Mastering very high speed François Lacôte Senior vice president March 2008
A history of speed in France 1972 Gas turbine unit TGV001 achieved 318km/h (197.6 mph) 1978 Pre-series PSE achieved 260 km/h (161.6 mph) 1981 PSE16 achieved 380km/h (236 mph) 1988 PSE88 achieved with 408.4 km/h (253.8mph) 1989 TGV Atlantique reached 482 km/h (300 mph) 1990 World record of 515.3 km/h (320.3 mph) 2007 New world record of 574.8 km/h (357.2 mph)
The objectives Explore for the first time the speeds beyond 500 kph measure and validate under real-life conditions the aerodynamic, acoustic, dynamic and vibratory phenomena Validate the critical components of Alstom s two train platforms: the TGV Duplex and the AGV 2 TGV East power cars 3 TGV Duplex coaches 2 AGV bogies + traction components Total power 20 MW standard production components
The goals The test train (the two platforms tested on the test train) Duplex TGV Running direction AGV range R4 Instrumented active pantograph M2 R8 Laboratory coach Motor trailer R1 VIP coach M1 Instrumented wheel set AGV bogies In partnership with RFF & SNCF 4
Motor bogies Power car : motor bogie Gear box : 114,2 km/h per 1000 tr/m AGV Bogies Gear box : 116,7 km/h per 1000 tr/m
The V150 train
Main measurements Command / control traction equipment East TGV (concentred power) traction AGV (distributed power) Electrical measurement (voltage, power, etc..) Dynamics of bogies (Y & Q forces, lateral acceleration) Dynamics of the train (safety & comfort) Dynamics and electrical behaviours of pantograph
Speed limits
World speed record : 574.8 km/h 500 km/h 320 km/h 28 runs at speed above 500 km/h 728 km cumulated
Main results : Electrical results 250 200 Asynchronous motor Nominal power 1160 kw Maximal power 1950 kw 150 effort (kn) POS - 150 (1950kW) AGV - 150 (1000kW) Total RAME V150 100 Traction equipment layout 50 TGV Traction equipment Motrice 2 0 0 100 200 300 400 500 600 vitesse (km/h) Permanent magnet motor Nominal power 800 kw Maximal power 1000 kw Bloc moteur 1 Bloc moteur 2 TFP Bloc commun Remorque 4 Compresseur Coffre self 2 Coffre commun Coffre self 1 Coffre Traction 2 TFP Coffre Traction 1 AGV traction equipment for two bogies
Main results : Acoustics-exterior noise Running direction M2 R1 R4 R8 M1 Acoustic Imaging Noise Source Characterization Evolution du LAeq en fonction de Log(V) pour la rame V150 sur les sites des PK188 & PK195 KLaeq ~30 Rolling Noise. V Laeq Rame V150 (PK195) Rame V150 (PK188) 200km/h<V<300km/h RameV150 (PK188) 200km/h<V<320km/h + L0 (V0 ) Laeq LLaeq (VRameV150 ) = K(PK195) log 10 Laeq RameV150 (PK195) V>400km/h Laeq RameV150 (PK188) V>400km/h KRégression ~60-70 Aero-acoustic Régression logarithmique - V>400km/h (PK195) logarithmique - 200km/h<V<300km/h (PK195) 0 V Régression polynomiale (ordre2) -200km/h<V<540km/h (PK188) Régression logarithmique - 200km/h<V<320km/h (PK188) Régression polynomiale (ordre 2) - 200km/h<V<575km/h (PK195) Exterior Noise Evolution Régression logarithmique - V>400km/h (PK188) y = 65,026x - 68,773 R2 = 0,939 60 < K < 70 de l'efficacité acoustique de l'écran en fonction de la vitesse au passage Evolution Sound Barrier performances vs. speed and shape (exemple de la configuration d'écran n 1) 20,0 LAeq (dba) 105 y = 62,457x - 62,29 R2 = 0,9243 y = 51,315x 2-220x + 326,64 R2 = 0,9898 K ~ 30 100 320km/h (RameV150) 390km/h (RameV150) 448km/h (RameV150) 472km/h (RameV150) 15,0 320 kph 10,0 y = 57,056x 2-248,75x + 362,02 R2 = 0,9943 y = 29,268x + 24,174 R2 = 0,9828 95 5,0 480 kph 0,0 y = 29,306x + 23,637 R2 = 0,9789-5,0 Global A 8000 6300 5000 4000 3150 2500 2000 1600 1250 800 Tiers d'octave (Hz) 1000 630 500 400 315 250 200-10,0 160 Log(631) 2,8 80 Log(501) 2,7 125 Log (V/V0) (V0=1) Log(398) 2,6 100 Log(316) 2,5 63 Log(251) 2,4 50 Log(200) 2,3 40 Log(158) 2,2 32 Log(126) 2,1 25 90 20 110 Gain (db) 115
Main results : Acoustics-exterior noise Running direction M2 R8 R4 R1 M1 Niveau sonore en db(a) (réf: 20µ Pa) 92 90 88 86 84 82 80 78 76 74 72 70 68 66 64 62 60 58 56 54 52 50 Sound level dba y = 0,136x + 53,286 R 2 = 0,965 Interior Noise Evolution Niveaux sonore des microphones intérieurs en fonction de la vitesse (Marche M51-04) Insulation effect - 10 dba y = 0,046x + 52,447 R 2 = 0,991 y = 0,052x + 60,419 R 2 = 0,993 y = 0,046x + 52,708 R 2 = 0,988 y = 0,0416x + 53,91 R 2 = 0,9868 48 0 50 100 150 200 250 300 350 400 450 500 550 600 Vitesse (en km/h) Platform Passenger compartment M1b M3b M6b M10b Niveau sonore en db (réf : 20µ Pa) Sound level db 135 125 115 105 95 85 75 Trailer TGV 10 Bogie Cavity Characterization at 300 to 575 kph Microphones sous bogies : Marche 51_04 à 554,4 km/h AGV 100 Motor TGV Fréquence en Hz AGV ~ Trailer TGV ~ [Motor TGV 2dBA] 1000 10000 M7 M9 M9'
Main results : Railway dynamics TGV Motor Bogie TGV Trailer Bogie AGV Bogie Running direction M2 R8 R4 R1 M1 IWS ACC Y, ACC Z IWS ACC Y, ACC Z IWS ACC Y, ACC Z ACC Y ACC Z ACC Y ACC Z ACC Y ACC Z ACC Y ACC Z Y,Q Forces Analysis Dynamic behaviour Carbody and Bogie Acceleration Analysis Measured lateral Y and vertical Q forces remained well under safety limits (50% of margin for Y forces and 25 % margin for Y/Q), including in high cant deficiency (163 mm at 450 kph) Even at very high speed, the comfort level reached in the coaches was very good (comfort level at 500 kph equivalent to the one of Corail coaches at 200 kph) AGV bogies have lower level of acceleration than those of the TGV trailer bogies Good correlation between test and calculation is found for the full speed range Switch behaviour Very good dynamic behaviour on switch point (28 runs at speed above 500 kph)
The performance
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