ALSTOM AGV PDF

Slowly the wedge-shaped nose emerged until the silver and black form was bathed in light. Distributed power concept A decade has passed since Alstom first contemplated adding a train with distributed power to its product range. Early research saw two vehicles trialled in the Elisa test train RG Indeed, the feature had been pioneered on the original gas turbine powered TGV as long ago as We needed a leap into the future - but not into the unknown.

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Slowly the wedge-shaped nose emerged until the silver and black form was bathed in light. Distributed power concept A decade has passed since Alstom first contemplated adding a train with distributed power to its product range. Early research saw two vehicles trialled in the Elisa test train RG Indeed, the feature had been pioneered on the original gas turbine powered TGV as long ago as We needed a leap into the future - but not into the unknown.

A great deal hinged on what happened next. Not only that, but the deal includes a year maintenance contract for an unspecified figure. A complete traction package consisting of four motors, each with its own IGBT-based inverter, plus a transformer and two traction blocks, was installed in the V trainset assembled specially for the attempt on the world speed record last year.

But accommodating the motors in the bogies means that the complex tripod transmission of the TGV can be dropped, bringing advantages in terms of reliability and lower maintenance costs. The power bogies, which on the prototype are the first, third, sixth and eighth, represent a significant advance, not least through the use of weight-saving high-tensile steel in the frames.

Two prototype AGV bogies were fabricated at Le Creusot in early , and just three months later were undergoing ultra-high speed tests as part of the V programme. He also notes that noise emissions are lower than those from TGV POS power bogies, the sound level being equivalent to that from a trailer bogie. The trailer bogies carry three brake discs of newly-developed heat-resistant material on each axle, but the main braking force will normally be applied using blended rheostatic and regenerative braking that can feed up to 8 MW back into the grid.

Another change from the TGV are the slightly shorter bodyshells. These permit an external width of 3 mm, with an internal width of 2 mm. More interior space is achieved by abandoning the side vents below the windows for the air-conditioning, with the vents relocated to the floor and ceiling. Cab ergonomics The cab offers a stark contrast with previous TGV cabs. Almost minimalist in design, the cab is reached by a sloping passage between lateral equipment modules. Double-banked headlights make the front end particularly distinctive, and a further headlight is positioned above the windscreen.

No less striking are the cab windows, with a central windscreen flanked by an angled pane on each side. According to Baron, these are for aesthetic purposes only, and the driver will look only through the main windscreen. More daylight enters the cab through high-level side windows, and a small window further back can be opened to allow the driver to look back down the train. Bodyshells are formed of welded aluminium profiles, as on the Duplex trailers; all single-deck TGVs have steel bodies.

Carbon composites For the first time Alstom has used carbon composites as structural elements on a high speed train. Two of the articulation joints on the prototype incorporate a transverse beam formed of carbon composite material. According to Baron, this saves kg compared with a steel structure.

Aero-acoustic studies led to a decision to fit shrouds over the leading bogies, while rubber fairings close the gaps between cars; these extend across the car at roof level, and the roof offers a smooth profile along the length of the train apart from gaps for the four pantographs; the AC pantographs are to the Faiveley CX design as used on V On the demonstrator, these are positioned on the first, second, sixth and seventh cars.

Interior Seats are fitted in just two vehicles, the other five being reserved for laboratory and test equipment. Alstom is reluctant to give details of its plans for interior designs, but a striking contrast with TGVs is evident when walking through the train. The inter-car gangways on TGVs are only mm wide, but on the AGV redesign of the articulation permits the width of the interior gangway to be increased to 1 mm. A walk-through also reveals that the floor is almost level, rising from 1 mm above rail top in the saloon to just 1 mm over the bogie.

Given that Baron prefers to call the train a demonstrator rather than a prototype, more developments in interior design can be expected - the train is scheduled to be on display at InnoTrans in September this year after spending May to August on the Velim test circuit in the Czech Republic. It will return to France for high speed trials, and there is every prospect of a visit to Italy. This is intended to launch the replacement of the Paris - Sud-Est fleet, and speculation is rife that the contract could include an initial batch of AGVs.

Table I. Main data for Alstom AGV demonstration train Overall length mm Overall length of end car mm 22 Distance between bogie centres, centre car to centre car mm 17

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Category:Alstom AGV

Initial specifications were for a train with distributed traction total power 7. The design would retain the articulated Jacobs bogie of the TGV. The trainsets were to be made up of modules of 3-car sets with two powered bogies per module. The traction electronics used two taps per transformer per module, each powering two parallel connected inverters, with a separate inverter for each motor. There were two carriage designs: the driving control cars, and intermediate cars; and two designs of bogie: powered and unpowered.

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Das Antriebskonzept Triebkopf — antriebslose Mittelwagen — Triebkopf wollte man beibehalten. Ein Meilenstein war der Juni Siebenteiliger Prototyp Am 5. Diese sind etwa ein Drittel leichter und kleiner. Eine elfteilige, Meter lange Komposition wiegt mit Tonnen Leergewicht zirka 70 Tonnen weniger als bei den Mitbewerbern.

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