AVE Class 100The trains of the series form a part of the contract awarded on 25 May to the consortium formed by the renfe ave serie 100 Alstom and CAF. The contract included the construction of a lot of 20 high-speed trains with international gauge for medium distance services. These trains began providing service along the Cordoba-Seville tren x1x corridor on 29 December ; along the Madrid-Ciudad Real-Puertollano corridor on 4 January ; and between Madrid and Toledo as renfe ave serie 100 16 November On 24 Februaryan additional order of 30 new compositions was awarded to the same consortium. The contract that was renegotiated throughoutending in a reduction of the order from 30 to 13 trains on 29 November.
The trains of the series form a part of the contract awarded on 25 May to the consortium formed by the companies Alstom and CAF. The contract included the construction of a lot of 20 high-speed trains with international gauge for medium distance services. These trains began providing service along the Cordoba-Seville high-speed corridor on 29 December ; along the Madrid-Ciudad Real-Puertollano corridor on 4 January ; and between Madrid and Toledo as from 16 November On 24 February , an additional order of 30 new compositions was awarded to the same consortium.
The contract that was renegotiated throughout , ending in a reduction of the order from 30 to 13 trains on 29 November. These last units constitute the series, an evolution of the , with improvements in traction, braking and energy efficiency, as well as comfort and interior design by configuring the entire train as a single class.
The trains of the and series are the first ones of Renfe and in the world to be specifically designed and built to provide medium distance services at high speed.
This speed is based on a technology extensively tested by various railway companies, the "Pendolino" technology, although the cars do not tilt, and it uses extensively tried and tested components and equipment.
These trains therefore belong to the same family of Alaris trains, which compose the series, although there are differences. Externally they are similar, although they have an additional car, fairing on the roof and two doors per car, except for the cafeteria trailer car.
Externally, the new trains have a very aerodynamic profile that provides very low drag; interiorly, they are conceived to provide maximum utility and have an ergonomic design; and as a whole they have suitable modularity that facilitates assembly, repair and maintenance work. This train is formed by two semi-trains, with a complete drive train and redundant equipment and systems. Aluminium alloys have been used to build the bodies, which make them very light-weight, with a total weight of The structure of each body is formed by a flat frame, two sides, a curved roof and two cross-beams on the undercarriage located at the ends.
The train is formed by four cars in which the end cars have an aerodynamic front that reduces drag, behind which the driver's cabs with a centred desk are located. The nose of the cab is longer than that of the , given that it includes an anti-crash system, a notable characteristic of this train.
Access to the train is through seven vestibules. The access doors are electrically operated and have a mobile running board that operates in conjunction with the door. The passage between cars is through intercommunication gangways and six, two-leaf sliding doors with electronic and pneumatic control. The train has fairing at the top, thereby presenting, together with the shape of the front ends, an aerodynamic profile that reduces drag.
The coupling between units, up to a maximum of three, is made by a Scharfenberg automatic coupler, which is retracted when not in use, and it includes mechanical, pneumatic and electrical coupling. The trains of the series can also be mechanically and automatically coupled.
The connection between cars is made using semi-permanent couplers. The fundamental feature of this train is its distributed traction, which distributes the traction and auxiliary equipment on the undercarriages throughout the composition. Each motor, which is positioned on the car frame perpendicularly to the axle it drives, supplies kW of power.
This distribution of the motors on half of the axles provides greater adherence and acceleration. The train includes energy collection equipment, pantographs and circuit breakers located on the two intermediate cars; four, volt DC battery groups; and two auxiliary units formed by two, kVA converters and two, kW battery chargers.
The two motors of each car are permanently connected in parallel to each other and are powered by an electronic inverter. The train thus has four independent traction blocks, one per car. The auxiliary equipment is designed to be redundant. Each train is formed by two semi-trains that have a pantograph, a main transformer, two traction converters, two brake rheostats and 4, three-phase asynchronous motors that are self-ventilating and provide kW of power. The trains are equipped with various passive safety systems such as low-speed impact absorption with progressive deformation, in addition to reinforced front ends to ensure comfort.
The train also has GSM-R and conventional train-ground telecommunications equipment, a fault diagnostics and driver assistance system, a continuous monitoring device deadman and incident recording equipment, in addition to anti-slip and anti-slide systems, flange lubrication and sanders. It also incorporates passenger information equipment. The train's eight, dual-axle bogies are motorised: Each bogie weighs kg.
They are interchangeable, except for the end bogies, given that they are equipped with the information transmission and reception equipment corresponding to the signalling and traffic control systems. The primary suspension is on steel coil springs with dampers, and the secondary suspension is pneumatic, with sensor systems that warn of any problem, in addition to anti-tilting devices.
The wheels are solid, of a single piece, with an "ORE S" profile. New wheels have a diameter of mm, and the maximum admissible wear is down to a diameter of mm. Another fundamental characteristic of this train is its braking capacity, provided by an electric brake that allows automatically switching between recovery braking on the motor axles and rheostatic braking.
The former type of brake has preference over the latter, although if the power grid cannot absorb the braking energy, braking progressively switches to the rheostatic brake.
The brake equipment also includes an anti-skid system, plus a locked axle detection system separate from the anti-skid system, and sanders. The motor axles are equipped with two, self-ventilating disk brakes, and the trailer axles have three disk brakes of the same type.
There is compressed air production equipment for the pneumatic brake. The parking break immobilises the train, even on ramps of 35 millimetres and with a maximum load.
Legal information Web accessibility. Renfe Customer Service Accessibility Help. Timetables Notices Purchase Press Office. Body This train is formed by two semi-trains, with a complete drive train and redundant equipment and systems.