Electric train "Lastochka. Alexander Saltaev, General Director of the Ural Locomotives Plant

Carriage building plants are enterprises of transport engineering that produce passenger and freight cars for the needs of railways.

In accordance with technical specifications wagons produced at wagon-building enterprises are classified:

• by the number of axles (four-, six-, eight-axle, multi-axle);
• according to the technology used in the manufacture of the body, and the type of material (all-metal, with a body made of light alloys, with metal or wood lining);
• according to the structure of the chassis (non-bogie or bogie);
• by carrying capacity;
• by load per 1 linear meter of railway track;
• by size;
• by the tare weight of the wagon;
• for axial load.

Carriage Building Plants replenish the Russian car fleet with four-axle all-metal cars (compartment cars, reserved seats, cars for interregional traffic, luxury cars), restaurant cars, postal, baggage, postal-luggage cars, special-purpose cars.

Freight cars produced by Russian car-building enterprises are covered cars, platforms, gondola cars, tanks, isothermal cars, hopper cars, special-purpose cars (for example, for the transportation of radioactive waste).

In addition, car building plants produce self-propelled motor electrified cars for electric trains, subway and diesel train cars, tram cars, as well as bogies for passenger cars and wheel sets.

Carriage building enterprises have main and auxiliary production. The main workshops are:

• car assembly;
• casting;
• cold press;
• forging and pressing;
• cart;
• frame-body;
• woodworking;
• headset.

Auxiliary production processes carried out in workshops

• instrumental;
• boiler room;
• electric power;
• motor transport;
• painting;
• experimental;
• mechanical repair;
• experimental products.

AT modern technology Various technological processes are widely used in car building - mechanical, electrochemical, thermal, acoustic, electrical, chemical, etc. New cars are created using economical materials, light alloys, welded structures. New progressive methods of forging and casting are being introduced into production. Standardization and unification of parts and assembly units ensures their interchangeability.

The history of Russian carriage building began in the middle of the 19th century. The first carriage structures for the Russian railway were created at the Sormovsky, Putilovsky, Kolomna, Bryansk, Petersburg, Upper Volga, Mytishchi plants.

The operation of the train is possible at an ambient temperature of +40 °C ... -40 °C without any special restrictions, taking into account the conditions of the maritime climate. Limit operating temperatures for safety system equipment located openly outside the car and without heating are +50 °C … -55 °C. In the production, special materials are used that are suitable for operation in these temperature ranges.

Along with a wide temperature range, different climatic zones of operation are taken into account, which is why measures have been taken to prevent the accumulation of ice, snow and condensate in various parts and units of the rolling stock, for example, by means of hermetic insulation of components, installation of local heating systems and drainage systems.

Regulatory requirements for electromagnetic compatibility in Russian Federation much more stringent than European requirements. As a result, numerous measures have been taken to reduce electromagnetic radiation such as installation of EMC filters, shielding, etc.

Due to the difference in track gauge from the Western European one and taking into account the conditions regarding the condition of the track, the bogie of the trains of the Desiro RUS (Swallow) series has been improved.

Russian systems were integrated into the train and improved accordingly: BLOCK traffic safety and technological radio communications. Modern equipment is used for the traffic safety system. For technological train radio communication, a system is used that uses traditional Russian frequencies of 2 MHz and 160 MHz, which also allows the use of a digital radio communication system of the GSM-R standard (voice transmission) 900 MHz and a digital radio communication system of the TETRA standard (voice and data transmission) 460 MHz.

In order to ensure continuous diagnostics of the state of the BLOCK system and the train radio communication of the electric train, they are connected to the train control system.

If it is necessary to increase passenger capacity, the design of the electric train allows you to connect two trains of the same type into one train. Each head car is equipped with a Scharfenberg type automatic coupler, which provides automatic mechanical connection, as well as automatic connection of electric and pneumatic systems of trains. Special adapters are included in the scope of delivery for connection with the SA-3 automatic coupler used in Russia.

The frame of the car body is a load-bearing welded lightweight integral structure using extruded aluminum profiles and performs the necessary load-bearing function for the payload and all parts and components mounted in the body.

The bodies of the head cars are additionally equipped with steel modular blocks for protection against collisions. These blocks are mounted to the A-pillars of the aluminum bodywork and serve to absorb energy during collisions.

When designing and manufacturing, the requirements of Russian standards for the resistance of the body and hitch to shock loading were taken into account.

Approximate image of the car body and crash elements of the head car

A video surveillance system is installed on the train both inside the passenger compartments and outside the train to control the passenger compartment and the process of boarding and disembarking passengers.

The placement of train equipment on the roof and in the undercarriage space made it possible to maximize the use of the internal space of the cars for accommodating passengers.

The design of the passenger compartment ensures the safety of passengers during their movement in the cabin.

Coach

Doors of inter-car passages are located at both ends of each car.

Structurally, all the doors of intercarriage passages are made in the form of double-leaf fire-prevention sliding doors. They have appropriate frames, fire-resistant glazing and suitable seals.

The gangways are completely surrounded by weather-resistant soufflés.

The ceiling elements form the upper decorative end of the interior area of ​​the passenger compartment and contain integrated lighting, loudspeakers, electrical lines and ventilation grates(for the air conditioning system). Cladding elements are designed in such a way that there are no sharp corners and edges. There are no protrusions and "open joints" between the individual elements. The covering of a row of luminaires closes the screw connections located behind it.

The train is equipped with seats of increased comfort and seats for the passenger compartment.

Seat arrangement in the cabin of increased comfort: 2 + 2.

Seat arrangement in the passenger compartment: 2 + 3.

Reclining seats are installed in the multifunctional areas.

The prepared supply air is distributed through the air ducts.

The electric train of the Desiro RUS (Swallow) series is equipped with two blocks of sanitary equipment in a 5-car train. The blocks are located, respectively, in the head cars of the train and are universal bathrooms with special equipment for people with disabilities.

bathroom

For transporting skis during the Sochi 2014 Winter Olympics in each head car next to the rear outer entrance doors a special folding holder is provided, which prevents them from falling while driving.

In addition to the luggage racks, there are two luggage racks in each car for transportation of oversized luggage.

Multifunctional area with luggage racks, ski holders and space for wheelchairs

Each car is equipped with a compact climate control unit installed on the roof of the car body. Each lead car is also equipped with a compact air conditioning system for the driver's cab, which operates independently of the air conditioning system in the passenger compartment. Disinfection of recirculated air is carried out using ultraviolet radiation.

Under normal operating conditions, the climate system provides air exchange, heating and air cooling in the passenger compartments and the driver's cab.

Electric trains of the Desiro RUS (Lastochka) series are produced in a two-system design with the possibility of being powered by two types of current - 3 kV direct current and 25 kV, 50 Hz AC.

The electric train in the main composition consists of two motorized head and three non-motorized cars.

Types of wagons and their basic configuration

Wagon type A, B

Main Components

Container with traction converter (pulse inverter and four-quadrant regulator) and container cooling unit;
braking resistor;
motor carts;
sandbox and sand dryer;
BLOCK system;
train radio installation;
climatic installation of the driver's cab;

braking system at 160 km / h (braking control unit),
pneumatic system .

Internal layout

Internal equipment

driver's cab;
salon of increased comfort;
passenger cabin;
toilet.

Car type C, E

Main Components

current collector;
container with main transformer and mains filter choke;
container with auxiliary converter and charger;
cooling unit for line filter choke, auxiliary converter and battery charger;
main switch 3 kV DC and 25 kV AC;
accumulator battery;
auxiliary compressor;
non-motorized carts;
entrance under platforms 200, 1100 and 1300 mm;
pneumatic system;

climatic installation of the passenger compartment;
central control unit.

Internal layout

Internal equipment

Passenger cabin.

Wagon type D

Main Components

Non-motorized carts;
compressors;
entrance under platforms 200, 1100 and 1300 mm;
160 km/h braking system (brake control unit)
pneumatic system;
parking spring brake,
container with equipment 380 V;
climate control in the passenger compartment.

Internal layout

Internal equipment

Passenger cabin.

In order to overcome the technical and technological gap between Russia and the advanced countries of the world in terms of the level of development of railway technology, it was decided to establish a joint venture with Siemens AG in the Russian Federation to produce electric trains of the Desiro RUS series. As part of this task, on September 21, 2010, Russian Railways entered into a contract with Siemens AG for the purchase of 16 electric trains for suburban passenger transportation with the start of localization of their production in the Russian Federation. According to the terms of the contract, the level of localization of the production of electric trains should reach about 35% in 2014. In the future, it is planned to increase the number of electric trains produced by the joint venture based on the Desiro RUS electric train. From 2017, the level of localization of their production should be at least 80%.

In the context of increasing competition in the transport market and increasing customer requirements for improving the quality of services provided, a systematic increase in the efficiency of the railway complex can be achieved solely through the implementation of breakthrough solutions. This project is one of the strategic directions of the company's development for Russian Railways.

Localization project for the production of electric trains of the Lastochka series

In May 2010, at the International Forum in Sochi, a 3-sided memorandum was signed, laying the foundation for the organization of production in Russia of modern electric trains with an asynchronous traction system. "On the production, supply and maintenance of modern Russian electric trains". In accordance with the Memorandum, Siemens AG is organizing a joint venture in Russia for the production of electric trains of the Desiro Rus series. These electric trains will be manufactured by the joint venture on the territory of the Russian Federation on the basis of Olympic electric trains. The first finished electric train should be delivered in 2015, while the share of components and parts of the train produced in the Russian Federation should reach 80% by 2017.

The capacity of the joint venture is calculated to produce up to 200 railcars per year.
In 2010, Russian Railways, together with Siemens AG, conducted a comprehensive analysis of all possible production sites, as a result of the work done, the production site of CJSC Sinara Group in Verkhnyaya Pyshma, Sverdlovsk Region was selected.
On November 18, 2010 in Yekaterinburg Russian Railways and Siemens AG entered into an agreement to establish an engineering center for the development of multi-unit rolling stock.
To implement the intentions of the parties, an Engineering Center will be created, which will become a specialized unit in the structure of the joint venture for the production, supply and maintenance of modern Russian electric trains. The main activities of the Engineering Center will be: development of design and technological documentation based on the norms and rules applied in the Russian Federation, taking into account the introduction of new technologies, in order to manufacture electric trains of the Desiro Rus (Swallow) series at a joint venture; ensuring the transfer of technology to Siemens AG for the production of electric trains.
On May 20, 2011, in Verkhnyaya Pyshma, the partners of Siemens AG, CJSC Sinara Group, registered a joint venture LLC Siemens Train Technologies
On June 01, 2011, within the framework of the VI business forum "Strategic Partnership 1520", a trilateral agreement was signed on the main terms of the contract for the supply of 1200 Desiro Rus electric train cars, localization of their production and main technical characteristics.
joint venture(hereinafter referred to as the JV) for the production of new generation electric trains is an innovative high-tech project focused on the localization of transport engineering production on the territory of the Russian Federation, capable of meeting the requirements of the modern Russian market.
The creation of a joint venture for the production of new generation electric trains is focused on the following tasks:
- Filling and expanding the market niche of new generation electric trains, currently used electric trains of domestic series are outdated physically and morally, they do not meet the world requirements for comfort, safety, speed of transportation, they were created using technologies developed several decades ago.
- Strengthening cooperation between Russian Railways and global companies involved in the production of railway transport. Technological transfer with the involvement of a global foreign engineering company will be the first example of a joint venture with integrated production from minimal structural elements to the creation of finished products on the territory of the Russian Federation. The preparation of many Russian enterprises in the structure of Russian Railways and outside it for the production of components for electric trains of the Lastochka series (Desiro Rus), corresponding to Western models of machine-building products, stimulates investments in the modernization of production and partial retraining of personnel at these enterprises, contributing to, thus, maintaining the competitive level of the industry as a whole.
- Creation of our own machine-building base, obtaining foreign technologies and adapting them in the Russian Federation, exchanging experience, while creating a new machine-building enterprise- part of the work to update the worn-out production base created in the USSR. The creation of a production facility that meets the new standards of technological safety and equipment should be a stimulating factor and vector in the modernization of other enterprises in Russia.
Currently, the Lastochka project is one of the largest technology transfer projects in Russia. Such a model is the optimal solution for this joint venture due to the possibility of solving the key tasks facing high-tech engineering in Russia. Among them is the solution of problems associated with the acceleration of the pace of bringing new products to the market, as well as the use of the existing scientific and technical base.

AT recent times there is a whining of style: but before we did all the passenger rolling stock ourselves, but now we can’t do it without Siemens, an example of whining.

I find it difficult to say what is more in this whining: complete ignorance, illiteracy - or outright lies, because the situation is exactly the opposite: over the past + -15 years, the production of passenger rolling stock has been created in Russia, which has never been in Russia before.

1. Diesel trains.

These workers of suburban and interregional routes were not previously produced in Russia. The main diesel train of the railways of the USSR was the Hungarian train D-1 of the Ganz–MÁVAG plant:

Them in the USSR in 1964-1988. 605 trains were delivered (plus 89 trains of its ancestor of the D series), 2540 cars - 1210 motor and 1330 trailers. Since 1982 trailer cars for these trains have been produced in Romania.

The second most important were diesel trains produced by the Riga Carriage Works, their list is DR-1: 55 compositions of the basic model, 211 of model A, 80 of model P:

In 1997, our now Mytishchi Metrovagonmash launched the production of the first domestic diesel train of a new generation RA1 (91 trains were produced), since 2005 - RA2 (more than 100 trains):

Thus, in the shortest possible time, Russia not only abandoned the import of diesel trains, setting up their own production from scratch - but also exports them. The photo above shows one of the 12 diesel trains we delivered to Serbia.

2. Electric trains.

I don’t take the shaggy times when in 1929 the assembly of British Vickers electric trains was organized at the Moscow Dynamo plant, but it is known that in modern times electric trains of no Russian origin were massively used on the roads of the USSR. Riga car building plant produced several models of electric trains, the most massive of which was ER2, they were produced in various modifications of about 7,000:

The first Russian-made electric train - at first only one car, similar to the Riga ER29 and hooked into the same Riga ER2 electric train - was built at the Demikhov Machine-Building Plant in 1993, and in the same year - the ET2 train in Torzhok. Currently, domestic electric trains of various models have been developed and mass-produced in Russia, in the picture - ED4MKM-AERO:

In addition, Swallow is also an electric train. At present, Ural locomotives are completing the construction of a plant for the production of this electric train in Verkhnyaya Pyshma, Sverdlovsk Region.

3. Passenger electric locomotives.

Actually, passenger electric locomotives were not developed and were not produced not only in the RSFSR, but also in the USSR in general. Because of this, passenger trains were served by converted freight electric locomotives (freight-passenger) - which is not good, and the size of production was small: say, VL60P (i.e. converted into passenger) 301 units were produced.

The main passenger electric locomotives in the USSR were the Czechoslovakian Skoda electric locomotives (they were based on an electric locomotive of the Swiss company Winterthur with a Secheron drive, the Czechs bought a production license from them).

The USSR bought them in bulk:

direct current - ChS1 (102 units, 1957-1960), ChS2 (944 units, 1963-1973), ChS2M (2 units, 1965), ChS2T (119 units, 1972-1976), ChS3 (87 pieces, 1961), ChS200 (12 pieces, 1974-1979), ChS6 (30 pieces, 1979-1981), ChS7 (291 pieces, 1981-2000)

alternating current: ChS4 (230 units, 1965-1972), ChS4T (510 units, 1971-1986), ChS8 (82 units, 1983-1989) -

In addition, the USSR purchased electric locomotives in Germany - from Siemens-Schuckert, model K:

I found them, they traveled with us in Bataysk until 1978.

The USSR also bought electric locomotives in France - from Alstom, model F:

These electric locomotives operated in 1959-1987, a total of 50 units were purchased.

Currently, all passenger electric locomotives are designed and manufactured in Russia., in the picture Novocherkassk EP20 dual power supply (both AC and DC):

In this way, in the shortest possible time, Russia has developed and mass-produces what it did not produce before, but imported.

4. Long-distance passenger cars and dining cars.

Back in 1971, the workers of the GDR from VEB Waggonbau Ammendorf solemnly reported on the transfer of the 12,000th long-distance passenger car to the Soviet railways. The day when the 13,000th wagon will be delivered is not far away, the workers of the plant assure:

Maybe someone forgot (or pretends to) - but this is what was imported into the USSR:

In total, as of 1985, almost 30,000 wagons were imported from the GDR alone - 22,200 wagons from the Ammendorf factory and 5,200 from Görlitz. For 1986-1990 it was planned to deliver another 5,000 wagons.

Currently, Russia has completely abandoned the import of passenger cars and produces everything itself:

5. RIC class cars.

I singled them out separately, because if compartment cars were massively imported in the USSR, but they were still produced in the country - and international cars were never developed and were not produced in any Russian Empire, nor in the USSR, everyone was only imported.

At present, Russia has completely abandoned their imports, has developed and mass-produces RIC class cars:

6. Passenger cars for narrow gauge railways.

The basic passenger car of narrow-gauge railways in the USSR was a car purchased in Poland, manufactured by Pafawag, series 1Aw / 2Aw / 3Aw. A total of 560 units were purchased.

Oh, I traveled on them as a child - Pafavagi, after all, we went along Zhukovsky, Kratovskaya Railway, just from there and the photo:

Currently, Russia switched to its own development and production of passenger cars for narrow gauge railways, in particular, they are produced by the Kambarka Machine-Building Plant in Udmurtia, model VP750.

At the production site in Verkhnyaya Pyshma, where Lastochka high-speed electric trains and several types of locomotives are produced today, walking excavators were once supposed to be produced for work in Siberia and the Far East. But perestroika happened, and instead of quarries, excavators went nowhere. The site gradually turned into a wasteland. New life began here in 2004: Sinara Group launched the production of locomotives in this territory.

A few years later, another production was added to the previous production: in 2010, Siemens and Sinara launched the production of high-speed electric trains, and in 2011 signed a contract with Russian Railways to supply the carrier with 1200 cars from 2015 to 2020. This required a separate workshop. It was built in two years, equipping a site of 90 thousand square meters. m with all the necessary equipment. The first train left the shop in the spring of 2014.

The production of "Lastochkas" - from body welding to commissioning and testing of electric trains - is located under one roof. In 2014, the company began to produce bogies for high-speed trains - the first in Russia.

Alexander Saltaev, General Director of the Ural Locomotives plant:

The design capacity of our plant is 250 cars for high-speed electric trains per year. So far, we are producing 150 cars. Next year we want to significantly increase this figure - up to 220 cars.

Cars are the main unit of production of electric trains at Ural Locomotives. It would be possible to count on trains, but it would be wrong, the top manager of the enterprise explains. “Most of the trains that we have already released are five-car trains. But we can also assemble a train of three or seven cars, depending on where it will go,” Alexander Saltaev clarifies.

The first seven-car trains should appear next year - they will be sent to the Moscow Central Ring. Three-carriages are relevant for such regions as, for example, Khanty-Mansi Autonomous Okrug.

The Moscow Central Circle today is one of the main consumers of the Ural Lastochkas. Especially for the MCC, the plant modified the Lastochka Standard, which had previously been produced: in particular, they expanded the aisles, installed additional handrails, bike parking, and increased the number of electrical outlets so that as many passengers as possible could recharge their cell phones or work on a laptop.

How to produce "Swallow"

For motor cars (these are the first and last cars in the composition), there are a little more operations - engines are first installed in the undercarriage bogies. By the way, the engine is the little that remains in the "Swallow" from the "German" past.

Jörg Liebscher, Director of the Mobility Department at Siemens in Russia:

Siemens supplies traction motors and line filters for Lastochka, which we produce at our factories in St. Petersburg and Voronezh.

Further development The plant is primarily associated with the development of new modifications of the Lastochka.

Alexander Saltaev:

Diesel and diesel-electric trains, according to the management of Ural Locomotives, will be especially in demand in the areas of Khanty-Mansi Autonomous Okrug, Kaliningrad, Sakhalin. “Kaliningrad cannot be electrified since 1945! Now there are locomotives. The same picture and on Sakhalin. It is unlikely that anyone will ever electrify these lines. It doesn't sound very happy, but it's true nonetheless. At the same time, the rolling stock needs to be replaced. For such regions, we are developing the direction of diesel trains,” Alexander Saltaev shares his plans.

Also, according to the head of the plant, work is now underway on prototypes of two-system Lastochkas (they can operate on both direct and alternating current). The project includes a three-system version that can use both direct and alternating current, and a diesel installation for movement.

Another modification of the Lastochka, the interregional express train, is being developed under an agreement with the Federal Passenger Company (FPC): it was signed this year. The new interregional express train will be dual-system, and the train's life support system will make it possible to travel over distances of up to 1,400 km without additional maintenance. The memorandum refers to 90 such cars.

In general, according to the shareholders of the plant, the development of the site depends on specific contracts. “The development of the site in Verkhnyaya Pyshma became possible after we signed a contract with Russian Railways in 2011. This is a firm order, which ensures the stability of production. Under it, you can buy equipment, develop technologies. There will be one more contract, there will be new opportunities,” a Siemens representative is sure.

Jörg Liebscher:

Alexander Saltaev confirms: the design base and technological capabilities of the plant make it possible to manufacture different kinds high-speed rolling stock.