bogie during endurance tests performed on the train. This process gave an on- going appreciation but did not allow a full anticipated validation. 70 products offers 70 alstom railway bogie products. About 98% of these are train parts. A wide variety of alstom railway bogie options are available. Posted: 26 November | Jean-Daniel Nast, Technical Director of Bogies, Alstom Transport | No comments yet. Alstom’s high-speed bogies are the result of a.
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From the outset of the TGV development, it appeared that articulated train architecture would be the most suitable solution to satisfy the objectives of safety, comfort and cost-efficiency. Once the general architecture of the trainset was adopted, it was necessary to define the bogie architecture and its main characteristics. This first test campaign led to the development of bogie architecture with the traction motor and the gearbox mounted under the carbody in order to optimise the mass distribution.
The result of these studies was a prototype named Z with a wheel base of 2. Regarding the ride quality, the architecture of the TGV with the articulated trainset is also a great advantage because it allowed the achievement of optimum uncoupling between the bogie and the carbodies by the use of a pneumatic suspension with very low frequencies of about 0. The damping of the system in the vertical and transverse directions was obtained by placing hydraulic dampers between the carbodies.
The articulated trainset and the positioning blgie the bogies between the carbodies are also favourable to the installation of a bogie with a large wheel base.
It is interesting to note that the ETR bogies developed by Fiat in Savigliano and the TGV bogies developed by Alstom in Le Creusot, were developed with a similar approach regarding the bogie design in order to minimise the bogie sprung and unsprung masses.
The TGV high-speed bogies have been in commercial operation for 25 years. This experience has confirmed the very good stability of the bogie with the low evolution alstoj the conicities. The evolution of the conicities shows mean values stabilised around 0. At this conicity level, the critical speed remains significantly higher than kph. The high-speed bogies were designed to allow a dedicated and component-based maintenance organisation to meet the essential requirements of:.
Alstom Railway Bogie, Alstom Railway Bogie Suppliers and Manufacturers at
The bogie key components have all reached remarkably high life time potentials, which can be defined as follows:. The reliability of the axle box bearings is another element essential to the safety and availability of the trainsets.
The current performances of these bearings are quite remarkable and can be defined as:. One of the constant areas of improvement in the design of high-speed bogies has been with weight reduction, which has been essential in order to reduce the bogie forces acting on the track.
The main actions conducted to reduce the unsprung masses and the gross weights were aimed at the following main components: For the transmissions, the weight reduction has led to the use of light alloy for the motor axle and the gearbox. The studies defined the structures whose stress levels are consistent with the fatigue criteria of the material and they also consider the effects due to the temperature variations which generate geometrical modifications between the bearings and the bearing cases.
Since then, an alternative solution using a composite material has been developed Ferrodo IB The performance improvements with the technology using a composite material instead of a sintered material can be summed up as follows:. Progress made in the field of electronic power components has made it possible to considerably reduce the size of train traction systems.
They can now be distributed below the floors of cars, rather than being concentrated in the lead and rear power cars, as in current TGVsTM. The AGVTM, the latest generation of very high-speed trains developed by Alstom, does away with the concentrated power set-up, in favour of a system whereby power is distributed throughout the entire trainset. This design frees up extra space for passengers in the power cars. Distributed power also means that cars can be accessed all along the platform, as opposed to traditional trainsets, whose power cars take up the beginning and end of the platform as well as the middle in the case of double trainsets.
Cars are arranged in groups of three: The length of the train thus varies according to the number of triplets assembled. Unlike the TGVTM, which must be made up of one or two trainsets of eight cars, the AGVTM can be configured in several versions, with seven, eight, ten, eleven, thirteen or fourteen carriages.
Alstom begins work on bogie plant – Railway Gazette
This design offers operators a range of trains to meet every capacity requirement. By Global Railway Review. Your email address will not be published. This site uses Akismet to reduce spam. Learn how your comment data is processed.
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Improvement of Alstom’s high-speed bogies
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