AVE Class 102
The units of the RENFE Series 102 (also: Talgo 350 ( manufacturer's designation patent Talgo ), HSP 350 ( manufacturer's designation Bombardier ) ), Spanish colloquially El Pato ( German: duck ) are Spanish high speed trains, which are operated under the brand names AVE Renfe.
A total of 16 units were built by a consortium of patent Talgo and Bombardier Transportation. 2004 ordered the Renfe 30 more vehicles were delivered as 112 series in 2010 due to some changes.
Construction and equipment
Each train consists of two power cars, each with four megawatts of continuous power. In between are cars of the type Talgo XXI queued twelve low-floor ( floor height of 760 mm).
One unit offers 316 seats in three classes: Six cars are the Turista class, three cars Preferente and two coaches of the Club class assigned. In the train, a bar car is queued. All seats can be turned in the same direction, the seat pitch is in all three classes at one meter.
In the highest class (Club ) a conference compartment is present, distributed over the train are several galleys. The train has a video and audio system with several channels, electricity at the place, reading lights and a GPS-based passenger information system.
Technology
The characteristic " duckbill " design was the result of aerodynamic optimization. Thus the crosswind sensitivity and vulnerability to the tunnel bang effect particular, should be reduced. The cabs are equipped with two side hatches through which the driver can leave the train in a fire in the engine room. The controls are arranged similarly to the DB unit leaders table for the operator as possible to that of the RENFE Class 103 trains corresponds. The special features of powerheads include two laterally arranged video cameras to monitor the car at platforms whose images are displayed on a monitor in the cab.
Each powered end car has two water-cooled IGBT power converter, driving the four traction motors, which are derived from the ICE 1 trains. The continuous power per engine head is 4000 kW, the maximum braking power is 4200 kW. Braking resistors provide a catenary independent braking performance. While driving over distances of protection the auxiliaries of the power cars and the comforts of the train on the regenerative mode -driving engines will continue to be supplied with energy ( regenerative braking mode ).
The drive axles were designed for axle load of 17 t. The current collectors (type DSA380E ) were applied for a maximum current of 450 A at 25 kV. The two power cars of the trains are series connected by a roof line so that only the rear pantograph shall be lifted.
The car trains have been derived from those of the Talgo 7. To reduce peak loads at high speeds, the drive portals were provided with an additional primary suspension in the form of coil springs. Umspurbar the vehicles are not. Wagon train and power heads are connected to shell sleeve couplings, the installation of side buffers and screw couplings dare is structurally possible at this point. For cleaning each unit can be taken by key switches in the car in operation, with the power cars iron on independently and the wagon train with energy without the cabs must be entered.
History
Prototype engine head Talgo 350
Renfe commissioned in April 1998 Adtranz and patent Talgo SA with the production of a prototype engine head. This was called due to the design speed of 350 km / h as Talgo 350. Adtranz contributed the traction system, the guidance, assurance and communication technology while the vehicle body is made on behalf of Talgo at Siemens Krauss -Maffei. In addition, six cars were manufactured with Talgo pendular system. With the design of the Munich design studio Haslacher was commissioned. The entire train measures a length of about 200 m and was designed for a ride coupled with another unit set ( double traction ). The engine head was also designated as a demonstrator and was later baptized in the name of the Virgen del Pilar. In the design of the vehicle to include a range of findings with one, obtained between 1988 and 1994 in experimental runs with Talgo pendular- vehicles on the German high-speed network.
On 6 September 1999 the vehicle body from the Krauss -Maffei (Munich ) was transported by road to Adtranz Switzerland. There was the electrical equipment and final assembly. The nearly 68 -ton prototype engine head was delivered in March 2000 as the second- last locomotive from the Adtranz factory Zurich, before it was closed. The power car had a guide table similar to the SBB Re 460 He entered the name Virgen del Pilar.
The engine head was passed on 21 March 2000 in Spain. That same month, a train with six Talgo was formed in Madrid.
The testing program began in June 2000. In Spain followed on the new Madrid -Sevilla commissioning and test runs with the new engine head and six Talgo. On 22 November 2000 the train, between Malagon and Mora reached a record 300 km / h On 24 February 2001, the Talgo set to 350 called train 359 km / h new Spanish rail speed record. ( a later source speaks of 356 km / h) This record was slightly outbid on October 11, 2002 at 10:55 clock 362 km / h was achieved. After further investigation, the final design was chosen for the series powerhead. The prototype engine head, however, to put the spring of 2003 around 45,000 km Return.
After completion of the experiments the Prototypenzug was initially parked in the maintenance facility Montagut at the new Madrid -Barcelona- French border west of Lleida. Later, the train was taken over by GIF, which him from 2003 through patent Talgo SA converted into a five-part catenary and Gleismesszug let ( ADIF - 330 series ). The train is now only from the engine head, three intermediate cars and a newly -built control car, which is actually a power car without traction motors. GIF was meanwhile incorporated into ADIF, so that the train is now bearing the green color of the new operator.
First delivery series, 102 series
Beginning of 1999, wrote the RENFE 32 Hochgeschwindigkeitszugeinheiten for 2004 provided for opening high-speed line Madrid -Barcelona internationally. A consortium of Talgo and Adtranz (Bombardier ) participated with the Talgo 350 project in this tender. The other three players were AnsaldoBreda with the ETR 500, Siemens Transportation Systems of the Velaro and Alstom / CAF with three variants of the TGV. An essential condition was that the production of trains largely takes place in Spain and the maintenance in the country can be taken over by the manufacturer.
On 24 March 2001, the Board of Directors of RENFE decided unanimously to split the project: In addition to the Talgo consortium, which was entrusted with the production of 16 Talgo 350 trainsets, Siemens received an order for 16 Velaro trains. The total investment volume was estimated at 124 billion pesetas ( 740.4 million euros ); in this amount also provided maintenance and repair for over 14 years was not listed. Bombardier's share of / Talgo was around 338.5 million euros, of which 136 million euros were traded on Bombardier. Within 30 months of the first trains should be delivered. Per month while two trains should be passed. In April 2003 the series production began.
Siemens Krauss -Maffei built the engine head boxes ( which largely corresponds to the ICE 1 and ICE 2 ), the bogies were manufactured by Bombardier in Siegen. At Bombardier in Switzerland, the traction system, drive, current collector and control and communication technology emerged. The cooling systems supplied Behr ( Stuttgart) to.
The first four power cars have been assembled at Bombardier's Kassel plant, the remaining 28 power cars were assembled at Talgo II in Las Matas station ( near Madrid ), where two tracks rebuilt as production tracks for Bombardier and the intermediate cars were built. The finished trains were placed on broad-gauge bogies for maintenance work Las Sagra near Toledo, where the Inbetriebsetzungsfahrten took place.
The first two series power heads were delivered in March 2003. By December 2004, the rest of the series was delivered.
Compared to the Prototypzug the production trainsets received a blue and white color scheme.
Shortly after the start of the licensing runs crashed a unit with the current at the top drive head at 9-102-003 Urda.
The design speed of the series trains is 330 km / h This top speed should be enough of two and a half hours of travel time between Madrid and Barcelona, the tender condition. Experts attribute this reduction compared to original plans for cost reasons back, which originate from the strong at even higher speeds increasing power demand.
On admission, rides rides with a velocity increase of 10 % is required. During the licensing runs a new Spanish speed record of 365 km / h was achieved on the night of 25th to June 26th 2004.
Into operation
The first eight units took on February 26, 2005, set to run at the high speed line Madrid- Barcelona, in the completed section between Madrid and Lleida, with four pairs of trains daily ( three Saturdays ) on. Since the approval of the cab signaling was still pending, the speed limit was initially limited to 200 km / hr.
The top speed was increased with the commissioning of the train control system ETCS Level 1 gradually since May 7, 2007 Driving the trains with the initially targeted top speed of 300 km / h
After stabilization of the ETCS Level 2, the trains were originally the 651 km long relationship Madrid -Barcelona in a journey time of about two hours and 30 minutes, with a top speed of 330 km / h to travel. Today, however, especially the units AVE S -103 be used on this route. while the 102 used for train movements with intermediate stops, with journey times between 2 hours 57 minutes and 3 hours 23 minutes.
Second delivery series, 112 series
The Board of Directors of the RENFE decided the procurement of 141 additional high-speed trains, including 30 Talgo 350 units with a total value of 600 million euros in two sessions in late February and early March 2004.
The vehicles were procured for the lines (Madrid ) Córdoba -Málaga and Madrid -Valencia and were delivered from August 2008 to December 2010. For this series, the boxes of the power cars will be built by Renfe Integria in Málaga, where a portion of the intermediate car is manufactured. The other intermediate cars are built at Talgo near Madrid.
The units of the BR 112 corresponding in configuration, external dimensions and specifications are largely those of the BR 102 The main differences are the omission of a kitchen, a rose by 32 to 348 seating capacity, and an extension of accessible zones.