International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169

Volume: 5 Issue: 1 276 280

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Train a Grande Vitesse
(High-speed train)

Miss.Geetanjali Laxminarayan Naidu Prof.Shukracharya Sampatti Gore

T.E. - Electronics and Telecommunication M.E. - E&TC (VLSI & Embedded Systems)
Student: Matoshri College of Engineering & Assistant Professor: Matoshri College of Engineering &
Research Center (MCERC), Eklahare. Research Center (MCERC), Eklahare.
Nashik, India. Nashik, India
E-mail: geetanjalinaidu13@gmail.com E-mail: shukra2007@gmail.com

Abstract The TGV (French: Train a Grande Vitesse) is Frances high speed rail service, currently operated by an organization known as
SNCF Voyages. To counteract the popular misconception that the TGV would be another premium service for business travelers, SNCF started
a major publicity campaign focusing on the speed, frequency, reservation policy, normal price, and broad accessibility of the service. This
commitment to a democratized TGV service was further enhanced in the Mitterrand era with the promotional slogan "Progress means nothing
unless it is shared by all". The TGV inspired its power from rocket train. The aerodynamic structure was derived from mallard. The stability was
a modification of the shinkansen train commonly known as the bullet train. The nuclear power stations of France helped these trains attend such
a speed. These all factors helped the TGV train to set the record for the fastest scheduled rail journey with the top speed of 574.8km/h (Testing).
The TGV was considerably faster than normal trains, cars, or aeroplanes. The trains became widely popular, the public welcoming fast and
practical travel. This paper presents the origin and operational aspects of the pride of France i.e. TGV.
Keywords(SNCF-Socit Nationale des Chemise de France, TGV- Train a Grande Vitesse, LGV -Ligne a grande vitesse, AGV-
Automotrice grande vitesse)

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I. INTRODUCTION II. HISTORY

The pride of france, the hard work of engineers have set a A. Leap 1: Power
perfect example, the TGV. Engineers now are putting forth To understand how the TGV can travel to such a speed we
their theories and upto building the next generation bullet on need to go back in time. In the 19th century, Britain, a group of
wheels. Travelling at over 500km/h the TGV is the accostics Businessmen wanted to built the worlds first intercity rail, so
of frances high speed railway. the first engine The Rocket was discovered.

.
Figure-2. Rocket
Figure-1. TGV
Instead of a large pipe they divided it into 25 small pipes
The TGV owes success to four key innovations found in a and thus there was lot of steam to power the engine. Rocket
series of landmark each one carries a major technicle holds the world record of the fastest steam train in the world
advancement wich allowed engineers to push the speed limit till date [1].
further and further, from the first inter city railway to the fastest
rail on the planet. B. Leap 2: Aerodynamic structure
When these trains race along with speed they face an
invisible obstacle, the air. Sir Nigel Greslie who was a great

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 International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
Volume: 5 Issue: 1 276 280
_______________________________________________________________________________________________
fan of the Buggati cars implemented this idea on his III. COMPLEX COMBINATION
experimental model.
In order to slip through the air in front of the train Greslie
gave his train a wedge shaped nose just like that of Buggati
cars. To prevent the wheels with sterling up with wind he
covers the top edges with elegantly stream lined panels, to stop
turbulence formation in the carriages he covered them up with
sheets of rubber. Now the train is not just powerful it is
Aerodynamic.

Figure-5. Complex Combination

Hence, TGV is the complex combination where it

acquired power factor from The Rocket, the aerodynamic
structure from Mallard and the stability factor from The
Bullet Train [4].
.
Figure-3. Mallard
VI. MODIFICATION IN TGV
In 1945, a mallard named A-4 pacific shattered the It was originally planned that the TGV would be
records by attaining a speed of 145km/h which is much faster propelled by gas turbine electric locomotives. Gas
than the cars of today. This train has more engine power than turbines were selected for their small size, good power-to-
all the cars of formula 1 put together [2]. weight ratio and ability to deliver high power over an extended
period, but due to prices of oil and energy crises gas turbines
C. Leap 3:Stability were deemed uneconomic and the project turned
to electricity from overhead lines. The electricity was to be
generated by France's new nuclear power stations.
TGV was not a wasted prototype its gas-turbine power plant
was only one of many technologies for high-speed rail travel.
It also tested high speed brakes, needed to dissipate the large
amount of kinetic energy of a train at high speed, high-speed
aerodynamics, and signaling. It was articulated, i.e. two
adjacent carriages shared a bogie, allowing free yet controlled
motion with respect to one another. It reached 318 km/h which
remains the world speed record for a non-electric train.
Changing the TGV to electric traction required a significant
Figure-4. Bullet Train design rearrangement.

As we move a quarter century ahead the world was A. Track Design

introduce to the pride of Japan gushing across the mount
Fujiyama, the shinkansen also known as the bullet train. But
this prototype has a serious problem, at certain speed the
carriages starts moving side by side inducing a snake like
moment. These vibrations were so violent that it would derail
the train. That is why the legacy of shinkansen is still visible
on TGV today [3].

Figure-6. Tilt While Turning

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International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
Volume: 5 Issue: 1 276 280
_______________________________________________________________________________________________
They had larger radii of tracks at the turn (minimum of
7km).Deeper ballast than normal tracks so as to maintain
stability and load bearing capacity than the traditional trains.
For high-speed train it is possible to have greater super
elevation (tilt), since all trains are travelling at the same speed
(high) and a train stopping on a curve because of a stop signal
is a very rare event.

The Process of raising the outer edge of the track over the
inner tracks through a certain angle is known as Banking of
Tracks. The angle made by the surface of the track with the
horizontal surface of the trace is called Angle of Banking. Figure-7. Banking of Tracks

Mathematically, The curved horizontal tracks are banked at an angle .

B. Tunnel Design
A=(v2/R)
Where R= radius of curvature
k = tan k

W can be replaced with,

where,

Fk =Centripetal force
F and N=Normal force
Mg=Mass of the train
k=Angle of banking Figure-8. Traditional Tunnels

k = ( Fk / N ) = (W sin k) / (W cos k), To reach countries like Spain the engineers have built
tunnels through mountains, but tunnels create serious problems
or to high speed trains. On a well designed train most of the air
rushes on the top ant the sides, within the tunnel the air gets
k = tan k squashed and turns into a shock wave and shoots ahead of the
train with the speed of sound like a bullet from a barrel it exits
F|| =( k . N) the tunnel with a sonic boom which rattles the neighborhood
devastatingly.
(F = W cos k) ...(1)

(F|| = W sin k) ..(2)

Fk = F|| .......(3)

Fk = W sin k ..(4)

Since, by definition k = Fk / N

V=( k R)1/2
Figure-9. Tunnels of TGV
Therefore,
To deaden the boom engineers installed a canopy over the
V=( tan k. R)1/2 tunnel entrance that has slots cut into its roof. The holes
dissipate the energy of the blast, so the train leaves the tunnel
tan k =(v2/R) only with a wind boom [5,6].

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International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
Volume: 5 Issue: 1 276 280
_______________________________________________________________________________________________
C. Signaling Systems air, if any part of the pantograph gets damaged the air escapes
and the contact drops down before the wire can snag.
D. Wheels

Figure-10. Transducer for Signaling System

About 800 passengers on board the signaling system Figure-12. Springs

must be 100% reliable even in extreme weather conditions. The
French out there are rolling out their latest signaling technology The supple conical shape of the wheel is the key to keep
which works without any physical contact; they install the train on its track. At scale model tests the wheels started
transducer at regular intervals along the tracks. These swinging at higher speeds and slide off the rails. Engineers
transducers send electric signals through the rails which creates realized that the problem lies in the train suspension with
a magnetic field around them. As the train passes an onboard nothing to absorb the sideways motion of the wheels. This
sensor picks up the signal and relays the information to the problem became worse. Their plan was to attach steel springs
driver in the cab but if the signal ever disappears an onboard to the axel which should keep the train on track and it did.
computer automatically slams on the brakes [7]. This new innovation is an outstanding success and keeps the
TGV firmly on track. With this advance the train became fast,
D. Pantograph safe and on time.
Feeding electricity to such high speed trains is a real
challenge. Engineers rely on a metal contact extending up from E. Boogie Arrangement
the train called the Pantograph.

Figure-13. Tradition Carriage Design

Figure-11. Pantograph Conventionally we have a boogie in the front and back of
each carriage and they get linked up together to form a train.
Pantograph has a pivotal load of transmitting electricity This is a disadvantage in a crash the carriage can jackanize
from the over head wires down to the motors that drive the against each other and derails the train.
train. For this Graphite is the optimum metal use with low
friction rubbing and is very good in transmitting electricity. A
straight power line will wear a groove on the soft graphite strip
but on TGV wire crosses from one end to the other side so that
the graphite strip wears uniformly. If the strip is damaged the
pantograph snags out and then the wire is ripped out. To stop
this happening the pantograph is pushed up with compressed

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International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
Volume: 5 Issue: 1 276 280
_______________________________________________________________________________________________
BIOGRAPHY

Figure-14. TGV Carriage Design

But on a TGV the boogies sit between two carriages
which makes strong connection, the train is more rigid, so in a
crash it is more likely to stay straight on tracks keeping the
Miss. Geetanjali laxminarayan Naidu.
passenger safe inside.
She is persuing degree in Electronics and
CONCLUSIONS Telecommunication from MCOERC-Nashik under Pune
University Pune. She has presented many papers in state
The concept of Digital India put forward by Prime level.
Minister Mr. Narendra Modi on 14th July 2014 motivated many
individuals from co-operates and research sector in this Nation
Development Program. The metros, mono rails are the
beginning of this new era in railway transportation of India. The
fastest train in India is the Bhopal Shatabdi running between
New-Delhi and Bhopal. Its speed is of 91.83Km/hr. Rapid
metro rail gurgaon, which started operating in November 2013,
is India's first privately owned and operated co-operation. It is
estimated that with dedicated hard work and advance
technologies India will soon see trains like TGV, LGV and
AGV speeding along the tracks. In case of TGV President
Metterand had said that Progress is not complete unless shared
by all. The railway transport is the most effective, cheap and
reliable source of public transport. The railway transport is the
best mode for the speedy transport even for common person.
TGV was not only for the premium people but also for the
common once, moreover with TGV we can travel at the speed Prof. Shukracharya Sampatti Gore.
of aeroplane but at a lower expense.
He has completed M.E.(VLSI & Embedded Systems)
REFERENCES From SITRC-Nashik under Pune University Pune. His major
[1] Navkala Roy, The Railway Train: How It Works, 1994, fields of studies are VLSI, Embedded Systems, Digital Signal
pp.[10-12]. Processing, ITCT , SPOS, ECM and ASICs.
[2] Fred Brow , Rose Mccallen and James Ross, The He has presented and published many papers in national and
Aerodynamics Of Heavy Vehicles Ii: Trucks, Buses, And international journal/Conferences. Currently he is working as an
Trains , by Engineering Conferences International Assistant Professor in E&TC department at MCOERC-Nashik.
(ECI),California, Vol.2, August 26-31, 2007, pp.[8-12].
[3] Wil Mara, From Kingfishers To Bullet Trains Cherry Lake,
August 01,2012, pp. [26-32].
[4] Popular Mechanics, February 1990, pp.[15].
[5] Raimundo Delgado, Ruicalcada, Jose Maria Goicolea, Felipe
Gabaldon, Dynamics Of High- Speed Railway Bridges, Crc
Press, September 23rd 2008, pp.[67-90].
[6] Colin Kirkland, Engineering The Channel Tunnel Crc
Press, July 2nd, 1995, pp.[149-152].
[7] J.S. Mundrey,Railway Track Engineering, Tata Mcgraw-
Hill Education, 2010, pp[507].

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