AGV (helmet manufacturer), an Italian motorcycle helmet firm
AGV (train), a high-speed multiple-unit train built by Alstom
Abergavenny railway station, United Kingdom, from its National Rail code
Australian grapevine viroid, a plant viroid
Automated Guided Vehicle, a mobile robot used in industrial applications to move materials around
Oswaldo Guevara Mujica Airport (IATA airport code)
Remontado Agta language
The brand is most notably associated with motorcycle World Champions Valentino Rossi and Giacomo Agostini, both of whom have used AGV helmets throughout their career. In 2008, Rossi was made an honorary president of the company. The brand can also count past Formula One world champions such as Niki Lauda, Emerson Fittipaldi and Nelson Piquet as wearers.
AGV Helmets signed a long term licensing contract with Intersport, Inc. to use the AGV brand on apparel and related products. First product created under the AGVSPORT brand name (the CX-1 glove) was worn by GP racing star Randy Mamola.
Alstom offers the AGV in configurations from seven to fourteen carriages, seating 245 to 446 persons. The trains are constructed from units comprising three cars (each with one transformer and two traction electronics packages located underneath the cars) and single-car driver-trailers. The maximum commercial speed is 360 km/h (220 mph).
Design of the train took place through the early 2000s, with a prototype, "Pegase", produced in 2008. As of 2016, the only commercial order for the train has been from Italian transport company NTV, which ordered 25 trains in 2008, beginning services in 2012.
According to Alstom, the advantages of the AGV are: increased seating area per train length (compared to a single-deck TGV); safety and maintenance advantages of the Jacobs bogie articulation design; as well as higher energy efficiency from permanent-magnet synchronous motors.
The first design studies relating to the AGV were made in 1998. An AGV design, initially named "TGV 400" was presented in Barcelona in early 2000 as part of Alstom's bid to supply high-speed trains for the MadridBarcelona high-speed rail line. Initial specifications were for a train with distributed traction (total power 7.2 MW), seating 359 in a train 180 metres long, with a version including eddy current brakes with a top speed of 350 km/h (220 mph), and a tilting version with a top speed of 320 km/h (200 mph). The design would retain the articulated Jacobs bogie of the TGV.
Unlike the TGV, which was developed in collaboration between Alstom and SNCF, the AGV was developed wholly at Alstom's expense, with European Union rules on state aid limiting the extent of financial collaboration between the state-owned SNCF and Alstom. The AGV was promoted in 2002 as a complementary high-speed train to the TGV Duplex, offering higher speeds for less busy train paths, while a double-decker AGV was posited as a future possibility by Alstom.
The new design was the first high-speed train design in modern times that had inter-vehicle articulation and distributed traction. The design used Alstom Onix IGBT based traction inverters; the weight reduction associated with IGBT technology allowed an axle load of within 17 tonnes per axle. The trainsets were to be made up of modules of 3-car sets with two powered bogies per module. Each motor bogie had two body-mounted self-ventilated motors, one per axle, rated at 600 kW. The traction electronics used two taps per transformer per module, each powering two parallel connected inverters, with a separate inverter for each motor. There were two carriage designs: the driving control cars, and intermediate cars; and two designs of bogie: powered and unpowered.
The initial AGV design incorporated a number of new features: an electrically-activated active suspension (in the transverse direction to movement), used to limit oscillations between car and bogie; and eddy current brakes, fitted to the end bogies. Both technologies had been previously trialled on TGV sets. The carriages were constructed from aluminium alloy as used on the TGV Duplex. The transformers, which weigh 6.5 tonnes, are fitted underneath the end cars, since the presence of the leading bogie allows the mass to be distributed over three instead of two axles. The interior structure was designed to allow easier refurbishment and alteration to the passenger environment. The floor level is kept practically constant throughout the train, including at inter-coach connections.
By 2005, permanent-magnet synchronous motor technology had become mature enough to use in a commercial product, and was incorporated into the design allowing a bogie-mounted (instead of frame-mounted) traction motor, with higher efficiency and lower overall weight. The 2005 specifications allowed a wider (3 metre) carriage than the TGV, with a correspondingly shorter coach length. Alstom claimed operating and capital costs per seat were the same as a TGV Duplex.
In 2007 a modified TGV Duplex, the 'V150', fitted with AGV-type bogies, traction electronics and traction motors (operating at 1 MW) set a new rail speed record of 574.8 km/h (357.2 mph).
The design was complete enough to be frozen by July 2006. It had become formalised at basic train lengths of 7 or 14 cars, with the 3-car modules remaining part of the design. Each 3-car module had either a transformer or one of two traction modules (inverters) located beneath a carriage. Additional trailer vehicles (referred to as 'key' cars) were to extend the train size beyond multiples of three. The train is able to operate under all four European electrification systems, with a top speed specified at 360 km/h (220 mph) under 25kV electrification, 320 km/h (200 mph) under 15kV 16.7 Hz supply, and further reduced to 250 km/h (160 mph) and 200 km/h (120 mph) under 3 kV and 1.5 kV respectively.
The bogies are related to the type used on the TGV trains; in addition to the changes to traction motor type and installation, the bogies are constructed of a high tensile steel, for lighter weight, the bogie wheelbase is 3m as with the TGV. Braking is by rheostatic braking and regenerative braking, in addition to triple disc brakes on trailer bogies for low speed braking. An eddy current brake was not fitted. The train also incorporates a carbon composite as a structural element, forming a U beam which supports the carriage body end on the secondary suspension.
In January 2008 NTV (Italy) ordered twenty-five eleven-car trains for 650 million for use on the Italian rail network.
The prototype Pgase AGV was unveiled in February 2008, by which time Alstom had invested approximately 100 million in the development program.