V150 (train)
As V150 high-speed train is called, who set a new world speed record for wheel-rail vehicles in France on April 3, 2007. The specially assembled for the record drive train on the LGV Est européenne reached a speed of 574.79 km / h
V150 represents Vitesse 150 ( to German: speed 150) and referred to the planned speed of the record-breaking run of at least 150 meters per second (540 km / h). The train used consisted of two power cars of the TGV POS 4402, and three double-deck intermediate cars.
The train set surpassed so the May 18, 1990 515.3 kmh established a world record of the TGV Atlantique 325 The record-breaking at the same time remained only slightly below the record for track-guided vehicles, by the Japanese Maglev JR - Maglev MLX01 with in December 2003 581 km / h has been established.
The record run was the culmination of a procedure called the L' Excellence Française de la Très Grande Vitesse Ferroviaire test program, which was organized by Alstom, the network operator RFF and SNCF. Besides the establishment of the new world record, among other things, the ride comfort at speeds over 500 km / h and examined the safety reserves of the TGV system should be explored in control mode. Alstom proven in the record-breaking new technologies, which are used in TGV AGV successor.
A total of about 500 people were involved in the project, including about 300 engineers and technicians. During the record run of whom about 60 were on board.
Preparation
For the record runs on the LGV Est was a three-month period available between the completion of electrification in January 2007 and the start of training rides for drivers in April. The regular operation on the track was recorded on June 10.
The test program for the record started on 15 January 2007. The speed of the train has been increased thereby gradually over the regularly permitted on the track top speed of 320 km / hr.
On February 9, a speed of over 500 km / h was achieved for the first time here. Overall, this brand should be exceeded in a dozen trips. Unofficially, the 515-km/h-Rekord 1990 was raised several times earlier than the official record run: on 13 February, between 194 and 191 kilometers of track, at Passavant -en- Argonne, first at 554.3 km / h There were other unofficial trips with 559 and last 568 km / h According to the unofficial record drives the train was transferred on 23 February in the depot Ourcq, where he also received a special, black-and- blue paint. At both power heads a stripes in the national colors of France was placed beyond which merges into the adjacent intermediate cars. After the official opening of the line by President Jacques Chirac on 15 March, the preparation program was resumed.
To March 14, 40 test runs were carried out at speeds of over 450 km / h; the speed was increased again gradually. In addition to the evaluation of the results was performed after each test drive a test drive of the test train Mauzin (TGV POS) to control the track position.
Before each ride fast TGV POS 4404 sailed the route as Kehrzug (French rame balai ) with 380 km / h and examined the state of the track, track position and the overhead line. For the record run minimum requirements for visibility, temperature, weather and wind speed were determined. Only one of the tests had to be omitted because of fog.
In an emergency braking at 506.8 km / h peak temperatures of 650 degrees Celsius were measured on 28 March on the brake discs.
Technology
The 106 m long and 268 ton train consisted of two power cars and three intermediate cars.
The two powerheads ( 384 003 and 384 004) originate from the TGV POS trainset, however, received a number of modifications. So three (of four) were not removed required pantographs and roof aerodynamically optimized. The front hatches ( with the underlying coupling ) on the provided front were removed and replaced with a solid plate; accounts are also the windshield wipers. The skin between the middle car was additionally smoothed by means of rubber seals, as well as the sub-frame, the front clutch and the high- voltage power line between the power heads. Also the underbody of vehicles was aerodynamically optimized. Overall, the air resistance on the vehicle as a whole has been reduced by 15 percent.
At both power heads was ever a TGV Duplex double-deck cars. The middle of the three center car was a two-tier dining car, in the lower level electrical equipment was housed, from which the two driven AGV bogies of the car were fed with 4 MW. The synchronous motors used, permanent-magnet should, in the next generation of the manufacturer of high-speed trains ( AGV ) are used. The first car was occupied by around 60 technicians, the third car took 1st class seats on for about 60 guests of honor. For the first time in a French world record-breaking run of guests joining on board a train: 105 media representatives and politicians traveled with.
The performance of the engines in the power cars was increased to 1950 kW, 68 % higher than the performance of the series drives. The engine of the car driven means generated an output of 1000 kW, which corresponds to a power increase of 40 % compared to the pure power head performance. Overall, six powered bogies generated an output of 19.8 MW (as opposed to 9.3 MW, the TGV -POS - series trains). All bogies received an additional suspension.
The diameter of the driving wheels is increased from 920 to 1092 mm, changing the gear ratio in order to avoid a substantial higher engine speed than 5000 rpm.
A total of 40 technicians supervised the data from 600 sensors that monitored around 800 parameters to 350 measuring points. Were measured, inter alia, power loss, static friction, dynamic stability and vibration. These data were also used by the record-breaking run to test preliminary models for the development of the TGV trains in terms of aerodynamics, acoustics, dynamics and vibrations for validity. Overall, about three times as much data as during the record run of 1990 were recorded.
During the record run
On April 3, the two TGV units were 4402 and 4404 converted into double traction to kilometer 264. Previously a test car had already traveled the route.
At 11:15 clock reached TGV Réseau 533 journalists and guests of honor on the southern track kilometer 264 at 11:35 clock began TGV 4404 exploring trip across the record section, while the record-breaking could be photographed by the guests.
The Weltrekordzug drove off at 13:01 clock. The journey began at kilometer 264 in a westerly direction. 200 km / h were achieved at 258 km, 300 km / h was achieved at 248 km, 400 km / h at 242 km at km 226 was briefly a speed of almost 500 km / h at kilometer 221, the threshold was exceeded again. At kilometer 191.92 ( at Le Chemin in the Marne department) was set up at 13:13 clock with 574.79 km / h, the new world record. Up to 191 km, the train stopped at a speed of around 570 km / h Then, up to 170 kilometers of the train was slowed down to 350 km / h. At 13.30 clock, 29 minutes after the start of the record attempt, he came out in Champagne- Ardenne TGV train to a halt.
Overall, the train about 37 km ( km 221-184 ) drove at a speed of over 500 km / h According to information provided by accompanying journalists were from about 400 km / h break sparks jumped out of the pantograph, from 500 km / h were severe vibration was felt.
The weather on the day of the official world record was considered ideal: the sun and light winds. The transport police SNCF, as well as about 100 policemen stopped the traffic on the bridges leading across the track when a train passes was expected. Two and a half hours before driving a test train had passed, the distance.
The train was accompanied on his world record run by a Corvette - jet aircraft in the air.
Route
The record runs only found on the northern track, with the direction of travel instead of Paris (contrary to the normal direction of travel). The record distance was between the 264 route kilometers ( near Prény in Pagny -sur -Moselle ) and 114 ( Champagne-Ardenne TGV train station in Reims ). It was planned that the speed limit should be reached approximately at kilometer 190. This section was chosen for the record run, since the curve radii flatten in this area from 12,000 to 17,000 meters, and finally merge into a straight as a line. The cant into the narrower curves had been increased by up to three inches.
Also track position and superstructure have been specifically optimized for the record runs, the rails in this section were particularly ground. The mechanical tension of the overhead contact line has been raised, to prevent the current collector obtains the transverse wave generated in the driving wire; the electric voltage was increased from 25 to 31.5 kV - 27.5 kV maximum in control mode are reached. The part of the catenary critical velocity was so, according to a source, be raised to 620 km / h. Another source speaks of a part of the upper critical line speed of around 575 km / h - the vibration effects above this mark were not explored; maybe it could have happened that the top line breaks. In the work of Trois- Domaines specially other transformers were installed. Capacitors were incorporated in order to stabilize the high-voltage and to take a part of the braking energy.
All switch rails and swing noses of turnouts have been established, further leveled or raised single track sections. An analogue train radio was installed to ensure uninterrupted contact with the train (the new GSM-R system had been tested so far only up to 350 km / h).
Importance
The tests also used to test a number of components under extreme conditions and to collect data for the development of high-speed system ( for example, GSM -R ) were used. The record run is considered to be the image of both the manufacturer Alstom and SNCF, which operates the TGV system. In very high speed range ( over 300 km / h) is in competition with Alstom, Siemens Transportation Systems ( Velaro ), Kawasaki, Mitsubishi and Hitachi ( Shinkansen ) and Bombardier ( AVE S -102, Zefiro ).
Estimates put the total cost of around EUR 30 million.
More Quick trips
After the record-breaking run of 3 April to 15 April 2007 was followed almost every day trips with speeds of at least 520 km / h A total of 500 km / h or more are achieved in a length of 700 km. At least 450 km / h of the record-breaking train was fast to a total of approximately 3,200 km.
Whereabouts of the record train
The record-breaking was separated some time after the record run. The two power cars were connected to a modernized TGV -R car set for the France - Germany - market and put into service as a trainset 4402. At the three test cars the traction motors were removed, the interior remodeled to that of a regular train and the vehicles eventually be placed in the TGV -R set 618. A part of the train was presented in May 2007 in Paris on a barge.
The manufacturer Alstom rejected estimates of the competitor Siemens, the train was " scrap heap " after the record attempt; Trains and carriages would be used rather in passenger service on.
One of the record-breaking power heads, with new pasting, in June 2008 in Saarbrücken