The first design studies relating to the AGV were made in 1998. 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, 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. The design was complete enough to be frozen by July 2006. 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.) began tests in late 2001; including ride and noise level measurements, as well as testing of a multisystem "Europantograph", designed to work with all four European overhead electrification systems. Dynamic tests included measuring traction motor, braking rheostat, transformer and inverter cooling under high-speed conditions, as well as aerodynamic tests on airconditioning system performance at high speed.
Pégase demonstrator, 2008 By 2004, enabled by the availability of
rare-earth magnets with high magnetic strength, Alstom had developed
permanent-magnet synchronous motors (PMSM) which were suitable for rail vehicles. They were smaller and had a higher efficiency than
asynchronous motors and a higher power-to-weight ratio, as well as having the potential for lower noise levels. The AGV was one of the early applications of the new motor design, using 720 kW prototype motors weighing 730 kg. By 2008 the motor's continuous power rating had been respecified to 760 kW. The prototype was unveiled on 5 February 2008, at La Rochelle, in the presence of president
Nicolas Sarkozy. The transformers were mounted in the driving cars, with the other two cars of the three car modules each carrying a traction converter (ONIX 233 water cooled), which also integrate auxiliary converters, the middle 'key' car carried auxiliary equipment under the carriage. The
HVAC equipment is mounted on the roof. The internal DC inverter power bus is supplied at 3600 V DC. Testing over four weekends on the
LGV Est high-speed line began in late 2008; the train completed 7500 km of test runs, after which it returned to the Velim test track for tests relating to certification for NTV's trainsets in Italy, including
SCMT safety system integration. In 2010 the AGV test train began testing in Italy, reaching on the
Rome-Naples high-speed line. Dynamic tests were completed by March 2010. ==Customers==