fbpx
Wikipedia

AGV (train)

February 18, 2024

Not to be confused with Autorail à grande capacité.

The AGV (acronym for French: Automotrice à grande vitesse; lit. "high-speed railcar") is a standard gauge, high-speed, electric multiple-unit train designed and built by Alstom.

AGV
AGV Pégase at Innotrans 2008
ManufacturerAlstom
Specifications
Car body constructionaluminium with carbon composite in articulation section[1][n 1]
Train length132 m (433 ft 7⁄8 in) (7 car)[n 2]
Car lengthintermediate:17.3 m (56 ft 9 in)[1]
end car length:17.1 m (56 ft 1 in) [1]
end car pivot distance: 17.1 m (56 ft 1 in) [2]
Width2.985 m (9 ft 9.5 in)[n 2]
Floor height1,155 mm (45.5 in)[3][n 3]
Maximum speed360 km/h (224 mph) at 25 kV 50 Hz AC[n 2]
320 km/h (199 mph) at 15 kV 16 2/3 Hz[n 2]
250 km/h (155 mph) at 3 kV DC[n 2]
200 km/h (124 mph) at 1.5 kV DC[n 2]
Weight272 t (7 car)[n 2]
Power output6.080 MW[n 2][n 4]
Electric system(s)25 kV 50 Hz AC
15 kV  16.7 Hz AC
1,500 V DC
3,000 V DC
Current collector(s)Pantograph
UIC classificationBo'(2)(2)(Bo')(Bo')(2)(2)Bo'[n 2]
BogiesJacobs bogies; 3 m (9.8 ft) wheelbase[1]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Alstom AGV during a test run

Alstom offers the AGV in configurations from seven to fourteen carriages, seating 245 to 446 persons. The trains are constructed from units comprising three cars (each with one transformer and two traction electronics packages located underneath the cars) and single-car driver-trailers. The maximum commercial speed is 360 km/h (220 mph).

Design of the train took place through the early 2000s, with a prototype, "Pégase", produced in 2008. Italian transport company NTV ordered 25 trains in 2008 (classified as AGV 575) with services beginning in 2012.

According to Alstom, the advantages of the AGV are: increased seating area per train length (compared to a single-deck TGV); safety and maintenance advantages of the Jacobs bogie articulation design as well as higher energy efficiency from permanent-magnet synchronous motors.[6]

History and design edit

The first design studies relating to the AGV were made in 1998.[3] An AGV design, initially named "TGV 400", was presented in Barcelona in early 2000 as part of Alstom's bid to supply high-speed trains for the Madrid–Barcelona high-speed rail line. Initial specifications were for a train with distributed traction (total power 7.2 MW), seating 359 in a train 180 m (590 ft 7 in) long, with a version including eddy current brakes with a top speed of 350 km/h (220 mph), and a tilting version with a top speed of 320 km/h (200 mph). The design would retain the articulated Jacobs bogie of the TGV.[7]

Unlike the TGV, which was developed in collaboration between Alstom and SNCF, the AGV was developed wholly at Alstom's expense, with European Union rules on state aid limiting the extent of financial collaboration between the state-owned SNCF and Alstom.[8][9] The AGV was promoted in 2002 as a complementary high-speed train to the TGV Duplex, offering higher speeds for less busy train paths,[8] while a double-decker AGV was posited as a future possibility by Alstom.[10]

The new design was the first high-speed train design in modern times that had inter-vehicle articulation and distributed traction.[n 5] The design used Alstom Onix IGBT based traction inverters; the weight reduction associated with IGBT technology allowed an axle load of within 17 tonnes per axle. The trainsets were to be made up of modules of 3-car sets with two powered bogies per module. Each motor bogie had two body-mounted self-ventilated motors, one per axle, rated at 600 kW. 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.[10][13]

The initial AGV design incorporated a number of new features: an electrically activated active suspension (in the transverse direction to movement), used to limit oscillations between car and bogie; and eddy current brakes, fitted to the end bogies. Both technologies had been previously trialled on TGV sets. The carriages were constructed from aluminium alloy as used on the TGV Duplex. The transformers, which weigh 6.5 tonnes, are fitted underneath the end cars, since the presence of the leading bogie allows the mass to be distributed over three instead of two axles. The interior structure was designed to allow easier refurbishment and alteration to the passenger environment. The floor level is kept practically constant throughout the train, including at inter-coach connections.[13][n 3]

By 2005, permanent-magnet synchronous motor technology had become mature enough to use in a commercial product, and was incorporated into the design allowing a bogie-mounted (instead of frame-mounted) traction motor, with higher efficiency and lower overall weight. The 2005 specifications allowed a wider (3 m (9 ft 10 in)) carriage than the TGV, with a correspondingly shorter coach length. Alstom claimed operating and capital costs per seat were the same as a TGV Duplex.[3][9]

In 2007 a modified TGV Duplex, the 'V150', fitted with AGV-type bogies, traction electronics and traction motors (operating at 1 MW[1]) set a new rail speed record of 574.8 km/h (357.2 mph).[14]

The design was complete enough to be frozen by July 2006.[3] It had become formalised at basic train lengths of 7 or 14 cars, with the 3-car modules remaining part of the design. Each 3-car module had either a transformer or one of two traction modules (inverters) located beneath a carriage. Additional trailer vehicles (referred to as 'key' cars) were to extend the train size beyond multiples of three. The train is able to operate under all four European electrification systems, with a top speed specified at 360 km/h (220 mph) under 25 kV electrification, 320 km/h (200 mph) under 15 kV 16+2⁄3 Hz supply, and further reduced to 250 km/h (160 mph) and 200 km/h (120 mph) under 3 kV and 1.5 kV respectively.[1]

The bogies are related to the type used on the TGV trains; in addition to the changes to traction motor type and installation, the bogies are constructed of a high tensile steel, for lighter weight, the bogie wheelbase is 3m as with the TGV. Braking is by rheostatic braking and regenerative braking, in addition to triple disc brakes on trailer bogies for low speed braking. An eddy current brake was not fitted.[1] The train also incorporates a carbon composite as a structural element, forming a U beam which supports the carriage body end on the secondary suspension.[3][n 1]

In January 2008 NTV (Italy) ordered twenty-five eleven-car trains for €650 million for use on the Italian rail network.[15]

The prototype Pégase AGV was unveiled in February 2008,[6] by which time Alstom had invested approximately €100 million in the development program.[3]

The SNCF has not adopted the AGV for commercial use, preferring to expand its fleet of TGV duplex.

Prototypes edit

Elisa test train, 2001 edit

By May 2000, prototype vehicles were being constructed for testing in 2001. Two coaches were constructed; a driving and an intermediate cab, with both trailer and motor bogies; for testing the units were attached to a four car TGV Reseau set.[13] The test train (named "Elisa"[16]) began tests in late 2001; including ride and noise level measurements, as well as testing of a multisystem "Europantograph", designed to work with all four European overhead electrification systems. Dynamic tests included measuring traction motor, braking rheostat, transformer and inverter cooling under high-speed conditions, as well as aerodynamic tests on airconditioning system performance at high speed.[10] Initial tests were complete in May 2002.[8]

Pégase demonstrator, 2008 edit

By 2004, enabled by the availability of rare-earth magnets with high magnetic strength, Alstom had developed permanent-magnet synchronous motors (PMSM) which were suitable for rail vehicles. They were smaller and had a higher efficiency than asynchronous motors and a higher power-to-weight ratio, as well as having the potential for lower noise levels. The AGV was one of the early applications of the new motor design, using 720 kW prototype motors weighing 730 kg.[5][17] By 2008 the motor's continuous power rating had been respecified to 760 kW.[2][3]

In late 2005 Alstom began the process of constructing a 7-car AGV demonstration train fitted with PMSMs, with half the bogies powered.[9] The demonstration vehicle, named Pégase (Prototype Evolutif Grande vitesse Automotrice Standard Européen) was assembled at Alstom's La Rochelle plant, with bogies built at Alstom's Le Creusot plant.[18] The prototype was unveiled on 5 February 2008, at La Rochelle, in the presence of president Nicolas Sarkozy.[3][6]

The transformers were mounted in the driving cars, with the other two cars of the three car modules each carrying a traction converter (ONIX 233 water cooled), which also integrate auxiliary converters, the middle 'key' car carried auxiliary equipment under the carriage. The HVAC equipment is mounted on the roof. The internal DC inverter power bus is supplied at 3600 V DC.[2][4]

The unit began a four-month dynamic testing programme at speeds up to 210 km/h (130 mph) on the Velim railway test circuit in the Czech Republic in mid-2008.[19]

Testing over four weekends on the LGV Est high-speed line began in late 2008; the train completed 7500 km of test runs, after which it returned to the Velim test track for tests relating to certification for NTV's trainsets in Italy, including SCMT safety system integration.[20]

In 2010 the AGV test train began testing in Italy, reaching 300 km/h (190 mph) on the Rome-Naples high-speed line. Dynamic tests were completed by March 2010.[21]

Customers edit

 
NTV Alstom AGV 575

NTV edit

Alstom's first, and for the moment, only customer for the AGV was Italian company Nuovo Trasporto Viaggiatori (NTV).

Alstom submitted its bid to supply NTV with high-speed trains in March 2006.[18] On 17 January 2008 NTV ordered 25 eleven-coach, 460-seat AGV trains, for €650 million.[15][22] The order included an option for ten more trainsets. 17 trains were to be built at Alstom's La Rochelle plant, the remaining 8 at Alstom's plant in Savigliano, Italy.[n 6] An additional contract for maintenance of the trains over a thirty-year period involved the construction of a maintenance depot at Nola, Italy.[24]

The company planned to launch a variety of services on the Turin - Milan - Bologna, Rome - Venice, and Bologna - Florence - Rome - Naples high-speed lines, with some trains from Naples running to Bari. Initial services were planned for mid-2011 based on the delivery of the first trains in September 2010.[15] The NTV livery was unveiled in July 2008.[22][24]

The buildings at the €90-million AGV maintenance facility were completed by May 2010; construction of the first NTV AGV trainset was completed on 10 May 2010.[25] However, in March 2011 NTV announced it was to postpone service start from the planned start date of September 2011 due to delays with the train certification.[26] This start date had moved to 2012 by November 2011.[23] The first AGV produced at Savigliano was handed over in November 2011.[23] By December 2011 certification testing was complete.[27] On 30 March 2012 NTV announced its first Italo service would begin on the Naples to Milan rail lines on 28 April 2012; the service would be the first open access high-speed train service in the world.[28]

The Italo NTV trains feature internet connectivity, TV and a cinema for passengers in three classes.[29][non-primary source needed]

The service launched on 28 April 2012, and carried 45,000 passengers by 21 May 2012, with an average passenger loading of 41%.[30]

Avelia edit

In 2008 the President of Alstom Transport, Philippe Mellier, stated that an 'AGV Duplex' would be developed, and would become Alstom's double deck train offer (for SNCF) after the TGV 2N2.[31] In June 2011 Les Échos reported that Alstom was developing a new high speed train, "AGV II" with a top speed of between 380 and 400 km/h (240 and 250 mph), to be available as a single and a double deck version. The design was to utilise power/traction equipment in a single unit (locomotive) as previously used in the TGV design, rather than distributed traction.[32] The traction locomotive design was thought to be aimed in part at orders from SNCF as early as 2014/5 or post 2015.[32][33]

In 2015 Alstom and ADEME [fr] (Agence de l'environnement et de la maîtrise de l'énergie) formed a joint venture, 'SpeedInnov', with the aim of developing the next generation high speed train for France.[34]

In October 2015 the technology was grouped into the series of Avelia branded products for Alstom's high-speed trains, consisting of the existing Pendolino, Euroduplex and AGV offers.[35] At that time NTV bought 8 Pendolino high-speed trains with the Avelia Pendolino having a maximum speed of 250 km/h (155 mph).[35] In August 2016 Amtrak and Alstom announced that the Avelia Liberty trainset had been chosen to replace the existing Bombardier-Alstom Acela Express trainsets on the Northeast Corridor between Boston and Washington, D.C. via New York City and Philadelphia.[36][37] The Avelia Liberty will combine Pendolino active tilting at a speed up to 300 km/h (186 mph) and it can reach a maximum speed of 350 km/h (217 mph) without tilting. The trainset has two power cars at the front and rear, similar to TGV.

The cooperation with the SNCF led into a contract for 100 Avelia Horizon double deck trains in August 2018, which are based on TGV Duplex.[38] These trains have a top speed of 350 kilometres per hour (220 mph) as well.

Preservation edit

Alstom donated an intermediate car of the Pégase demonstrator to the National College for High Speed Rail (NCHSR) in Britain. The car was moved from Alstom's La Rochelle plant to NCHSR's Doncaster campus in early December 2018, where it will be used in courses.[39]

See also edit

Notes edit

  1. ^ a b The NTV trainsets ordered 2008 have a conventional steel beam.
  2. ^ a b c d e f g h i Specifications refer to a 7-car unit, original Pégase prototype, with 50% of the axles motorised. Where sources conflict more recent value is taken. Sources:[1][2][3][4]
  3. ^ a b In the Pégase prototype the floor height above the bogie the height rises 95 mm from 1,155 mm to 1,250 mm.[3]
  4. ^ Initially rated at 5.76 MW with 720 kW motors.[1][5] By 2008 the traction motors were specified at 760 kW continuous.[2][3]
  5. ^ The Electroliners, introduced by the Chicago North Shore and Milwaukee Railroad, USA in 1941 had inter-coach articulation in a multiple unit that had no locomotive, and a top speed of over 160 km/h (100 mph).[11][12]
  6. ^ The number of units to be produced at Savigliano was reduced to 8 by 2011, with La Rochelle having manufactured 17 trainsets.[23]

References edit

  1. ^ a b c d e f g h i Murray Hughes (31 August 2007), , www.railwaygazette.com, DVV Media Group, archived from the original on 19 May 2016
  2. ^ a b c d e (PDF), www.unife.org, Alstom, 2008, archived from the original (PDF) on 2013-10-20
  3. ^ a b c d e f g h i j k Murray Hughes (3 March 2008), "Wraps come off the AGV", www.railwaygazette.com, DVV Media Group[permanent dead link]
  4. ^ a b François Lacôte (March 2008), (PDF), www.uic.org, Alstom, archived from the original (PDF) on 2017-08-09, retrieved 2012-03-20
  5. ^ a b François Lacôte (November 2005), (PDF), Eurailspeed (milano 2005), Alstom, pp. 11, 13, archived from the original (PDF) on 2013-10-19
  6. ^ a b c Sources:
    • David Briginshaw (March 2008), , International Railway Journal, 48 (3): 23–26, archived from the original on 2016-03-07, retrieved 2012-03-20
    • "Alstom unveils AGV prototype train", www.railwaygazette.com, DVV Media Group, 5 February 2008
  7. ^ Sources:
    • "Barcelona acogerá la presentación internacional de un nuevo AVE" (PDF), La Vanguardia (in Spanish): 3, 22 January 2000
    • (in Spanish), Spanish Trains On Line STOL, 23 March 2000, TGV 400, archived from the original on 21 September 2011
    • , Spanish Trains On Line STOL, 23 March 2000, TGV 400, archived from the original on 4 September 2011
    • Robert Preston (1 May 2000), "Bidders line up in high speed race", www.railwaygazette.com, DVV Media Group
  8. ^ a b c "AGV in need of a customer", www.railwaygazette.com, DVV Media Group, 1 July 2002
  9. ^ a b c "Alstom to build 350 km/h AGV demonstrator", www.railwaygazette.com, DVV Media Group, 1 December 2005[permanent dead link]
  10. ^ a b c François Lacôte; Georges Palais (1 November 2001), "AGV becomes a reality", www.railwaygazette.com, DVV Media Group[permanent dead link]
  11. ^ John D. Horachek (November 1982), (PDF), Trains Magazine: 48–58, archived from the original (PDF) on 2011-09-28, retrieved 2012-03-20
  12. ^ Philip G Craig (7 March 2008), "US trainsets foreshadowed AGV (Letter to the Editor)", www.railwaygazette.com, DVV Media Group[permanent dead link]
  13. ^ a b c Sources:
    • David Briginshaw (May 2000), "AGV: The Next Generation – high speed trains", International Railway Journal, Simmons-Boardman Publishing
    • "AGV- высокоскоростной электропоезд нового поколения", Железные дороги мира (in Russian) (10), 2000[permanent dead link]
  14. ^ Laurent Charlier (1 May 2007), , www.railwaygazette.com, DVV Media Group, archived from the original on 13 August 2011, retrieved 20 March 2012
  15. ^ a b c Sources:
    • "AGV tipped to win NTV contract", www.railwaygazette.com, DVV Media Group, 31 October 2007
    • "Alstom awarded Italian AGV contract", Railway Gazette International, 17 January 2008
    • "NTV announces ambitious service pattern in 2011", www.railwaygazette.com, DVV Media Group, 16 July 2008
  16. ^ , www.transport.alstom.com, Alstom, 12 June 2001, archived from the original on 2007-09-29, retrieved 2012-03-20
  17. ^ "Alstom makes advances in traction power: Alstom Transport has successfully completed a prototype development programme for permanent magnet motors for railway traction applications", International Railway Journal, April 2004
  18. ^ a b Murray Hughes (1 May 2007), "Alstom offers AGVs to Italian private operator", www.railwaygazette.com, DVV Media Group
  19. ^ Sources:
    • "AGV begins dynamic testing", www.railwaygazette.com, DVV Media Group, 26 June 2008
    • Chris Jackson (2 September 2008), "AGV: Testing times ahead", www.railwaygazette.com, DVV Media Group
  20. ^ Sources:
    • "AGV tests reach 360 km/h", www.railwaygazette.com, DVV Media Group, 11 December 2008
    • "Testing tweaks AGV to Italian specifications", www.railwaygazette.com, DVV Media Group, 25 July 2009
  21. ^ Sources:
    • "AGV begins Italian test programme", www.railwaygazette.com, DVV Media Group, 12 January 2010
    • "AGV reaches 300 km/h on Italian tracks", www.railwaygazette.com, DVV Media Group, 24 March 2010
  22. ^ a b Murray Hughes (1 September 2008), "NTV targets 20% market share by 2015", www.railwaygazette.com, DVV Media Group
  23. ^ a b c "Alstom presents first Italian AGV", www.railwaygazette.com, DVV Media Group, 30 November 2011
  24. ^ a b "NTV unveils Italian AGV livery", www.railwaygazette.com, DVV Media Group, 15 July 2008
  25. ^ "NTV readies for Italo high speed launch", www.railwaygazette.com, DVV Media Group, 25 May 2010
  26. ^ "NTV launch delayed until 'late autumn'", www.railwaygazette.com, DVV Media Group, 17 March 2011
  27. ^ "NTV unveils first Italo AGV", www.railwaygazette.com, DVV Media Group, 15 December 2011
  28. ^ "Italo to launch on April 28", www.railwaygazette.com, DVV Media Group, 30 March 2012[permanent dead link]
  29. ^ , www.ntvspa.it, NTV, archived from the original on 2 November 2010, retrieved 2 November 2010
  30. ^ Vincent Foti (23 May 2012), "Italo, il primo bilancioin un mese centomila biglietti", www.repubblica.it (in Italian)
  31. ^ Guillaume Leborgne (2008), "Materiel. Philippe Mellier: << Nous ferons l'AGV Duplex >>", La Vie du Rail (in French) (3181): 12–13, ISSN 0042-5478, (Philippe Mellier) .. Il y aura un AGV Duplex .. [..] .. Il est normal que la SNCF réfléchisse a l'apres-TGV 2N2. Pour nous, le successeur, c'est l'AGV Duplex.
  32. ^ a b "Alstom veut conserver son leadership dans la grande vitesse avec un nouveau modèle TGV", www.lesechos.fr (in French), 21 June 2011
  33. ^ Moragues, Manuel (1 Sep 2011), "Alstom et la SNCF planchent sur un nouvel AGV II Duplex", www.usinenouvelle.com
  34. ^ "SpeedInnov to develop future TGV", www.railwaygazette.com, 21 Dec 2015
  35. ^ a b "Alstom and NTV sign a contract for the purchase of 8 Pendolino high-speed trains, and 20 years of maintenance". Alstom. 2015-10-29. he Avelia range is based on 3 current flagship products Pendolino, Euroduplex and AGV representing the culmination of 35 years of expertise and more than 1,050 trains in service around the world.
  36. ^ "Amtrak Invests $2.4 Billion for Next-Gen High-Speed Trainsets and Infrastructure Upgrades" (Press release). Amtrak. August 26, 2016. Retrieved April 8, 2018.
  37. ^ "Alstom to provide Amtrak with its new generation of high-speed trains" (Press release). Alstom. August 26, 2016.
  38. ^ "SNCF awards €3bn next-generation TGV contract". International Rail Journal. 26 July 2018. Retrieved 2 August 2018.
  39. ^ "AGV demonstrator car arrives in Doncaster". railwaygazette.com. Railway Gazette. 29 December 2018. Retrieved 31 December 2018.

External links edit

 
Wikimedia Commons has media related to Alstom AGV.
  • "AGV very high speed trains", www.alstom.com
  • "Alstom AGV prototype Industrial Design", www.vegarastudio.com, retrieved 12 November 2016
  • "Supervlak AGV se v Česku učí uhánět rychlostí 400 km/h.", technet.idnes.cz (in Czech), 4 August 2008, AGV Pégase at Velim test track, Czech Republic, 2009
  • "France unveils super-fast train", news.bbc.co.uk, BBC News, 5 February 2008, official unveiling of Pégase AGV prototype, February 2008
  • "AGV— высокоскоростной электропоезд нового поколения" (PDF), Железные дороги мира (in Russian) (1), 2009

February 18, 2024
train, confused, with, autorail, grande, capacité, acronym, french, automotrice, grande, vitesse, high, speed, railcar, standard, gauge, high, speed, electric, multiple, unit, train, designed, built, alstom, agvagv, pégase, innotrans, 2008manufactureralstomspe. Not to be confused with Autorail a grande capacite The AGV acronym for French Automotrice a grande vitesse lit high speed railcar is a standard gauge high speed electric multiple unit train designed and built by Alstom AGVAGV Pegase at Innotrans 2008ManufacturerAlstomSpecificationsCar body constructionaluminium with carbon composite in articulation section 1 n 1 Train length132 m 433 ft 7 8 in 7 car n 2 Car lengthintermediate 17 3 m 56 ft 9 in 1 end car length 17 1 m 56 ft 1 in 1 end car pivot distance 17 1 m 56 ft 1 in 2 Width2 985 m 9 ft 9 5 in n 2 Floor height1 155 mm 45 5 in 3 n 3 Maximum speed360 km h 224 mph at 25 kV 50 Hz AC n 2 320 km h 199 mph at 15 kV 16 2 3 Hz n 2 250 km h 155 mph at 3 kV DC n 2 200 km h 124 mph at 1 5 kV DC n 2 Weight272 t 7 car n 2 Power output6 080 MW n 2 n 4 Electric system s 25 kV 50 Hz AC15 kV 16 7 Hz AC1 500 V DC3 000 V DCCurrent collector s PantographUIC classificationBo 2 2 Bo Bo 2 2 Bo n 2 BogiesJacobs bogies 3 m 9 8 ft wheelbase 1 Track gauge1 435 mm 4 ft 8 1 2 in standard gaugeAlstom AGV during a test runAlstom offers the AGV in configurations from seven to fourteen carriages seating 245 to 446 persons The trains are constructed from units comprising three cars each with one transformer and two traction electronics packages located underneath the cars and single car driver trailers The maximum commercial speed is 360 km h 220 mph Design of the train took place through the early 2000s with a prototype Pegase produced in 2008 Italian transport company NTV ordered 25 trains in 2008 classified as AGV 575 with services beginning in 2012 According to Alstom the advantages of the AGV are increased seating area per train length compared to a single deck TGV safety and maintenance advantages of the Jacobs bogie articulation design as well as higher energy efficiency from permanent magnet synchronous motors 6 Contents 1 History and design 1 1 Prototypes 1 1 1 Elisa test train 2001 1 1 2 Pegase demonstrator 2008 2 Customers 2 1 NTV 3 Avelia 4 Preservation 5 See also 6 Notes 7 References 8 External linksHistory and design editThe first design studies relating to the AGV were made in 1998 3 An AGV design initially named TGV 400 was presented in Barcelona in early 2000 as part of Alstom s bid to supply high speed trains for the Madrid Barcelona high speed rail line Initial specifications were for a train with distributed traction total power 7 2 MW seating 359 in a train 180 m 590 ft 7 in long with a version including eddy current brakes with a top speed of 350 km h 220 mph and a tilting version with a top speed of 320 km h 200 mph The design would retain the articulated Jacobs bogie of the TGV 7 Unlike the TGV which was developed in collaboration between Alstom and SNCF the AGV was developed wholly at Alstom s expense with European Union rules on state aid limiting the extent of financial collaboration between the state owned SNCF and Alstom 8 9 The AGV was promoted in 2002 as a complementary high speed train to the TGV Duplex offering higher speeds for less busy train paths 8 while a double decker AGV was posited as a future possibility by Alstom 10 The new design was the first high speed train design in modern times that had inter vehicle articulation and distributed traction n 5 The design used Alstom Onix IGBT based traction inverters the weight reduction associated with IGBT technology allowed an axle load of within 17 tonnes per axle The trainsets were to be made up of modules of 3 car sets with two powered bogies per module Each motor bogie had two body mounted self ventilated motors one per axle rated at 600 kW 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 10 13 The initial AGV design incorporated a number of new features an electrically activated active suspension in the transverse direction to movement used to limit oscillations between car and bogie and eddy current brakes fitted to the end bogies Both technologies had been previously trialled on TGV sets The carriages were constructed from aluminium alloy as used on the TGV Duplex The transformers which weigh 6 5 tonnes are fitted underneath the end cars since the presence of the leading bogie allows the mass to be distributed over three instead of two axles The interior structure was designed to allow easier refurbishment and alteration to the passenger environment The floor level is kept practically constant throughout the train including at inter coach connections 13 n 3 By 2005 permanent magnet synchronous motor technology had become mature enough to use in a commercial product and was incorporated into the design allowing a bogie mounted instead of frame mounted traction motor with higher efficiency and lower overall weight The 2005 specifications allowed a wider 3 m 9 ft 10 in carriage than the TGV with a correspondingly shorter coach length Alstom claimed operating and capital costs per seat were the same as a TGV Duplex 3 9 In 2007 a modified TGV Duplex the V150 fitted with AGV type bogies traction electronics and traction motors operating at 1 MW 1 set a new rail speed record of 574 8 km h 357 2 mph 14 The design was complete enough to be frozen by July 2006 3 It had become formalised at basic train lengths of 7 or 14 cars with the 3 car modules remaining part of the design Each 3 car module had either a transformer or one of two traction modules inverters located beneath a carriage Additional trailer vehicles referred to as key cars were to extend the train size beyond multiples of three The train is able to operate under all four European electrification systems with a top speed specified at 360 km h 220 mph under 25 kV electrification 320 km h 200 mph under 15 kV 16 2 3 Hz supply and further reduced to 250 km h 160 mph and 200 km h 120 mph under 3 kV and 1 5 kV respectively 1 The bogies are related to the type used on the TGV trains in addition to the changes to traction motor type and installation the bogies are constructed of a high tensile steel for lighter weight the bogie wheelbase is 3m as with the TGV Braking is by rheostatic braking and regenerative braking in addition to triple disc brakes on trailer bogies for low speed braking An eddy current brake was not fitted 1 The train also incorporates a carbon composite as a structural element forming a U beam which supports the carriage body end on the secondary suspension 3 n 1 In January 2008 NTV Italy ordered twenty five eleven car trains for 650 million for use on the Italian rail network 15 The prototype Pegase AGV was unveiled in February 2008 6 by which time Alstom had invested approximately 100 million in the development program 3 The SNCF has not adopted the AGV for commercial use preferring to expand its fleet of TGV duplex Prototypes edit Elisa test train 2001 edit By May 2000 prototype vehicles were being constructed for testing in 2001 Two coaches were constructed a driving and an intermediate cab with both trailer and motor bogies for testing the units were attached to a four car TGV Reseau set 13 The test train named Elisa 16 began tests in late 2001 including ride and noise level measurements as well as testing of a multisystem Europantograph designed to work with all four European overhead electrification systems Dynamic tests included measuring traction motor braking rheostat transformer and inverter cooling under high speed conditions as well as aerodynamic tests on airconditioning system performance at high speed 10 Initial tests were complete in May 2002 8 Pegase demonstrator 2008 edit By 2004 enabled by the availability of rare earth magnets with high magnetic strength Alstom had developed permanent magnet synchronous motors PMSM which were suitable for rail vehicles They were smaller and had a higher efficiency than asynchronous motors and a higher power to weight ratio as well as having the potential for lower noise levels The AGV was one of the early applications of the new motor design using 720 kW prototype motors weighing 730 kg 5 17 By 2008 the motor s continuous power rating had been respecified to 760 kW 2 3 In late 2005 Alstom began the process of constructing a 7 car AGV demonstration train fitted with PMSMs with half the bogies powered 9 The demonstration vehicle named Pegase Prototype Evolutif Grande vitesse Automotrice Standard Europeen was assembled at Alstom s La Rochelle plant with bogies built at Alstom s Le Creusot plant 18 The prototype was unveiled on 5 February 2008 at La Rochelle in the presence of president Nicolas Sarkozy 3 6 The transformers were mounted in the driving cars with the other two cars of the three car modules each carrying a traction converter ONIX 233 water cooled which also integrate auxiliary converters the middle key car carried auxiliary equipment under the carriage The HVAC equipment is mounted on the roof The internal DC inverter power bus is supplied at 3600 V DC 2 4 The unit began a four month dynamic testing programme at speeds up to 210 km h 130 mph on the Velim railway test circuit in the Czech Republic in mid 2008 19 Testing over four weekends on the LGV Est high speed line began in late 2008 the train completed 7500 km of test runs after which it returned to the Velim test track for tests relating to certification for NTV s trainsets in Italy including SCMT safety system integration 20 In 2010 the AGV test train began testing in Italy reaching 300 km h 190 mph on the Rome Naples high speed line Dynamic tests were completed by March 2010 21 Customers edit nbsp NTV Alstom AGV 575NTV edit Alstom s first and for the moment only customer for the AGV was Italian company Nuovo Trasporto Viaggiatori NTV Alstom submitted its bid to supply NTV with high speed trains in March 2006 18 On 17 January 2008 NTV ordered 25 eleven coach 460 seat AGV trains for 650 million 15 22 The order included an option for ten more trainsets 17 trains were to be built at Alstom s La Rochelle plant the remaining 8 at Alstom s plant in Savigliano Italy n 6 An additional contract for maintenance of the trains over a thirty year period involved the construction of a maintenance depot at Nola Italy 24 The company planned to launch a variety of services on the Turin Milan Bologna Rome Venice and Bologna Florence Rome Naples high speed lines with some trains from Naples running to Bari Initial services were planned for mid 2011 based on the delivery of the first trains in September 2010 15 The NTV livery was unveiled in July 2008 22 24 The buildings at the 90 million AGV maintenance facility were completed by May 2010 construction of the first NTV AGV trainset was completed on 10 May 2010 25 However in March 2011 NTV announced it was to postpone service start from the planned start date of September 2011 due to delays with the train certification 26 This start date had moved to 2012 by November 2011 23 The first AGV produced at Savigliano was handed over in November 2011 23 By December 2011 certification testing was complete 27 On 30 March 2012 NTV announced its first Italo service would begin on the Naples to Milan rail lines on 28 April 2012 the service would be the first open access high speed train service in the world 28 The Italo NTV trains feature internet connectivity TV and a cinema for passengers in three classes 29 non primary source needed The service launched on 28 April 2012 and carried 45 000 passengers by 21 May 2012 with an average passenger loading of 41 30 Avelia editIn 2008 the President of Alstom Transport Philippe Mellier stated that an AGV Duplex would be developed and would become Alstom s double deck train offer for SNCF after the TGV 2N2 31 In June 2011 Les Echos reported that Alstom was developing a new high speed train AGV II with a top speed of between 380 and 400 km h 240 and 250 mph to be available as a single and a double deck version The design was to utilise power traction equipment in a single unit locomotive as previously used in the TGV design rather than distributed traction 32 The traction locomotive design was thought to be aimed in part at orders from SNCF as early as 2014 5 or post 2015 32 33 In 2015 Alstom and ADEME fr Agence de l environnement et de la maitrise de l energie formed a joint venture SpeedInnov with the aim of developing the next generation high speed train for France 34 In October 2015 the technology was grouped into the series of Avelia branded products for Alstom s high speed trains consisting of the existing Pendolino Euroduplex and AGV offers 35 At that time NTV bought 8 Pendolino high speed trains with the Avelia Pendolino having a maximum speed of 250 km h 155 mph 35 In August 2016 Amtrak and Alstom announced that the Avelia Liberty trainset had been chosen to replace the existing Bombardier Alstom Acela Express trainsets on the Northeast Corridor between Boston and Washington D C via New York City and Philadelphia 36 37 The Avelia Liberty will combine Pendolino active tilting at a speed up to 300 km h 186 mph and it can reach a maximum speed of 350 km h 217 mph without tilting The trainset has two power cars at the front and rear similar to TGV The cooperation with the SNCF led into a contract for 100 Avelia Horizon double deck trains in August 2018 which are based on TGV Duplex 38 These trains have a top speed of 350 kilometres per hour 220 mph as well Preservation editAlstom donated an intermediate car of the Pegase demonstrator to the National College for High Speed Rail NCHSR in Britain The car was moved from Alstom s La Rochelle plant to NCHSR s Doncaster campus in early December 2018 where it will be used in courses 39 See also editAlstom List of high speed trainsNotes edit a b The NTV trainsets ordered 2008 have a conventional steel beam a b c d e f g h i Specifications refer to a 7 car unit original Pegase prototype with 50 of the axles motorised Where sources conflict more recent value is taken Sources 1 2 3 4 a b In the Pegase prototype the floor height above the bogie the height rises 95 mm from 1 155 mm to 1 250 mm 3 Initially rated at 5 76 MW with 720 kW motors 1 5 By 2008 the traction motors were specified at 760 kW continuous 2 3 The Electroliners introduced by the Chicago North Shore and Milwaukee Railroad USA in 1941 had inter coach articulation in a multiple unit that had no locomotive and a top speed of over 160 km h 100 mph 11 12 The number of units to be produced at Savigliano was reduced to 8 by 2011 with La Rochelle having manufactured 17 trainsets 23 References edit a b c d e f g h i Murray Hughes 31 August 2007 AGV tailors capacity and performance to the market www railwaygazette com DVV Media Group archived from the original on 19 May 2016 a b c d e The AGV a cutting edge technology integrator Innotrans 2008 PDF www unife org Alstom 2008 archived from the original PDF on 2013 10 20 a b c d e f g h i j k Murray Hughes 3 March 2008 Wraps come off the AGV www railwaygazette com DVV Media Group permanent dead link a b Francois Lacote March 2008 The AGV incorporating cutting edge technology PDF www uic org Alstom archived from the original PDF on 2017 08 09 retrieved 2012 03 20 a b Francois Lacote November 2005 Trends for High Speed Rolling Stock PDF Eurailspeed milano 2005 Alstom pp 11 13 archived from the original PDF on 2013 10 19 a b c Sources David Briginshaw March 2008 AGV the next generation International Railway Journal 48 3 23 26 archived from the original on 2016 03 07 retrieved 2012 03 20 Alstom unveils AGV prototype train www railwaygazette com DVV Media Group 5 February 2008 Sources Barcelona acogera la presentacion internacional de un nuevo AVE PDF La Vanguardia in Spanish 3 22 January 2000 LA ALTA VELOCIDAD LLEGA A COREA DE MANOS DE ALSTOM in Spanish Spanish Trains On Line STOL 23 March 2000 TGV 400 archived from the original on 21 September 2011 THE HIGH SPEED ARRIVES TO KOREA AT THE HANDS OF ALSTOM Spanish Trains On Line STOL 23 March 2000 TGV 400 archived from the original on 4 September 2011 Robert Preston 1 May 2000 Bidders line up in high speed race www railwaygazette com DVV Media Group a b c AGV in need of a customer www railwaygazette com DVV Media Group 1 July 2002 a b c Alstom to build 350 km h AGV demonstrator www railwaygazette com DVV Media Group 1 December 2005 permanent dead link a b c Francois Lacote Georges Palais 1 November 2001 AGV becomes a reality www railwaygazette com DVV Media Group permanent dead link John D Horachek November 1982 The Electroliner Legend 2 We have never done better than this PDF Trains Magazine 48 58 archived from the original PDF on 2011 09 28 retrieved 2012 03 20 Philip G Craig 7 March 2008 US trainsets foreshadowed AGV Letter to the Editor www railwaygazette com DVV Media Group permanent dead link a b c Sources David Briginshaw May 2000 AGV The Next Generation high speed trains International Railway Journal Simmons Boardman Publishing AGV vysokoskorostnoj elektropoezd novogo pokoleniya Zheleznye dorogi mira in Russian 10 2000 permanent dead link Laurent Charlier 1 May 2007 V150 Power packed train proves AGV technology in record sprint www railwaygazette com DVV Media Group archived from the original on 13 August 2011 retrieved 20 March 2012 a b c Sources AGV tipped to win NTV contract www railwaygazette com DVV Media Group 31 October 2007 Alstom awarded Italian AGV contract Railway Gazette International 17 January 2008 NTV announces ambitious service pattern in 2011 www railwaygazette com DVV Media Group 16 July 2008 ELISA to validate Alstom s AGV very high speed train concept www transport alstom com Alstom 12 June 2001 archived from the original on 2007 09 29 retrieved 2012 03 20 Alstom makes advances in traction power Alstom Transport has successfully completed a prototype development programme for permanent magnet motors for railway traction applications International Railway Journal April 2004 a b Murray Hughes 1 May 2007 Alstom offers AGVs to Italian private operator www railwaygazette com DVV Media Group Sources AGV begins dynamic testing www railwaygazette com DVV Media Group 26 June 2008 Chris Jackson 2 September 2008 AGV Testing times ahead www railwaygazette com DVV Media Group Sources AGV tests reach 360 km h www railwaygazette com DVV Media Group 11 December 2008 Testing tweaks AGV to Italian specifications www railwaygazette com DVV Media Group 25 July 2009 Sources AGV begins Italian test programme www railwaygazette com DVV Media Group 12 January 2010 AGV reaches 300 km h on Italian tracks www railwaygazette com DVV Media Group 24 March 2010 a b Murray Hughes 1 September 2008 NTV targets 20 market share by 2015 www railwaygazette com DVV Media Group a b c Alstom presents first Italian AGV www railwaygazette com DVV Media Group 30 November 2011 a b NTV unveils Italian AGV livery www railwaygazette com DVV Media Group 15 July 2008 NTV readies for Italo high speed launch www railwaygazette com DVV Media Group 25 May 2010 NTV launch delayed until late autumn www railwaygazette com DVV Media Group 17 March 2011 NTV unveils first Italo AGV www railwaygazette com DVV Media Group 15 December 2011 Italo to launch on April 28 www railwaygazette com DVV Media Group 30 March 2012 permanent dead link Connectivity www ntvspa it NTV archived from the original on 2 November 2010 retrieved 2 November 2010 Vincent Foti 23 May 2012 Italo il primo bilancioin un mese centomila biglietti www repubblica it in Italian Guillaume Leborgne 2008 Materiel Philippe Mellier lt lt Nous ferons l AGV Duplex gt gt La Vie du Rail in French 3181 12 13 ISSN 0042 5478 Philippe Mellier Il y aura un AGV Duplex Il est normal que la SNCF reflechisse a l apres TGV 2N2 Pour nous le successeur c est l AGV Duplex a b Alstom veut conserver son leadership dans la grande vitesse avec un nouveau modele TGV www lesechos fr in French 21 June 2011 Moragues Manuel 1 Sep 2011 Alstom et la SNCF planchent sur un nouvel AGV II Duplex www usinenouvelle com SpeedInnov to develop future TGV www railwaygazette com 21 Dec 2015 a b Alstom and NTV sign a contract for the purchase of 8 Pendolino high speed trains and 20 years of maintenance Alstom 2015 10 29 he Avelia range is based on 3 current flagship products Pendolino Euroduplex and AGV representing the culmination of 35 years of expertise and more than 1 050 trains in service around the world Amtrak Invests 2 4 Billion for Next Gen High Speed Trainsets and Infrastructure Upgrades Press release Amtrak August 26 2016 Retrieved April 8 2018 Alstom to provide Amtrak with its new generation of high speed trains Press release Alstom August 26 2016 SNCF awards 3bn next generation TGV contract International Rail Journal 26 July 2018 Retrieved 2 August 2018 AGV demonstrator car arrives in Doncaster railwaygazette com Railway Gazette 29 December 2018 Retrieved 31 December 2018 External links edit nbsp Wikimedia Commons has media related to Alstom AGV AGV very high speed trains www alstom com Alstom AGV prototype Industrial Design www vegarastudio com retrieved 12 November 2016 Supervlak AGV se v Cesku uci uhanet rychlosti 400 km h technet idnes cz in Czech 4 August 2008 AGV Pegase at Velim test track Czech Republic 2009 France unveils super fast train news bbc co uk BBC News 5 February 2008 official unveiling of Pegase AGV prototype February 2008 AGV vysokoskorostnoj elektropoezd novogo pokoleniya PDF Zheleznye dorogi mira in Russian 1 2009 Retrieved from https en wikipedia org w index php title AGV train amp oldid 1170226800, wikipedia, wiki, book, books, library,

article

, read, download, free, free download, mp3, video, mp4, 3gp, jpg, jpeg, gif, png, picture, music, song, movie, book, game, games.