ER5

To increase the technical and economic indicators of motor carriage traction in the suburban passenger traffic, the specialists of the Central Research Institute of the Ministry of Railways conducted a number of research works, during which it was found advisable to increase the length of passenger cars from 19.3 m to 23.6 m (the length of all-metal passenger cars), reducing the number of trailed cars per one motor car , from two to one, the use of an electric braking system, an increase in the design speed to 130 km / h.

The problem of composition (the ratio of motor and trailer cars 1: 1) and constructive speed was solved in 1957 with the release of the electric train ER1 . The use of regenerative-rheostatic braking was carried out on experimental motor cars RS and ER6 , and the extension of the cars was carried out on two experimental trailer cars to sections C ^R _S.

In 1958, the technical design of the ER5 eight-car electric train was considered, in which the length of the cars was brought up to 24.2 m; Provided for regenerative-rheostatic braking, the design speed of 130 km / h and the ratio of motor and trailer cars 1: 1. To accelerate the pick-up and drop-off of passengers, the project envisaged the installation of three doors on each side of the car and access to high platforms ^[1] .

The electric train was formed of three types of cars: head cars with a driver’s cab (similar to those used in the ER1 electric train), intermediate and trailed intermediate ones. During the detailed design, the electric train scheme was changed: the principle of sectioning and the arrangement of the driver’s cabs in motor cars was applied, which became simultaneously the head for the four-car section (section structure: motor - trailed - trailed - motor).

The production of the electric train was not mastered.

In 1960, the Riga car-building (building motor cars), Kalinin car-building (trailed cars) and Riga electric machine-building (electric equipment) factories produced two new four-car electric trains, which received the designation ER10. Two such electric trains could be combined into one eight-car electric train. In total, in 1960-1961. six four-car electric trains were built, which were combined into three eight-car electric trains. Each four-car train was arranged according to the scheme Mg + Pn + Pn + Mg. At the same time, it was envisaged to operate these trains according to the multi-unit system (CME), combining two trains into one.

The electric car body ER10 had significant design changes compared to the ER1 and ER6 series cars produced at that time, but it did not differ much from the ER5 project. The length of the body is 24.5 m. In the middle of the car was the third vestibule. The cars had three exits to high platforms on each side.

The electric equipment of motor cars did not differ much from the equipment of electric trains ER6. Carts and drive have not undergone any changes. Motor cars were equipped with traction electric motors (TED) DK-106A-2, which had, in comparison with the DK-106A, an increased cross-section of wires (to prevent overheating) and a number of other minor improvements. Brake equipment was also generally taken from the ER6. Compared with the ER6 electric train, the number of stages of weakening the excitation increased for smoother acceleration of the train - there were six instead of four. A number of other changes were made to the design of the sections.

Comments

• V.A. Rakov, N.A. Sergeev. The design of the DC electric train ER5 // Lokomotiv. - 1992. - No. 3 .
• V.A. Crayfish. Motor car sections of the ER10 series // Locomotives of domestic railways 1956 - 1975. - M .: Transport, 1999. - P. 234 - 236. - ISBN 5-277-02012-8 .