FIAT Y 0160

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FIAT Y 0160
Prototype railcar FIAT Y 0160 [1]
Prototype railcar FIAT Y 0160
Numbering: Y 0160
Number: 1 (experimental vehicle)
Manufacturer: Fiat Ferroviaria Savigliano SpA
Year of construction (s): 1970/71
Retirement: 1975
Axis formula : (1A) '(A1)'
Genre : Railcar
Gauge : 1435 mm ( standard gauge )
Length: 27,800 mm
Height: 3,261 mm
Width: 2,774 mm
Trunnion Distance: 18,850 mm
Bogie axle base: 2,200 mm
Empty mass: 39.50 t
Service mass: t
Friction mass: t
Wheel set mass : 10 t
Top speed: 250 km / h (see text)
Hourly output : 742 kW
Continuous output : 644 kW
Power system : 3 kV  =
Number of traction motors: 2 DC motors type MTSC 089/4
Drive: electrical, overhead line
Brake: Electropneumatic brake

The Y 0160 railcar produced by Fiat Ferroviaria from 1970/71 was the prototype of the first operational vehicle equipped with active tilting technology . It was built as part of the Italian State Railways (FS) program to introduce a generation of new trains to increase travel speed on winding routes.

History and development of the project

Since the late 1950s , several state railway administrations - e.g. in France, Italy, the FRG, Great Britain, Switzerland, Sweden, Spain, Japan, Canada and the USA - more intensive with studies and projects for the installation of tilting technology in rail vehicles . The main objective was to increase the speed of travel of trains on important main lines without having to make significant investments in the design and construction of new routes with large radii of curvature. A major problem with regard to driving through an arch is the uncomfortable feeling that occurs for passengers due to the centrifugal force , and less the risk of derailment , since in rail traffic there is a relatively high safety margin between the maximum speed permitted during operation and the maximum possible curve speed. The technical standards actually allowed a maximum unbalanced lateral acceleration between 1.2 and 1.4 m / s 2 , with slight differences between different railway companies . The elevation of the track on the outside of the curve, like the inclination of appropriately equipped vehicles, serves to compensate for the acceleration effect on travelers. Some administrations started building and testing prototypes, but for various reasons almost all of them stopped their developments over time.

Only four companies from Europe continued to manufacture real trains: Italy's FS with the Y 0160 , the BR in Great Britain with the Advanced Passenger Train ( APT ), the Swedish SJ with the X15 and the Spanish RENFE with the Talgo Pendular . The first three were equipped with active tilting technology, the latter had a passive system. While the APT was unsuccessful due to technical problems and the X15 was not given a successor, the Spanish and Italian projects were brought to commercial use. The Talgo led to various series models, the Italian program, with the later ETR 401 , to the vehicles of the Pendolino family.

Development of the prototype Y 0160

After preliminary theoretical studies in the late 1960s, FS, together with Fiat Ferroviaria, carried out tipping simulations with the ALn 668 diesel multiple unit built in 1968 . It was one of two prototypes for the further development of the ALn 668 with the internal designation type 7170 . Instead of tilting the car body , the possibility of swiveling the passenger seats with the help of hydro-pneumatic components and the influence of tilting on passengers on board were investigated. The surveys carried out confirmed the studies and encouraged the construction of a railcar with tilting technology for the superstructure, which would allow improvements to the swivel mechanism of the box and its components to be tested under more realistic operating conditions, thus completing the findings.

This was now electrically powered - indicated by the Y in its name - and thanks to the unusual way in which it moved through curves it was soon known as Pèndolino ("the little pendulum / swaying"). The innovative one-off was delivered on October 5, 1971 by the FIAT factory in Turin - where railway vehicles were also built at the time - and reached speeds of up to 250 km / h in several test runs. Thanks to its extravagant coloring, railway workers jokingly gave it the nickname “Carioca” (after the Disney character, a green parrot).

Extensive experiments were carried out between 1971 and 1973, and long journeys were made by railcar on the winding Turin – Genoa railway between the Trofarello and Asti stations and on the Rome – Formia – Naples railway . This resulted in speeds of over 260 km / h. The tests were successful, so that at the end of 1974 the administration of the FS gave the FIAT permission to build a four-part multiple unit with tilting technology, the later ETR 401 ( E lettro T reno R apido , "Electric Express Train ").

The prototype Y 0160 is sometimes confused with the similarly named Y ETR 0160-000 . With that temporarily assigned designation, on the occasion of the “21. International Railway Congress ”, the first part of the ETR 401 multiple unit - drive unit and intermediate car with pantograph - officially presented on October 2, 1975 between Bologna and Chiusi . Delivered in 1976 and also remained one of a kind at FS , it was used to test the inclination coordination between the units on the route and finally began regular operation on the Transapennine line between Rome and Ancona , and later to Rimini . This made the ETR 401 the world's first scheduled tilting train. With him, a series was founded, which the ETR 450 multiple unit should continue. This was followed by the next generation FS ETR 460, ETR 470 and ETR 480/485, as well as the new ETR 600 and ETR 610 from Alstom in the 2000s . The railcar Y 0160 was used for component testing until it was withdrawn and can be seen as a technological forerunner.

The experimental vehicle was finally set up outside the FIAT Savigliano factory . In 1983 the Y 0160 was given to the Piedmontese Railway Museum , Museo Ferroviario Piemontese , by FIAT , but was not taken over into the inventory. Ultimately, the railcar was dismantled.

technical features

Many features of the prototype are only known to the experienced due to multiple detail changes, but it has a few similarities with the later production models.

The vehicle was designed as a single multiple unit, not as a multiple unit or motor / control car combination. With, according to Patelli and Mezzetti, 19.75 tonnes of trailer load , a (light) sidecar could theoretically be carried. The empty weight, very low at around 40 tons thanks to the lightweight construction , and the maximum height and width roughly corresponded to the construction of the successor. The structure was symmetrical, with a continuous passenger compartment, closed off by aerodynamically shaped driver's cabs at both ends, similar to those of the ETR 401 . The power transmission was designed conventionally, with a cardan shaft on a bevel gear, a DC traction motor of 3000 volts for each bogie and power from the overhead line through one of two pantographs.

The car body rested on two bogies with a short wheel base of 2.2 m (later 2.45 m) in order to improve the cornering ability of the wheels. A hydraulically controlled system with gyroscopes allowed the railcar to lean towards the inside in a curve movement, so that track radii can be passed at a higher speed than vehicles with rank C classification . This enabled bends with higher, unbalanced lateral acceleration to be negotiated than the maximum permitted 1.2 m / s² along the FS routes, the tilting technology compensated for the effect on passengers and ensured comfort during the journey.

literature

  • Stefano Garzaro, Angelo Nascimbene, FS-Italia. Elettrotreno ETR 400 "Pendolino" , Monograph series ferroviarie No. 6, Torino, Edizioni Elledi, 1982
  • Pendolino. Storia e prospettive di un treno italiano , interview with Prof. Franco Di Majo by Angelo Nascimbene, in Tutto treno , 11 (1998), no. 113, insert with 12 unnumbered pages
  • Stefano Patelli, Patrizio Mezzetti, L'ETR Y0160 , in Tutto treno , 14 (2002), No. 149, pp. 20-25
  • Romano Panagin, La vera storia del Pendolino , in La tecnica professionale , ns 12 (2005), no. 12, pp. 7-15
  • Mario Meirana, Alberto Furregoni, Il 'Pendolino', un progetto di successo in continua evoluzione , in La tecnica professionale , ns 12 (2005), no. 12, pp. 25-36

See also

Individual evidence

  1. ↑ a b Stefano Patelli, Patrizio Mezzetti: L'ETR Y0160 , in Tutto treno , 14 (2002), No. 149, pp. 20-25.
  2. ↑ Stefano Garzaro, Angelo Nascimbene: FS-Italia. Elettrotreno ETR 400 "Pendolino" , p. 20
  3. ↑ Garzaro, Nascimbene: ETR 400 "Pendolino" , p. 27
  4. ↑ Klaus Ecker, Torsten Berndt: 1000 Locomotives: History - Classics - Technology , Naumann & Göbel Verlagsgesellschaft, Cologne 2004, p. 223, ISBN 3-625-10541-1
  5. ^ Giuseppe De Grisantis, Antonio Salerno: Visita alla FIAT , in Italmodel ferrovie , 29 (1979), No. 223, pp. 6-11, there illustrations, pp. 8-10.
  6. ↑ Redazione (May-June 1983): Note flash (current news), in I treni oggi , Vol. 4 (No. 30), p. 6, ISSN  0392-4602
  7. ^ A cura della redazione (April 1991): ETR 500 addio? , in Tutto treno vol. 4 (No. 31), p. 4.

annotation

In Italian rail traffic there are speed classes as “ranks”, which are based, among other things, on the uncompensated transverse acceleration. Rango C corresponds to a maximum and enables a top speed of over 160 km / h on the route. Based on the tests with the FIAT Y 0160 and the FS ETR 401 , the Rango P was introduced when the Pèndolini for vehicles with active tilting technology was put into service.

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