The electric railcar 470 series comprises 57 units and came out of the comprehensive exterior and interior refit of several 440 series trains at the Valladolid and Malaga central repair workshops. The most important change in the refit was providing air conditioning and new interiors, creating a single lounge per carriage. Additionally, the goods van was removed from those units that still had one and the front was replaced by a single unit. From a technical perspective, a 100 kVA static converter was installed for the air conditioning as well as an autotransformer in the event of a breakdown.
The engine carriage has two passenger rooms and a multipurpose room that communicates with the access platform. The multipurpose area has specific space for bicycles. In the intermediate trailer there is a toilet at each end, as well as a toilet for people with reduced mobility. The lounges have air conditioning, PA and ambient music.
The seats are ergonomic with upholstery specially treated based on fireproof applications, with 220 or 270 seats depending on the version.
The side windows are based on tinted sliding glass that aesthetically result in a black stripe along the outside of the carriages.
The 470 series incorporates the passenger information system, with display monitors on the inside (located above the side access doors that inform of the next stop, time, date and outside temperature), and outside indicating the destination of the train.
This series has a ground train radio communication system and Asfa system.
The doors give access to the platforms that are integrated into the passenger lounge. The passenger lounge is diaphanous though the seats.
The air conditioning system is integrated into the roof of the central platform, with backup heaters under the windows. The toilet is located in the trailer carriage.
Inside display monitors inform passengers of the destination station, the itinerary, the connections of each station, the time and the outside temperature. Meanwhile, external destination display monitors are digitally controlled from the driving desk. In the compartments, stations are announced both visually and acoustically through the PA, which can broadcast recorded advertisements from the cab, via the ground train or by the driver.. The PA also broadcasts ambient music.
Finally, it should be noted that the unit has a ground train radiocommunication system, Asfa, and double effect "dead man". It also has an information centre to notify the driver of any incident or breakdown and how to act.
The 470 train unit is a vehicle that emerged from the remodeling of the 440 series. The 255 units that integrated the 440 series were built between 1974 and 1985 by Caf, Westinghouse, General Electric (Bombardier), Macosa (Alstom) and Japan's Mitsubishi, which licenced electrical equipment and supplied static thyristor-based regulation equipment (the two chopper equipment of units 501 and 502). These units make up Renfe's largest series of self-propelled trains and have covered the largest number of kilometres.
The remodeling of the 440 units that went on to form the 470 series was carried out from 1993 in the Renfe Central Workshops in Valladolid and Malaga and affected both their interior and exterior, allowing the construction of a new generation of vehicles substantially different and improved from the previous one.
The most important change in this operation was the addition of air conditioning and a new interior design, eliminating the partitions of the platforms and thus creating a single diaphanous lounge per carriage, and the goods carriage was removed from those units that still had one. In addition, the front was replaced with a single piece with greater visibility, thus eliminating the communicating door. One of the toilets was also removed, leaving just two. From a technical point of view, the most important update of the 470 compared to the 440 was the installation of a 100 kVA static converter for air conditioning and the installation of the vacuum toilet. In addition, although the source generator motor group was maintained, it was equipped with a 30 kVA autotransformer (380/220 V) in the cab trailer, which allows the 220 V service network to be powered from the static converter in the event of a breakdown.
At first, 56 440 units were turned into 470 units, being renumbered as 470 once again in 2003, so there are a total number of 57 units that comprise the series.
The body is self-supporting and is made from steel framework welded on a steel chassis. The basic composition consists of three carriages, one engine with driver's cab, another intermediate trailer and a third trailer with driver's cab. Up to four units, or twelve carriages, can operate in multiple composition. For passenger access, each carriage has two platforms equipped with two electropneumatic double doors with an opening of 1,500 mm.
The coupling between the vehicles is by means of mechanical, electrical and pneumatic Schafenberg automatic couplings on the cab side, being semi-permanent between the carriages that only have mechanical coupling. In the new end carriage, the front door was removed and two pieces of thermal, tempered polyvinyl-laminated glass were installed. Side glazing has also been installed throughout the vehicle.
Traction and auxiliary systems
Propulsion is carried out by means of four DC electric motors that operate the axles of the two bogies of the engine carriage. Each motor is mass-rolled, with four main poles and switching poles, cylindrical laminated and self-ventilating steel chassis. The continuous power of each motor is 290 kW. The catenary's power supply is made in direct current at 3 kV by one of the two pantographs located in the engine carriage. The control is carried out by means of cam contactors that short-circuit the start or brake resistors. Motors can be connected in series or in parallel.
The power generation for auxiliary equipment (lighting, traction control, heating, etc.) is through a generator motor group located under the trailer carriage with cab. In addition, a 100 kVA static converter has been installed in the intermediate trailer carriage and for the supply of the air conditioning and vacuum toilet, which also powers an autotransformer (380/220 V) in case it is necessary to provide power to the original services from the static converter.
The air conditioning is based on the 380V air conditioning system in 50 Hz three-phase alternating current, except for the original heating resistors of the lounge and cabin floor.
Bogies and brakes
The automatic braking system is Knorr, with air production from a W 160/200-1 compressor, driven by an electric motor from 8.5 kW to 1,800 rpm, and it also has drying equipment. The air is stored in two tanks intended for this purpose and is used for the service pneumatic brake, emergency brake, dead man, air suspension, door opening and auxiliary services.
The unit has a pneumatic brake, dynamic (rheostatic) brake, electromagnetic brake pad, and parking brake (shaft-operated hydromechanical).
The pneumatic brake is type Kbr XI-E. Brake control is electric, and is carried out by three cables running through the unit that provide seven degrees of braking with a power code.
All bogies have four brake discs built-in, which are mounted on the wheels on the motor bogies and on the axles in the trailers.
There are two brake cylinders in each bogie and all have brake pads that are electropneumatic to the rail, which are only used as an emergency brake. The suspension is based on coil springs.
Dimensions and Weights