Easy Track Change Between Spain and France
HEIDENHEIM - The Talgo 250 is a very attractive train. Its aerodynamic power car reveals what kind of rail vehicle we are dealing with - a high-speed train. The Talgo, which is in service in Spain and in France, is now overcoming another technical obstacle: the gauge widths between the two countries and also inside of Spain can vary. Transmissions and axles therefore have to adapt to border-crossing traffic. The SZH-692 gauge change final drive from Voith Turbo is ideal for these conditions, and also suitable for high speeds.
176 of these gauge change final drives are currently being produced at Voith Turbo. The first 26 units have already been delivered. As the train concept has met with high acclaim from the operators, the Spanish manufacturer Talgo has ordered another 184 gauge change final drives from Voith Turbo. The altogether 360 new gauge change final drives will be fitted into 45 new Talgo trains by the end of 2008. Each of the high-speed trains has two powercars and four final drives.
The number 250 in the name of the train represents its maximum speed. Although the trains have to be capable of a test speed of 275 km/h, everyday passenger service runs normally at 250 km/h. The SZH-692 gauge change final drives is a fully sprung, integrated, two-stage transverse drive with intermediate wheel and a coupling rod. The wheelset shaft ends are connected with the gauge change device of the drive. The gauge change final drive is directly suspended in the bogie.
With its latest order for an additional 184 final drives, Voith Turbo is underlining its market leadership in the high-speed train segment. Voith Turbo is also extending its role as a systems supplier: the first three meters of the Talgo 250 powercar have been completely supplied by Voith Turbo Scharfenberg. This means that standard-gauge couplers, energy absorption elements, front cone and front covers including all mechanical, pneumatic and electronic components originate from one single source. The self-supporting roof of the driver’s cabin, as well as the semi-permanent coupler at the rear of the train, have also been supplied by Voith Turbo Scharfenberg.