SNCF TGV Questions.

[Od19]

1. Do the real TGV trainsets have a "neutral" setting? Neutral as in disengaging the wheels from the drive circuit, allowing the train to roll freely like if you shift an automatic transmission vehicle to "N".
2. Are they able to store electricity to use on an unelectrified portion of their railway?
3. If a TGV were to breakdown, how would it be towed?

 

[oknotsen]

1: No clue, but as far as I know they do feed electricity back to the system made during breaking.

2: To my knowledge, all sections the TGV operates on are electrified. Many (most?) of these sections are specially made for the TGV (and so electrified). What happens on a power-out on those sections? No idea, though I assume they have some minor storage to at least come to a safe halt or avoid ending in an unwanted area.

3: There is a coupler hidden in the nose of the TGV (so on both ends). The same they use to connect two TGVs together can be used to connect it to whatever needs to tow them if there is need.

 

[Shippy2013]

1. Do the real TGV trainsets have a "neutral" setting? Neutral as in disengaging the wheels from the drive circuit, allowing the train to roll freely like if you shift an automatic transmission vehicle to "N".
2. Are they able to store electricity to use on an unelectrified portion of their railway?
3. If a TGV were to breakdown, how would it be towed?

the previous poster has answered 2 and 3.

as for 1. What you have to understand is a train be it Diesel/Electric powered or Electric, AC Overhead or Third Rail. Don’t technically have gearboxes. An electric motor (traction motor) is in a constant state of neutral and will only provide Torque when voltage is applied. So you apply voltage the motor turns, and through a series’s of non changing gears or drive shaft it turns the wheels, the more power the faster/more torque you get. This also works in reverse so if you shut of the power the Motor can in effect become a generator and provide negative torque (limited braking) thus returning power to the system also known regenerative braking. However to bring the train to a stop they still employ disc brakes as regenerative braking is virtually nonexistent below 30mph as you are no longer creating enough voltage to produce negative torque.

 

[ECLISSE18]

Hello


In the event of a power failure, TGVs are supported by BB67000s equipped with TGV couplers and the LGV signaling system.


Sincerely


Andrew

 

[MF01]

2 Nope it only runs under electricity but one type of High Speed Train have a diesel coach it's the spanish one ( S-730 ). The TGV PSE ( some PSE are able to runs under 15KV 16.7Hz to Switzerland ), Atlantique, Réseau ( some Réseau are able to runs at 3KV DC ), Duplex runs under 1.5KV DC and 25KV 50Hz AC, the TGV Euroduplex runs under 1.5KV DC, 15KV 16.7Hz and 25KV 50Hz AC ( the Euroduplex for Morroco 3KV DC and 25KV 50Hz AC ), the TGV PBA runs under 1.5KV and 3KV DC and 25KV 50Hz AC, the TGV PBKA runs under 1.5KV and 3KV DC and 15KV 16.7Hz and 25KV 50Hz AC, the TGV POS runs under 1.5KV DC, 15KV 16.7Hz and 25KV 50Hz AC and finally the TGV TMST that runs under 1.5KV and 3KV DC ( under third rail with 750 Volts DC but only before the opening of HS1 in 2007 ) and 25KV 50Hz AC

3 The coupler is used to run in 2 units but for emergency too with a loco equipped with the Sharfenberg