France has developed the fourth generation of high speed trains since the first TGV high speed train was born in 1978. The first generation includes TGV-PSE and postal high speed trains; the second generation includes TGV-A, AVE, TGV-R, TGV-TMST (Eurostar), and TGV-PBKA etc.; the third generation has TGV-2N2 and other models; the fourth generation refers to TGV M high speed trains. At present, the maximum operating speed of high speed trains in France stands at 320km/h (TGV-POS). The V-150 test train manufactured in combination with TGV and AGV technologies has set a record of 574.8km/h, the highest test speed of the world's railway wheel-rail system. The new generation TGV M is expected to have a maximum operating speed of 350km/h.
(1) TGV-PSE EMU (first generation)
The first generation of TGV-PSE EMUs was officially put into operation in September 1983. The EMU adopts power-concentrated mode with formation of 1L+8T+1L. The whole train has 13 bogies, including 6 motor bogies and 7 non-power articulated ones. The head of the motor car has a streamlined shape, using the principle of aerodynamics to minimize the running resistance. TGV-PSE runs at a speed of 270km/h (it can reach 300km/h after modification). It is equipped with a double-current or triple-current traction system, so it can run on both high speed lines with power supply system of AC 25kV 50Hz and general DC electrified lines.
(2) TGV-A EMU (second generation)
The second generation of TGV-A EMU is developed and improved based on the first generation of TGV-PSE EMU. Some technical genes such as articulated connection are reserved. Meanwhile, new technologies such as self-commutating synchronous traction motor AC drive and high-performance braking system are adopted, driving the performance of TGV high speed EMUs to a higher level.
TGV-R is derived from TGV-A, and the motor car is the same as that of TGV-A. There are two traction power supply systems, i.e. double-current system for France and triple-current system for Belgium railway network.
TGV-TMST (Eurostar), also derived from TGV-A, is compatible with different power supply systems, signal systems and line gauges in France, the United Kingdom and Belgium. The high speed EMU is equipped with a three-phase AC asynchronous traction motor, a collector shoe that can collect current from the third rail, and a TVM430 automatic train control system.
(3) Double-deck EMU (third generation)
In order to improve the transport capacity during rush hours and meet the requirements of passenger comfort, France has developed the third generation of double-deck high speed EMU, which can increase the passenger capacity by 45%. The development of the third-generation double-deck high speed EMU can be divided into three stages. TGV Duplex is the double-deck passenger high speed train in the first stage, which is designed and developed by Alstom, and the first train was manufactured in 1996.
TGV Dasye is the double-deck high speed EMU in the second stage. In 2005, SNCF signed a contract with Alstom for the procurement of 24 TGV DASYE trains. This double-deck passenger train is equipped with asynchronous three-phase traction motor and ETCS train operation control system, which was put into operation from 2009 to 2012 and can operate on high speed railway lines under AC 25 kV/50 Hz and DC 1.5 kV traction power supply modes.
In the third stage, double-deck high speed EMUs, represented by TGV 2N2 and TGV Duplex Ouigo, see new improvements in their carbody structure design, passenger information service system and train fire safety facilities on the basis of TGV Duplex, as well as in operating expenses during life cycle. With a maximum running speed of 320 km/h and a rated power of 9,400 kW, riding comfort is improved and passenger information service system is installed inside the vehicle. This kind of EMU is mainly operated on international intermodal transport lines in Germany, France, Luxembourg and Switzerland.
(4) TGV M high speed train (fourth generation)
As a new generation of high speed EMUs in France, TGV M has a simpler and more reasonable structure, with 20% increase in passenger capacity and reduction in procurement and maintenance costs. The main technical characteristics of the EMU are as follows: The brand-new modular design meets the need of adjusting number of cars to the greatest extent and provides 7~9 formations; up to 740 seats are provided thanks to higher passenger capacity and 20% increase in interior area; improved head structure design, complying with aerodynamics, better overcomes air resistance and saves 20% energy; enhanced services including 100% Internet coverage and comprehensive and real-time travel information provide passengers with superior travel experience.
