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HISTORY OF TECHNOLOGY, TECHNOLOGY, OBJECTS AROUND US
High speed TGV train. History of invention and production
Directory / The history of technology, technology, objects around us Recently, in many countries of the world, there has been a renaissance in the development of railway transport. It is associated with a sharp increase in the speed of passenger traffic. As a result of the increase in travel speeds and reduction in travel time, a significant number of passengers were returned to rail transport. Increasing the speed of trains has always been one of the main tasks of railway transport. In 1829, a train driven by the Rocket steam locomotive reached a speed of 85 kilometers per hour. In 1890, in France, the Crampton steam locomotive drove a train weighing 157 tons already at a speed of 144 kilometers per hour. The speed limit of 200 kilometers per hour in 1903 was exceeded by a German electric train, having developed a speed of 210 kilometers per hour on the Zossen-Marenfeld section. The speed record set in France in 1955 by a locomotive-powered train - 331 kilometers per hour - was already improved in 1981, when a TGV train reached a speed of 380 kilometers per hour. On foreign railways, high-speed traffic is considered to be the movement of passenger trains with a maximum speed of at least 200 kilometers per hour. At the same time, two trends prevail in its organization - the modernization of existing lines with the implementation of maximum speeds of about 200 kilometers per hour and the construction of special high-speed passenger lines with permissible speeds of 250-270 kilometers per hour. An example of specialized high-speed lines are the TGV lines - South East and Atlantic in France. On the European continent, France was a pioneer in the organization of high-speed traffic. By the beginning of the construction of high-speed highways, French specialists had quite solid experience: on long lines, trains with locomotive traction developed speeds of up to 200 kilometers per hour. Some of these trains, called Capitol, Coral, Mistral, are still included in the system of trans-European express trains. An attempt to increase their movement speed was unsuccessful. Then, on the Paris-Cherbourg line, they tried to realize speeds of 250-300 kilometers per hour on turbo trains, but because of the noise produced, these experiments had to be abandoned. The long-awaited success came only with the construction of electric highways.
TGV - the first European high-speed trains. In 1983, in France, they entered the new Paris-South-East line. These are ten-car trains, including two head motor cars and eight trailer cars placed between them. In a train of thirteen bogies, there are six motor bogies, including two-axle end bogies of the articulated part of the trailer cars. This design makes it easy to unhook the motor car from the train. In the articulated part of the train, the axles of the pivot assemblies are located at the ends of the bodies of the articulated cars. "The first variants of the TGV train," V.I. Volkov writes in his book, "were designed for the mass movement of passengers. Therefore, almost 72 percent of the 2nd class seats. 1st class seats, three in a row, are provided only in three There is a bar in one of the five 2nd class cars, and there are facilities for serving food and drinks to 1st and 2nd class seats. The TGV train has a reduced cross-sectional area compared to conventional rolling stock. The height of the body from the level of the rail heads has also been reduced by more than half a meter. This made it possible to significantly reduce the drag of the train and improve access to the cars from low platforms. In order for TGV electric trains to operate outside the new line in the south-eastern regions of France, they are made on two current systems - alternating 25 kV, 50 Hz and direct 1,5 kV. As traction motors, DC electrical machines with series excitation, mounted on the car body, are used. The electrical equipment of the train includes the main transformer, a pulse converter for DC operation and a mixed rectifier for AC operation, as well as other equipment. TGV trains can operate in dual mode. Studies conducted by the International Union of Railways in 1974 on the Paris-Lyon highway showed that the most economical speed here is 270 kilometers per hour, since at a lower speed it would not be competitive enough compared to air transport, and at a higher speed it would sharply the cost of installed capacity and consumed energy will increase. The experience of operating such express trains has shown their high efficiency. The contract for the supply of the first 87 TGV trains was signed back in 1976. It was assumed that the costs associated with the implementation of this agreement amount to 5400 million francs. By 1977, the costs exceeded the amount of the contract by four percent. The commissioning of TGV trains resulted in a savings of 3139 million francs in classic rolling stock, slightly less than half the cost of manufacturing the entire rolling stock for the TGV-South-East line. For the TGV-Atlantic lines, a new high-speed electric train was created - TGV-A, which has more advanced technical, technological and commercial characteristics. It is more streamlined. Its appearance goes well with the improved interior decoration. These trains are also distinguished by a peculiar color - silver-white and blue. The doors of the carriages are painted in bright and varied colors, emphasizing the different purposes of the rooms offered to passengers. The volume of internal premises has been increased due to the expansion of the wagons. The TGV-A train consists of two head cars and 10 trailer cars. Three 1st class cars (116 seats), one bar car and six 2nd class cars (369 seats), 485 seats in total. Trains can be formed in pairs. In this case, it turns out a thousand seats. For the convenience of movement of passengers inside the train, doors have been eliminated. The air conditioning system is almost silent and operates in two modes depending on the external climatic conditions. Two of the three 1st class carriages on each side of the central aisle have six saloons in the form of four-seater semi-compartments with armchairs placed on both sides of the table. Opposite each semi-compartment there are two seats with tables between them. The third carriage of the 1st class has an eight-seat smoking lounge. 2nd class carriages are designed for family and young passengers. To this end, the number of seats located opposite each other has been increased. “In TGV-A trains, the principle of their composition remained unchanged, the design of the bogies was preserved, the system of current collection and suspension of traction motors remained unchanged,” writes V.I. Volkov. guarantee constant control of all systems.The maximum speed of the TGV-A on high-speed lines reaches 300 kilometers per hour compared to 270 kilometers per hour of the first generation trains.The use of a synchronous traction motor allows this train to get by with four instead of six motor axles. The TGV-A is equipped with an electric brake that is independent of the contact network, because the synchronous traction motor in generator mode is excited from the battery, and the braking power is extinguished by resistances. For cars of this train, disc brakes have been developed that provide a braking force seventy percent higher than that achieved on the TGV. Since the passenger capacity of the TGV-A train is higher than that of the TGV, a significant reduction in energy consumption per passenger-kilometer has been obtained. These savings are largely due to improved aerodynamics. Calculations show that the cost of maintaining TGV-A trains per passenger-kilometer is also twenty percent less." At the first stage, the National Society of French Railways (SOFZhD) built the TGV-South-East line, which included the Paris-Lyon highway and adjacent sections of the South-East region. When creating this line, designers and builders adhered to two principles. On the one hand, the high-speed line should organically merge with existing railways, that is, their rolling stock and high-speed express trains can freely move from the high-speed line to adjacent sections and back. On the other hand, there is a strict specialization of high-speed lines for the transportation of passengers. Naturally, when express trains move along ordinary lines, their speed is limited by the technical arrangements of these highways. This decision made it possible to fully use the existing station facilities, stations and not to create a new infrastructure for high-speed lines. In addition, the ability of high-speed trains to continue moving along conventional steel transport arteries allows for the direct delivery of passengers to numerous stations located on the branches of high-speed lines. The separation of freight and passenger traffic increases the efficiency of transportation by increasing the frequency of trains on specialized sections. This is the best option in terms of traffic safety. In addition, when building lines specialized only for high-speed passenger traffic, it is possible to most fully and economically solve the problems of implementing high speeds. French experience shows that high-speed lines can be used quite effectively for the promotion of high-speed postal and refrigerated trains. The high-speed line TGV-South-East was designed for speeds up to 300 kilometers per hour - with a reserve for the future. By the 1990s, passenger trains ran here at a maximum speed of 270 kilometers per hour, and the commercial speed in the Paris-Lyon message reached 213 kilometers per hour, which reduced the travel time of express trains by an average of 1 hour 50 minutes. The experience of operating the highway linking Paris with the region, where about forty percent of the country's population lives, has shown its effectiveness. The TGV line also turned out to be reliable: there were only 1,7 train stops per million kilometers due to equipment malfunction. Such high performance indicators of the rolling stock are ensured by a well-functioning preventive maintenance service. High-speed trains regularly undergo technical inspection. In 1989, the western branch of the TGV Atlantic line of the Paris-Le Mans high-speed railway began operation. A year later, the movement of high-speed trains was opened on the southwestern branch of this line to the city of Tours. In Paris, most of the line is laid in covered galleries. This improved security. Walking and cycling paths are arranged along the highway, flower beds and lawns are laid out. In densely populated areas, protective barriers and screens are installed along the line to reduce noise and vibration levels. For the passage through the line of wild animals, ten special passages sown with grass have been arranged. As part of the further development of the network of Western European high-speed railways in France, TGV-North was built to connect with London, through a tunnel under the English Channel, with Belgium, the Netherlands and Germany. In addition, all three TGV lines were connected. High-speed trains were created by Germany, Italy, Japan, USA, Australia. In Russia, a similar Sokol train (VSM250) is only at the stage of trial operation. It is assumed that its weight will be 712 tons. "Falcon" will consist of four motor cars, cars with converters, trailer and end cars - 12 in total. The total number of passengers is 712. The design speed is 250 kilometers per hour. Author: Musskiy S.A.
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