adjusted to suit your anthropometric features. All controls are within reach. The level of vibration and noise in the cab is minimized, which has a positive effect on comfort.

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

The speedometer on the central part of the dashboard deserves special attention. It was combined in an original way with the dial of a mechanical watch, on which, it must be admitted, the time is not very visible. But their main "zest" is not in this. This watch must be wound like any other mechanical watch, by folding down the speedometer!

Another feature of the Tatra-815 cab is a canister at the passenger's feet. Which is not a canister at all, but a windshield washer reservoir. In the cabin, its contents will not freeze, so the Czechs decided to place the tank here.

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

In addition, it is possible to purchase a dump truck "Tatry-815" with a double four-door cab, which makes it possible to transport 6 people of the "crew" at the same time. The Czech plant also produces special lowered cabs used in machines on which truck cranes are installed. Behind the cab is a tipping mechanism. With it, you can also remove the spare wheel from behind the cab.

On modern versions of Tatra-815 dump trucks, an air conditioner is installed in the cab. Of course, in terms of comfort and ergonomics, there is no point in comparing the Tatra-815 cabin with modern machines German production. But compared to the KamAZ of previous years, the Tatra is, of course, much more comfortable. There are practically no vibrations in its cab, there is no engine growl, the brakes work adequately, without delays inherent in pneumatic systems of not new dump trucks.

Today's cities are served by modern models of trams that attract attention not only with their stylish appearance, but also with their technical characteristics, which are really impressive. They drive silently, quickly, efficiently, they are literally filled with comfort, so in most cases old trams are abandoned in cities. This is how trams of the Tatra T3 model gradually disappear from the streets of Russian cities. But once they were considered cult. Fortunately, they are still used in smaller cities, so you can plunge into nostalgia and remember the times of the Soviet Union, when such trams were everywhere.

However, have you thought in detail about the history, design features and similar topics regarding, for example, the Tatra T3 model? Very few people travel public transport and in parallel think about what are the design features of a particular model. Therefore, if you are interested, in this article you will find all the necessary information about this tram. It contains a large amount of a wide variety of information: starting with the modifications that have already been mentioned above, and ending with the design features and technical characteristics.

What it is?

So, "Tatra T3" is a model of tram cars that has been produced since 1960. The production of these trams ended only in 1999. As a result, more than fourteen thousand wagons were produced during this time, which were modified depending on the purpose of the delivery. Modifications will be discussed a little later, for now it is worth focusing on general information regarding the Tatra T3 trams. As a matter of fact, these cars were made all this time in Prague, but an impressive part of them went to the Soviet Union, as well as to other socialist countries. Within the territory of Western Europe you are unlikely to find such cars - except perhaps in East Germany.

Modifications

You already know that the Tatra T3 tram was produced in Prague, respectively, the main market for it was the domestic one. Most of the trams of this model were produced and used on the territory of Czechoslovakia. As for export, in this case it was more than active. This is already evidenced by the fact that each destination country created its own modification, which did not differ much from the original, but still had some other details and elements.

This was also reflected in the name of the car model. For example, the second in terms of the number of copies produced was the T3SU model, which was supplied to the Soviet Union (SU from Soviet Union). The main difference between these particular cars and the original ones was the absence of a central door, and additional seats were installed on the liquidated aisle. Also, the service ladder was located at the back of the car, and not in the middle, which was due to the lack of a middle door. There were other small differences that distinguished this model from the background of the base one.

Where else was the Tatra T3 tram delivered? There was a separate modification for Germany, for Yugoslavia and for Romania, and since 1992 T3RF trams began to be produced, which were intended for the formed Russian Federation. It is also worth noting the tram model T3SUCS - these are the cars that were produced on the basis of those intended for the Soviet Union, but at the same time supplied to the domestic market. The fact is that the original model ceased production in 1976, but in the eighties there was an urgent need to replace many outdated cars. It was then that the production of this modification began.

Tram history

What was the history of this car, as well as its modifications, such as the most popular among them - Tatra T3SU? It should be clear to everyone that, based on the name, this was not the first car in the line - T2 cars were produced earlier, not only for Czechoslovakia, but also supplied in large quantities to the Soviet Union. These cars had their shortcomings, which were eliminated in the new version.

Already in 1960, the first prototype was ready, which was tested and approved. Then mass production began, and the first tram of the new model drove through the streets of Prague in the summer of 1961. However, in the spring of 1962, the trams were taken out of service due to shortcomings, which were eliminated within a year and a half. As a result, the final date for the launch of this tram into operation was the fall of 1963. In the same year, deliveries of specialized cars to the Soviet Union began - their percentage was maximum, even in Czechoslovakia there were not as many cars of this model used as Tatra T3SU trams were used. Deliveries of these trams to Soviet cities took a very long time and stopped only in 1987.

recent history

Deliveries resumed, as you understand, in the early nineties, when T3RF cars began to be delivered to the Russian Federation. They were supplied to the Russian Federation until the last moment, when their production was already stopped, that is, until 1999. However, the end of deliveries did not mean the end of use: in total, about eleven thousand trams were delivered to the USSR, and many of them have been modernized over the past fifteen years to extend their service life. In many cities, these trams run by tens and hundreds, so their era will definitely not end in Russia in the near future.

Specifications for the two-door model

"Tatra T3" two-door was the main model supplied to the Soviet Union. It is about her that you need to talk about in the first place. She has 38 seats, and the passenger capacity is as much as 110 people. It has four TE 022 engines, each of which has a power of 40 kilowatts. The design speed of the model is 72 kilometers per hour, while the real maximum speed is 65 kilometers per hour. The length of such a car is 14 meters, the width is two and a half meters, and the height is three meters. Its mass is approximately sixteen tons. When two cars are combined, a train 30 meters long is obtained. If we talk about what is inside, then it is worth noting the height of the cabin, which is 2 meters 40 centimeters, as well as the width of the doorway, which is 1 meter 30 centimeters. These are the main specifications, which has a tram car "Tatra T3". His salon, as you can see, is very large and roomy, and the car itself has good dimensions.

Specifications of the three-door model

However, the two-door model was not delivered to the Soviet Union all the time - later orders for three-door Tatra T3 cars began to arrive in Czechoslovakia. The photographs show that the difference between these cars was not too great, but still there was. Therefore, it is necessary to take a closer look at the technical characteristics for this car, as well as compare them with the previous version.

So, the number of seats was reduced due to the appearance of the middle door - there are 34 of them in such a car, not 38. The passenger capacity has also decreased, which now amounted to 95 people, that is, fifteen passengers less. The engines remained exactly the same, their number did not change, so the speed remained the same. Dimensions also have not changed, in fact, as well as the mass of the entire car. As you can see, there were actually not so many differences, even the width of the doorway remained the same.

Design features

The next thing to consider when considering this vehicle, like the Tatra T3 tram, - components and assemblies, body and bogies, electronics and brakes, and much more. Simply put, now we will talk about the design features of this tram. And the first feature worth paying attention to is the complete absence of pneumatic equipment. This means that all equipment in this tram is mechanical or electrical. However, this is a characteristic of the entire line of cars.

What's new in the design appeared specifically in the model "T3"? The board and roof remained all-metal, but the ends of the car were made of self-extinguishing fiberglass, a special polymer material that has a much lower mass and greater streamlining. Thus, the use of this material made it possible to reduce the overall weight and improve the aerodynamic properties of the car. Also, to control the movement of current through the motors, a complex electrical device was used, which was called an accelerator. In the cabin, fluorescent lamps and heaters were installed, which provided passengers with the maximum level of comfort. The Tatra T3 tram model was significantly superior in technical features its predecessor, the T2 model.

Frame

"Tatra T3" - which is still used throughout Russia, and this means that at one time these cars were made at the highest level. But if you look into the past, you can understand that in 1963 this model was something incredible. The absence of any pneumatics, the presence of fluorescent lamps and high-quality heating, as well as other features of the hull made this tram a real curiosity. Particularly distinguished were the polymer elements of the case, as well as the curved windshield. In general, this tram was considered by many to be ahead of its time, and that is why it still remains so popular in such a huge country as Russian Federation. Of course, the scale of supplies also affects: why get rid of eleven thousand trams if they can be modified and used further?

trolleys

This tram has always had a lot of problems with bogies. Firstly, due to the reduced mass, the car often could not stop as quickly as desired, especially when the action took place on wet or frozen rails. Moreover, this caused not only the need to slow down earlier, but also the rapid grinding of the wheels, which gradually acquired a square shape and began to make a lot of noise.

However, this was not the only problem, also these cars began to wear out the rails they traveled on due to the fact that they used single-stage bogie suspension technology. Most likely, this was done to reduce the price, since two-stage suspension, which did not leave such marks on the rails, was already known and actively used in other models of trams.

As a result, the Voronezh plant even began to produce special grinding trams that leveled the rails. After all, if you leave them in this form, then in the end it can lead to severe damage. Moreover, such rails caused loud noise even for trams of other brands and models.

electrical equipment

These cars had very advanced electrical equipment, which provided a smooth ride and many other positive factors, but there were also serious drawbacks. For example, these trams are famous for not the highest reliability, as well as the “disease” of a sticky accelerator finger, due to which accidents often occur. In some cases, they simply lead to delays on the lines, and sometimes it is even necessary to remove the tram from the line in emergency mode.

brakes

As for the braking system, it was not one - there were three of them at once. These systems work independently of each other - the electrodynamic system is the main, electromechanical, used for re-braking, as well as the magnetic rail system, which is used for emergency braking, as well as for holding the car when driving down hills and entering them.

disadvantages

The main disadvantages of this model can be considered the noise of the cabin due to the operation of the motor-generator and the sticking of the accelerator fingers indicated above. It is also worth paying attention to the comfort of passengers - the half-car is located too high, and the windows are too low. Also, the work of the tram is often accompanied by creaks - both the doors creak when opening and closing, and the cars themselves when cornering.

Popularity

It will not come as a surprise to anyone that these cars are still very popular on the territory of the Russian Federation. However, they are also known outside the country. For example, you can get the Tatra T3 tram for Trainz 12, the popular train and tram simulator. This game is unique in its kind and allows you to travel on a wide variety of trains. And the 2012 version has a Tatra T3 model for Trainz, so if you don't want or can't ride a real tram, you have the chance to drive a virtual one.

During operation, a large amount of heat is released in the accelerator rheostat, therefore, to prevent overheating and deformation of the rheostat elements, the accelerator is continuously blown by air supplied by the fans of the engine-generator. In cold weather, the air heated by the accelerator is sent through channels along the right side of the body into the passenger compartment, and in warm weather it is released into the atmosphere.

The accelerator has a mass of 180 kg. It is suspended on three studs 8 under the body in the middle part of the car in a special compartment closed by two covers from the bottom and a removable hatch in the floor of the car.

The T-3 car has three types of brakes: electric rheostat, mechanical with solenoid drive and electromagnetic rail. Rheostatic braking is service. At a low car speed, rheostatic braking becomes ineffective and then mechanical braking is automatically applied to it. A mechanical brake (shoe brake) is installed on the shaft of each traction motor. The blocking relay LO serves as a sensor for automatic replacement of rheostatic braking with a mechanical one. This relay has two coils: one in the brake circuit of the traction motors, the second in the control circuit, which receives power at the zero position of the pedals in all travel and the first four brake positions of the control controller. Mechanical brakes are activated when both coils of the blocking relay are turned off. Rail brakes are only used for emergency braking.

The control circuits, rail brakes, mechanical brakes and signaling are powered by a 1.6 kW G generator with a rated voltage of 24 V, operating in parallel with a storage battery with a rated capacity of 100 Ah. The generator is driven by a series excited motor.

having a continuous power of 5 kW.

ribbon element of the rheostat and the sweep diagram of the cam contactors of the 2K accelerator

Turn on the battery switch. The brake pedal must be in the parking position - on the latch, while the cam contactor of the brake controller BK1 will be turned on.

The contacts of the control circuit are preparing an "assembly" of the circuit. The engine-generator is turned on. Power to the generator engine comes from the contact network. The generator is connected to the battery. This recharges the battery and transfers power to the control circuits from the battery to the generator. After the generator engine is switched on, forced ventilation of the traction motors and starting-braking rheostats of the accelerator begins.

The reversing handle is put in the working position, for example, "Forward", and then the reverser contacts will close and the coils of the reversing contactors P1-P4 will be powered (when the reverser handle is in the "Back" position, the contacts will close and turn on the coils Z1-Z4).

After releasing the brake pedal from the latch position to the zero position, the mechanical brake contactor is prepared for switching on. The solenoid coils are powered through a resistor, while the shoe brakes are partially released.

Wagon start. The travel controller pedal has five non-fixed positions. By pressing one of the positions, the driver selects the acceleration with which the car will work.

At the 1st travel position of the pedal, the cam contactors of the controller JK1(1–5), JK2(1–5), JK3(0–1) are switched on. There is a complete retarding of the shoe brakes. The LS line contactor is switched on, after which they receive power from the contact network of the TED. The current in the TED goes through the current collector, the linear contactor LS, the coil of the maximum relay MR and then through two parallel circuits of the TED:

1st circuit: wire 3-MDR-armature of the 4th and 3rd TED - OR-P3 - OB of the 4th and 3rd TED - P4 - ammeter shunt Sh-M1;

2nd circuit: wire 3-P1 - OB of the 2nd and 1st TED (in parallel through the contactor F2 and inductive shunt) - P2 - MDR - armature of the 2nd and 1st TED - M1. Further, the current of both motor circuits goes through the starting rheostat ZR, two starting (damper) stages of resistors per wire 100. The contactor R1 is turned on, which outputs the first stage (0.7 Ohm) of the damper resistor from the TED circuit. The contactor R2 is turned on, which turns off the second stage (0.7 ohm) of the snubber resistor. Turning on the starting damper resistors for some time and weakening the excitation of the 2nd and 1st traction motors causes a decrease in the TED torque, which is necessary to select backlashes in the power transmission of the car.

Tram type Tatra T-3

This makes the initial moment of starting the car smooth.

After switching on the contactors LS and R2, auxiliary contacts of the contactors close the power supply circuit of the armature of the servomotor PM. The servomotor starts to rotate the accelerator spider in the direction from the 1st to the 99th position, removing the starting rheostat from the traction motor circuit under the control of the limit relay OR, maintaining the starting current value, which is determined by the settings of the limit relay. During start-up, the car accelerates with acceleration. The start-up occurs at the lowest current in the traction motor circuit of 200–230 A per car, which corresponds to an acceleration of 0.6 m/s2 with an unloaded car. During the start at the second position of the pedal, the current in the power circuit increases to 280–300 A (in both circuits of the traction motors), and the acceleration increases to 0.95 m/s2.

At the 3rd and 4th positions of the pedal, the current in the RC control coil decreases, and at the 5th position of the pedal, the current in the power circuit increases, respectively, the acceleration of the car increases: at the 3rd position of the pedal - 1.2 m / c2 ; on the 4th - 1.5 m / s2; on the 5th - 1.8 m / s2. At any position of the selected acceleration, the start ends with reaching the maximum weakening of the excitation.

At the 75th position of the accelerator, its cam contactor turns on the M2 contactor coil and the rheostatic start is completed. The accelerator spider rotates further under the control of the limit relay. At the 80th position, the ZR4 cam contactor turns on the F4 contactor, creating the first stage of excitation weakening of the 2nd and 1st traction motors. At the 85th position, the cam contactor 2,8,6 of the accelerator turns on the contactor that creates the first stage of weakening of the 4th and 3rd TED. At the 90th position, contacts ZR5 turn on the contactor, creating the second stage of weakening the excitation of the 3rd and 4th, TED, and at the 95th position, contacts ZR3 turn on the contactor P2, creating the second stage of attenuating the excitation of the 2nd and 1st TED. During the successive activation of the stages of weakening the excitation of the TEM, smaller fluctuations in the traction force of the car are obtained compared to the simultaneous inclusion of both groups of TEMs.

Tram type Tatra T-3

Runout . Returning the foot pedal to the zero position opens travel controller cam contactors JK (except JK3). Contactor coils LS, M1 and M2 continue to receive power. The cam contactor JK2 cuts off the power supply of the coil R1, then the auxiliary contact of the contactor R1 cuts off the power supply of the coil R2 and damper resistors are introduced into the TED circuit one by one. After contactor R2 is switched off, contactors LS, M1 and M2 are switched off by its auxiliary contacts and TEM power supply is stopped. Such a sequence of TED disconnection from the contact network provides a smoother decrease in acceleration, facilitates the operation of the arcing devices of the contactors and the switching of the TED.

The brake contactors B1 and B2 are switched on, the contactor F2 is switched on, which creates the maximum weakening of the excitation of the 1st and 2nd TEM, which reduces the braking force of the car. After switching on the brake contactors B1 and B2, two brake circuits are assembled in the power circuit. The T-3 car does not have a clean run-out, the traction motors operate in generator mode during the run-out. TED groups are connected to each other in parallel according to the cross scheme. The braking current of the armatures of the 3rd and 4th TEMs is closed along the circuit MDR–P1 – OB of the 2nd and 1st TEMs (in parallel, the current flows through the contactor F2 and the inductive shunt) – Р2–В2 – braking rheostat of the accelerator ZR–В1– LO - anchors of the 3rd and 4th TED. Similarly, the braking current of the armatures of the 1st and 2nd traction motors is closed through the circuit MDR-B2 - the braking rheostat of the accelerator ZR-B1-LO-OR-P3 - OB of the 4th and 3rd TED -P4-Sh - armatures 1- th and 2nd TED.

The deceleration from electric braking does not exceed 0.14 m/s2. The direction of the current in the RM armature changes and the accelerator cross under the control of the limiting relay moves from the 99th position to the directions of the 1st position as the car speed decreases.

If the speed of the car increases during coastdown (for example, when driving downhill), then the braking current of the motors will increase, and the contacts of the limiting relay OR will open. In this case, the direction of the current and the direction of rotation of the armature of the servomotor RM will change and the accelerator crosspiece will move in the direction of increasing braking resistance (a braking rheostat is introduced) in the braking circuit. This will continue until the current drops to 25–30 A. Thus, in the event of a coast-down, the accelerator crosspiece fixes the appropriate position in accordance with the speed of the car (a higher car speed corresponds to a higher position of the accelerator).

Tram type K-1

The KPTT-1 electric drive is designed to control operating modes (rheostatless start, field weakening, regenerative braking with a replacement rheostat) and to ensure smooth start and electrodynamic braking of a tram car.

EP performs pulse regulation of voltage and excitation current of TED under the following operating modes of the tram in operation:

- tram movement with different speeds in the range from 5 to 70 km/h;

- the movement of the tram in the "run-out" mode;

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

- rheostatic - in the absence of a consumer.

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

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

The EP circuit also provides for electronic protection and control devices for various deviations of the supply voltage of the contact network (excess, decrease, complete absence).

Tram type K-1 The EP scheme includes the following main units:

disconnector-earthing switch(U7);

main line contactor with electromagnetic current release KM11 (line contactor unit);

auxiliary line contactor KM0Z;

reactor (choke) input

LF filter;

braking and ballast resistors of the power circuit, pointer resistor (R1, R2, R4, R5, R10);

TED M1, M2.

block IP-A, IP-B.

IP-A, IP-B blocks are controlled from the control unit.

The IP block is designed to regulate the operating modes of the TED of one tram car bogie in order to ensure a smooth rheostat-free start and regenerative-rheostatic braking.

Tram type K-1

The IP scheme contains the following main elements:

voltage regulator transistor (RN) VT2;

motor excitation control transistor (RP) VT1;

rheostatic braking control transistor VТЗ;

filter СF1...СF8;

contactor KL1 designed to turn off the power supply unit;

contactors KL2, KLZ for switching the direction of movement;

auxiliary voltage converter (VPN);

current sensor (TA);

contactors KM, KR, KT for switching operating modes;

pulse shaper boards;

power supply unit for control circuits of the IP block;

RCD - circuits that protect semiconductor devices from surges;

F1 fuse.

The operation of the IP block at start-up.

The start mode starts when the pedal of the BKVH travel controller unit is depressed.

At start-up, the TEM is switched on through the IP block after the contactors KM11, KM0Z, KL1, KM are closed.

First, control pulses are applied to the transistor VT2. At the moment of the open state of the transistor VT2, the current of the TED increases and flows through the circuit KL1, KM, in parallel - OBM1, OBM2, R5 and R4, when moving forward - KL2, M1, M2, KL2, when moving backward - KLZ, M2, M1, KLZ , F1 , TA, VT2 , network minus. At the moment of the closed state of the transistor VT2, the current of the TED is closed through the diode module VD5. Due to the energy accumulated in the windings, the current in the TED does not drop to zero.

The described mode corresponds to the minimum value of the starting current with field weakening λ=0.7 and is necessary to select backlashes in mechanical transmission. After the current rises to 25-35 A, the control unit issues a signal to turn on the KR contactor. Resistor R5 is removed from the circuit.

Tram type K-1

After that, the control system, by turning on the transistor of the voltage regulator (PH) VT2 with PWM, within 0.7-0.8 s increases the starting current to the value specified by the angle of pressing the pedal of the block of the BKVH controller.

As the tram accelerates, the fill factor VT2 increases.

When switching to the overrun mode, the contactors KM, KR are turned off and the contactor KT is turned on.

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

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

When launching, the RP enters operation after the completion of the LV operation, i.e. after increasing the filling factor of the PH to the maximum (α=0.99). After the field regulator comes into operation, the voltage regulator transistor opens completely (α=1).

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

When the transistor VT1 is turned on, the excitation windings of the TED are shunted, and the current is forced out of them through the current-limiting resistor R10 into the transistor VT1.

After turning off the transistor VT1, the shunt circuit current will flow through the resistor R4. By changing the ratio of the time of the on and off state of the transistor (pulse duty cycle), the value of the effective resistance R4 changes and, consequently, the degree of weakening of the TED field.

After the completion of the work of the RP, the TED enters the mode of maximum field weakening. In this case, the transistor VT1 opens completely (α=1).

When the current in the TED rises above the set value, the RP automatically starts working again. The voltage regulator comes into operation only after the start mode has been set again.

In the start mode, the frequency of operation of the LV and RP remains constant, equal to 800 Hz, which is provided 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 BKVT brake controller unit. In the braking mode contactors KM, KR are off. The contactor KT turns off (it is on freewheel) and immediately turns on for a short time on<1 с. На это время он своими контактами подключает ВПН в цепь обмоток возбуждения для создания начального магнитного потока.

Control pulses are fed to the transistor VT2. In the absence of armature current, the fill factor increases to the maximum value α=0.99. In this mode, the control system turns on the transistor VT1 with a duty cycle α=1. There is a process of self-excitation of TED.

A current flows through the excitation winding in the circuit: the positive terminal of the VPN, KT, in parallel with R5 and the excitation winding OBM2, OBM1, in parallel with R4 and R10, VT1, 8, the negative terminal of the VPN. The armature current increases along the circuit M1, M2, KL2, F1, TA, VT2, VD4, K07, in parallel with R5 and OBM2, OBM1, in parallel with R4 and R10, VT1, KL2, M1.

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

AT In braking mode, parallel to the excitation winding of the TED, a ballast resistor R5 is connected, which is introduced into the TED circuit in order to ensure the stability of the regenerative mode in cases where the voltage on the TED can exceed the voltage in the contact network.

AT the moment of the open state of transistors VT1, VT2, the current of the TED increases and flows through the circuit M1, M2, KL2, F1, TA, VT2, VD4, K07, in parallel with R5 and OBM2, OBM1, in parallel with R4 and R10, VT1, KL2, M1. At the moment of the closed state of transistors VT1, VT2, the TEM current gradually decreases and closes along the circuit M1, M2, KL2, F1, TA, VD5, KL1, KM0Z, LF, KM11, grounding disconnector, pantograph, contact network, consumer, minus contact network, VD4, K07, parallel to R5 and OBM2, OBM1, R4, KL2, M1. There is energy recovery in the network. In the absence of consumers in the network or their insufficient power, the energy generated by the TED is accumulated in the filter capacitors СF1...СF8.

Tram type K-1

The operation of the IP block in the braking mode

When the voltage on the capacitors CF1 ... CF8 exceeds the level of 720V, the control unit issues a command to turn on the transistor VTZ and the current closes through the resistors R1, R2 to the minus contact network. The energy is dissipated in resistors. The transition from rheostatic to regenerative braking and vice versa occurs automatically depending on the voltage on the filter capacitors. Thus, the servo regenerative braking mode is implemented.

The pulse converter maintains a constant current in the TED down to very low speeds. At a low speed, the braking current in the TED decreases, and if the brake pedal of the BKVT unit is pressed at an angle of >22°, the K07 relay (not included in the KPTT-1) is switched off (speed is approximately Zkm/h). On a signal from the contact of this relay, it turns on. mechanical brake.

The mechanical brake operates in two stages. The signal to turn on the first stage is issued by the control unit, depending on the state of the EP control system. The condition for turning on the first stage is an increase in the duty cycle of the voltage regulator transistors to a value close to the maximum (occurs at low speeds), or a failure of the electrodynamic brake in both bogies. When the anti-skid protection is triggered, the activation of the first stage of the mechanical brake is blocked in the control unit circuit.

The second stage of the mechanical brake comes into operation after the braking current decreases, after the relay K07 is turned off. The tram car will be braked by the full application of the mechanical brake (second stage) if the driver depresses the pedal of the BKVT brake controller unit at an angle > 22° (2° before the "Park" position). Therefore, it is necessary that the driver, at each stop, press the brake pedal to the “Parking” position, in which it is fixed.

In the event of failure of the electrodynamic brake on both bogies, the entire braking torque is taken over by the mechanical brake with the efficiency of its first stage when the brake pedal is depressed at an angle<22°, и эффективностью своей второй ступени при угле нажатия >22°.

at least 65

electric furnaces

Tatra T3- tramcars manufactured by ČKD-Prague from 1989 to 1989. A total of 13,991 wagons were produced. They were mainly popular in Central and Eastern Europe, including the USSR. In limited quantities, trams of this model were supplied to some other socialist countries.

When designing, it was assumed that Tatra T3 trams should have a passenger capacity no less than Tatra T2 cars, and at the same time be no more difficult to manufacture. The cars were delivered to all cities of Czechoslovakia. Over 1000 of these trams were delivered to Prague. Tatra T3 is still the main type of tram cars in many Czech cities. Many cars of this type have been modernized. The number of upgrade options is very large.

Design features

Cars of the Tatra family do not have pneumatic equipment. Therefore, the equipment consists of mechanical and electrical. Mechanical include: body, chassis, braking devices and auxiliary mechanical equipment. Mechanical equipment includes braking devices and a body heating and ventilation system. The car body has a rigid all-metal supporting structure and consists of a frame and stamped roof and side frames with side sheathing and roof sheets welded to them. The front and rear frontal walls of the car are made of self-extinguishing fiberglass.

Modifications

The plant produced several modifications for certain countries.

Tatra T3SU

Just like the T2SU, until 1976, the T3SU cars were delivered in a modification without a middle door - two additional rows of seats were installed in its place. With the transition to conductorless service, wagons with a middle door began to be delivered. However, a significant part of the bodies of the three-door T3SU retained a noticeable difference from cars for other countries: the location of the service ladder to the roof near the rear, and not the middle door. In the picture below of the Kyiv T3A trams, this feature has a tail car. Head, later series, unified with cars for Czechoslovakia and other countries. The control cabin was isolated from the passenger compartment by a solid partition, unlike the T3CS, which initially had a glazed upper half of the partition and doors. Some car units have been modified to work in difficult climatic conditions typical for Russia. A total of 11,368 T3SU cars were delivered to the USSR. This is a unique case - the supply of cars of this type to the Soviet Union became the world's largest series of identical trams sold to one country. However, this fact had a downside: the USSR, as the main customer of the ChKD plant, demanded one and only one type of car for too long, which greatly slowed down the development of new series, and above all.

Tatra T3SUCS

Wagon scheme

Production of the original T3 ceased in 1976 (with the exception of two coaches for Kosice in 1980). However, due to the fact that in the early 1980s it was necessary to replace a significant number of those that had exhausted their service life and, due to the unavailability of the promising model KT8D5, the higher price of the base model T3 with the outdated TISU TV1 (and the unwillingness of the transport department to overpay for an outdated model), it was decided the decision to supply Czechoslovakia with an export model with classic electrical equipment - even more outdated, but cheap. Thus appeared T3SUCS, an export modification on European gauge bogies. Since the completion of the KT8D5 dragged on much longer than expected, the production of T3SUCS continued until 1989. Structurally, T3SUCS practically does not differ from the export version of T3SU.

Tatra T3D

Wagons destined for the GDR. Since 1968, they were delivered to Karl-Marx-Stadt (Chemnitz), and from - to Schwerin. They were operated in trains according to the scheme motor + motor, motor + motor + trailer and motor + trailer. Similar B3D wagons without traction electrical equipment were used as trailers. The maximum speed of a train with trailer cars was 55 km/h versus 65 for a train with all motor cars.

Tatra T3YU

Wagons destined for Yugoslavia. Delivered from to 1969 in Sarajevo and differed in the location of the pantograph - it was not above the front, but above the rear cart. Since 1968, cars of this modification, adapted for 1000 mm gauge, have been delivered to Osijek (already with the traditional pantograph arrangement). 4 cars of the last delivery (in 1982) had equipment similar to T3D, and therefore could be operated with trailers - 4 B3YU trailer cars were delivered with them.

Tatra T3R

Wagons destined for Russia. The last cars produced by ČKD before bankruptcy in 1997-1999. through a deep modernization of the bodies of Tatra T3 cars. In total, 8 wagons were manufactured for delivery to Izhevsk and Samara, however, due to the economic crisis of 1998, instead of four wagons, Samara bought only two. The two T3RF cars remaining in the Czech Republic were purchased in 2002 by transport company Brno already after the bankruptcy of ČKD (for Brno, the cars were modernized and passed according to the documentation as T3R-BN1). In the T3RF upgrade, bodywork and design from the T3R wagon were incorporated, with electrical equipment from the T3M.3.

Modernization of trams Tatra T3

Modernized tram in Brno

In many cities in the Czech Republic, Slovakia, as well as the former USSR, East Germany, Romania and Yugoslavia, T3 tram cars have taken root. Drivers, service personnel, and passengers are used to them. In many cities, for example, in Moscow, in Volgograd, in Odessa, in Kharkov, a reliable repair base for these cars was organized. The city authorities decided that it would be much more profitable for them not to buy new trams, but to modernize the Tatry T3. Depending on the city, depot and other factors, modernization includes:

• fundamental restoration of the body,
• installation of new traction motors,
• installation of a thyristor-pulse or transistor control system,
• refurbishment of the passenger compartment.

Modernizations

Tatra KT3

KT3 car in Kyiv

Tatra KT3- this is the designation of one of the modernization of Czechoslovak-made T3 trams.

Carriage KT3 (it looks like, for example, Tatra K3R-NT), assembled from two Tatra T3 trams. A section with a lowered floor level is inserted into the middle and two joints connecting the central section with the first and third. In addition, a control system of the TV Progress type was installed, the salon and cab of the tram driver were modernized. The tram also received new fiberglass masks front and rear. The pantograph and doors have not been replaced.

Tatra T3AS

Modernized Tatra T3AS in Bratislava

Tatra T3AS- a type of tram that arose as a result of the modernization of the Czechoslovak tram Tatra T3.

In 2000 and 2001 the T3 trams were upgraded. Former number - # 7707, this tram as Tatra T3 was released in 1976. In 2000, the Pars Nova companies with Šymperku modernized this tram car into the T3AC type.

The Tatra T3AC concept is very similar to the T3S tram. The body remained the same, the interior trim and the cab of the tram driver were updated. The tram received a new semi-pantograph, four doors were installed. In addition, the front and rear masks have been changed. This modification of the tram was delivered only to Bratislava.

Modernization in Germany

CME from T3DC cars on Oboronnaya Street in Tula

Main article: Tatra T3DC

The cars of this series represent a deep modernization. In the second carriage of the train, the cab was removed, instead of it a shunting console, leaning-sliding doors, new windows with folding windows were installed, in the first carriage the cabin was expanded due to half of the first door, electronic route indicators were installed above the windshield, the middle door and at the end of the car, a semi-pantograph , thyristor-pulse control system, seats were replaced in the cabin and heat guns were installed. Modernization of T3 to T3DC was carried out at Siemens AG in 1993-1995. In 2005-2006, these cars were mostly decommissioned in Germany and began to be sold in large quantities to the cities of the former USSR.

Modifications in Moscow

Modernized tram in Nizhny Novgorod

In Moscow, Tatra T3 cars have been modernized at the TRZ Tram Repair Plant of the State Unitary Enterprise Mosgortrans since 1998. The cars modernized at the TRZ plant are distinguished by the following designations (series):

• TMRP-1 (T atra M modernized R Russian P enterprises). In 1998, the Tram Repair Plant, in cooperation with CJSC Agency for Investments in Industry and LLC NPP Technical Center GET, based on car T3 No. 2813, an experimental modernized car of the TMRP-1 series was manufactured. The TMRP-1 car was distinguished by a new design of the front and rear end parts and tilt-sliding doors. The thyristor-pulse control system TISU was used on the car MERA-1 and bogies manufactured by UKVZ. The car was controlled by a manual controller. After the depot them. Bauman tests and identification of certain technical and design flaws, the car was not allowed to operate with passengers and was transferred to the Museum of Urban Passenger Transport. Based on the first unsuccessful experience, in 1999, from the T3 car No. 3303 of the Krasnopresnensky depot and the T3 car No. 2924 of the Depot named after. Bauman, the following two cars of the TMRP-1 series were manufactured. The cars differed from the experimental one in terms of the design of the front and rear end parts and the control panel. Car No. 2924 began to work at the Depot. Bauman on route No. 11, and then on route No. 17. Car No. 3303 was tested at the Krasnopresnensky tram depot on route No. 27 without passengers and was subsequently transferred to the depot. Bauman, where he received tail number 2301. At the same time, car 2924 was assigned the number 2302. Both cars had constant problems with TISU MERA-1 and already in 2003 they were removed from operation. Subsequently, the cars were sent to the TRZ plant, where they were re-modernized to the MTTC series with the return of the classic Tatra T3 design to the cars.
• MTTM (M modernized T atra T rz M osqua). Option for modernization of Tatra T3 wagons with electrical equipment of the Hungarian company GANZ-Transelectro(except for car No. 3343, which has electrical equipment TV Progress, similar to the cars of the MTTC series). Years of production: 2002-2004. Modernized T3 cars of the MTTM series are operated at the Krasnopresnensky tram depot (No. 3). Board numbers: 3343-3354 and 3356-3367. The wagons are not adapted to work on the system of many units (CME). Due to the cessation of production of equipment for electric transport by GANZ-Transelektro, the depot has problems with spare parts for the electrical equipment of MTTM cars. There are plans to gradually replace Hungarian electrical equipment with Russian (ASK or EPRO).
• MTTA (M modernized T atra T rz AND synchronous drive). Modernization option for Tatra T3 wagons with AC traction drive and asynchronous electric motors. Ten cars were manufactured with tail numbers 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 the Krasnopresnensky tram depot ( No. 3). Car 3355 was produced in 2004 and equipped with an EPROTET-300 traction drive manufactured by CJSC Firma EPRO (St. Petersburg). Car 3390 was produced in 2006 and was equipped with a Dinas-301A traction drive manufactured by the Dynamo plant (Moscow). In operation, the Dinas-301A equipment proved to be extremely unsuccessful and in 2009 the TRZ plant replaced it with EPROTET-300, similar to that used on car No. 3355. In 2010, the production of MTTA series cars was resumed. 3390, have the ability to work on the system of many units (CME).

• MTTD (M modernized T atra T rz D inamo). A variant of the modernization of Tatra T3 cars with Dinas-309T electrical equipment manufactured by the Dynamo plant (Moscow). Modernized T3 cars of the MTTD series are operated at the Tram Depot named after. Apakov (No. 1). Board numbers: 1300 (experimental, released in 2003) and 1301-1318 (released in 2005). They mainly work along route A. They cannot walk on the system of many units. In operation, the Dinas-309T equipment proved to be extremely unsuccessful, and due to the liquidation of production at the Dynamo plant, the depot is unable to purchase spare parts for electrical equipment. Part of the cars is idle due to a malfunction of electrical equipment. In 2008, at the TRZ plant, on cars No. 1307 and 1309, the Dinas-309T electrical equipment was replaced with TP-1, manufactured by Automated Systems and Complexes CJSC (Yekaterinburg), after which these cars received the designation MTTE. In the future, it is planned to gradually re-equip the remaining MTTD cars into the MTTE series.

Upgraded wagon Tatra MTTC

• MTTC (M modernized T atra T rz H echiya; MTTC on the TRZ website). Modernization option for Tatra T3 wagons with TV-Progress electrical equipment manufactured by CEGELEC (Czech Republic). Years of production: 2004-2009. A total of 124 cars were produced. Operated in the Krasnopresnensky tram depot (No. 3) with tail numbers: 3368-3389 and 3391-3464, and Depot them. Apakov (No. 1) with tail numbers: 1319-1346. With the exception of cars 3368-3389, cars can be operated by two-car trains on a many-unit system. At the tram depot Apakova, all MTTCs run on the CME on the 1st and 26th routes.
• MTTE (M modernized T atra T rz E katerinburg). A variant of the modernization of Tatra T3 cars with electrical equipment manufactured by ZAO Automated Systems and Complexes (Yekaterinburg). In 2008, on the previously modernized MTTD cars No. 1307 and 1309, the Dinas-309T electrical equipment was replaced with TP-1, manufactured by Automated Systems and Complexes CJSC (Yekaterinburg), after which these cars received the designation MTTE and were coupled by a two-car train using a system of many units (CME). Now the gradual conversion of the remaining MTTD cars into the MTTE series has begun.
• KT3R ("Cobra") (depot named after Bauman (No. 2) No. 2300, route No. 17) - assembled at the TRZ on the basis of two T3 bodies (delivered from the Czech Republic), has 2 articulation units and an average low-floor section.

Modifications in Kyiv

In Kyiv, the first modernized Tatra T3 was the depot car named after. Shevchenko 6007. Modernization consisted in the installation of a Czech thyristor-pulse control system (TISU) manufactured by ČKD Trakce a.s., as evidenced by the inscription on the side of the car. In 1997 car 6007 was decommissioned and scrapped in 2000.

The second after more than 5 years was car 5778 from the Lukyanovka depot: a transistor control system (TrSU) "Progress" was installed on it. This was the beginning of the modernization of the Tatras T3 in Kyiv. Soon some wagons of the depot them. Krasin's 59xx series were overhauled and equipped with the Progress TRSU, receiving the unofficial name Tatra T3 Progress. This modernization was carried out by the Darnitsky depot, where the cars remained for operation. Such cars outwardly differ slightly from the usual Tatras T3 in the design of the cab and rear, but the main difference is the TRSU. Currently, all "Progress" belong to Darnytskyi TRADE.

In addition to the ordinary modernized Tatras T3 in Kyiv, there are fourteen cars of the Tatra KT3UA type No. 401-414 (in terms of 20 such trams for ST), which were nicknamed "Cobra". All of them are located in the Shevchenko tram depot. The car is made of two Tatra T3 cars with the insertion of a new middle low-floor section. The main work on the first car was carried out in the Czech Republic at Pars Nova a.s. ", it was finally completed in the Darnitsa depot. The "Cobra" for Krivoy Rog was similarly made. Currently, the new Cobras are being manufactured by the Kyiv Electric Transport Plant in cooperation with Czech specialists. Kyiv "Cobras" operate on reconstructed light rail routes (No. 1, 2, 3).

Modifications in Odessa

Modernization of Tatra T3 cars is carried out by tram depots No. 1 and No. 2, as well as car repair workshops, which are located on the site of the former depot No. 3 (Ilyich). The works were started in 2001 and are carried out in accordance with the Urban Transport Development Program. Until 2010, it was planned to modernize 96 cars, which is 1/3 of the entire fleet. Thus, Odessa has become the third city in the territory of the former USSR after Moscow and Riga, where a radical modernization of these cars is being carried out with the extension of their service life by 15 years. Unlike Moscow TMRP cars, appearance Odessa wagons changes slightly.

In the process of modernization, the body is restored, new route indicators with remote control are installed, including the rear one in the upper part of the body, which is not provided for on cars of this model, the cars are equipped with a transistor control system manufactured by Cegelec a.o., Czech Republic. The interior of the cabin is completely updated (new seats, now installed in one row on each side, new handrails and trim) and cabins, an LED information board is installed in the cabin with information about the street along which the car is traveling and the next stop, as well as autoinformer. The driver only enters a special parameter of the corresponding route and, without leaving the cab, the desired route is set on all external signs, and the next stop is displayed on the board in the passenger compartment. Also, according to the specified parameters, automatic announcement of stops is made.

For the first time in Odessa, a semi-pantograph was used on modernized cars, about which a few words should be said. The first carriages were fitted with imported pantographs, which were folded electrically. On car 4062, a Ukrainian-made semi-pantograph produced by YuzhMash with manual folding was used. But the elegant semi-pantographs turned out to be very fragile and unreliable in operation, and after serious breakdowns they were replaced by ordinary pantographs of the KE-13 type manufactured by ČKD-Praha. Since 2003, semi-pantographs have not been used on new cars.

The cars were not originally designed to work as part of trains, however, 6 cars in 2005, 2008 and 2012 retained low-voltage circuit sockets. In 2008, the first train of the modernized cars 3331 and 2976 was made up for a short time, the second train of the cars 2948 and 2978 went to route 28 for a week in a row in the summer of 2011, and the train 2955 + 3306 was only on trial. Information - ,

At the moment, 113 cars have been modernized, 111 cars are in operation, (2 burned down (4020, 4077) and other cars were restored instead (4024 became 4020, 3311 became 4077). As of June 2012, the rolling stock modernization program in Odessa has been completed .

Modification in Riga

In Riga, the tram uses a rod-type pantograph, which eliminates the need to modernize the intersections with the trolleybus contact network. Direct modernization (renovation) of the cars included mainly the replacement of the control system: the accelerator with TISU.

Modifications in Kharkov

At the Kharkov Carriage Repair Plant, several Tatra T3 cars were converted into motor-cargo platforms (below, 2 illustrations on the left), one car was converted into a contact network laboratory (VKM-0403).

T3VPA- passenger modification of the car Tatra T3 developed in 2008. The car has a thyristor-pulse control system based on Siemens equipment. Doors are planetary, in a combination 2-2-2. The interior is illuminated by two lines of fluorescent lamps. A noteworthy fact, in June 2009, during the transfer to linear operation at the Saltovskoye depot, they made a mistake when applying the number, and the first car received the number 4110, not 4101. Within 2 years, 4 cars were built, at the moment production is suspended. Car 4110 has been in operation since April 2011 with the middle door inoperative.

Motor cargo platform MGP-1 based on Tatra T3, front view	MGP-1 in