titel of seminar - international union of railways · 2008-12-04 · titel of seminar development...

Training Session on High Speed System – Paris ,20 June 2006

Titel of

Seminar

Development of JR East Shinkansen Trains

JR? ? ?


Railways in Japan

Japan Railways Group

239.2 billion382.2 billionPassenger-km

21.9 billion22.1 billionTonnage-km

137,000(engaged inrailways)

226,600(engaged inrailways)

No. of employees

20,000 km27,000 kmLength of network

7(6 passenger,1 freight

companies)

212(JR Group, private companies, LRT, Monorail, etc.)

No. of railway corporations & companies


Railways in Japan

Passenger-km

21.9 billion22.1 billionTonnage-km

(engaged inrailways)

(engaged inrailways)

No. of employees

20,000 km27,000 kmLength of network

7(6 passenger,1 freight

companies)

(JR Group, private companies, LRT, Monorail, etc.)

No. of railway corporations & companies


Railways in Japan


Shinkansen Network in Japan

Sapporo

Morioka

SendaiShinjoNiigata

Fukushima

Tokyo

OsakaHakata

Akita

NaganoShinkansen:117.4km

Joetsu Shinkansen:303.6km

Nagano

Tohoku Shinkansen:631.9km

Sanyo Shinkansen:622.3km

Tokaido Shinkansen:552.6km

Takasaki

Nagasaki

Kagoshima

Hachinohe

Kyushu Shinkansen:127.6km

127.6Kyushu

290,6852365.4Total

58,649622.3Sanyo

136,548552.6Tokaido

9,557117.4Nagano

36,337303.6Joetsu

80,402631.9Tohoku

Number of Passengersin 2004(1,000 people)

Lengths(km)Line Section

Kyushu

Total

Sanyo

Tokaido

Nagano

Joetsu

Tohoku

Number of Passengers)

Lengths(km)Line Section

3,848


Comparison with specifications of the Shinkansen

132313241323Seat Capacity

12M4T16M10M6T8M2T (6M2T)Formation

16 cars16 cars16 carsTrainset

285 ? /h300 ? /h270 ? /h275? /hMaximum Speed

199919971992Debut Year

700500300E2-1000 (E2-0)Type

Pics

Tokaido· Sanyo·

132313241323814 (630)Seat Capacity

12M4T16M10M6T8M2T (6M2T)Formation

16 cars16 cars16 cars10 cars (8 cars)Trainset

285 ? /h300 ? /h270 ? /h? /hMaximum Speed

199719922001 (1997)Debut Year

700500300Type

Pics

Tokaido· SanyoTohoku·


? ?

Shinkansen Network of JR East

Tohoku line

Joetsu line

Nagano line

Akita line

Yamagata line

Shinjo

Niigata

Yamagata

Akita

Omiya

Tokyo

Sendai

Fukushima

Ueno

NaganoTakasaki

Now( 2006)

(conventional line)

(conventional line)

1052.9 km+

Mini Shinkansen275.9 km

Route length

Hachinohe

Morioka


Diverse Duties of JR East’s Shinkansen Lines

(1) High-speed network connecting the Tokyo Metropolitan Area to local areas

(2) Work and school commuter transport centering on the Tokyo Metropolitan Area

(3) High-speed transport and large-volume transport

(4) Through operations on Shinkansen and conventional lines

(5) Separation and coupling of rolling stock in line with usage


Characteristics of JR East Shinkansen Trains

(1) Employ traditional electric motor unit cars

(2) Lighter than locomotive cars (in terms of axle load)

(3) High transport efficiency (capacity, average train kilometers)

(4) High energy efficiency (effective application of regenerative brakes)

(5) Environment-friendly rolling stock (noise, vibrations and micro-pressure waves)

Seats: 278,000 seats/dayMaximum seat capacity: 1,634 people/ trainset

(largest in the world)

1056.1km/ trainset(Number of operated trains per day: 307)


Stoppage time:Uncoupling 2min.30sec.Coupling 1min.30sec.

Operated by only driver and conductor

Operation in a short time Automatic system

CouplingCoupling andand uncouplinguncoupling


JR East Shinkansen Trains

E2E2--1000 Series1000 Series

E4 SeriesE4 Series200 200 SeriesSeries

E3 SeriesE3 SeriesE2E2++ E3 SeriesE3 Series(( CoupledCoupled))

EE11 SeriesSeries


JR East Shinkansen Trains

· Providing high-speed operation

· Maximum speed: 275 km/h

· Low-noise structure railcars

E2 Series

High-speed

E3 Series

Improved seating services

· All-double-decker for as many passenger seats as possible

· 16-railcar-configuration train created by coupling two trains boasts a seating capacity to 1,634 passengers

E4 Series

Through operations

· By running through on both Shinkansenand conventional lines to reduce a travel time

· Max. operating speed: Shinkansenlines: 275km/h, Conventional lines: 130km/h


Appearance of E2-1000 Series Shinkansen Train


Features of E2-1000 Series Shinkansen Trains

Shortened travel time: Engine and brake performance to accommodate the max. operating speed of 275 km/ h

Reduced noise and micro-pressure waves in tunnelsImproved train nose shape, smaller car body sectional area,

smoothing of all car body parts, development and introduction of low-noise insulators and pantographs

Deployment of new ATC systemDevelopment and introduction of new digital ATC

Selection of environmental-friendly interior finishing materials

Easy material segregation at disposal and suppression of PVC material usage

Improved ride comfortDevelopment and introduction of Active Suspensions


?M1s

?M2

?M1

?M2

?M1k

?M2

?M1

?M2

??T1c T2c

LCX methodTrain radio

ATC(DS- ATC)

Digital communication & control Shinkansen-ATCSecurity system

Coupling with E3 SeriesSeparation and coupling

Electrical command air brake with regenerative brakingBraking system

V V V F inverter control systemControl system

AC 50H z 25,000VElectric

Bolster-less (gauge: 1435mm)Bogie

Aluminum alloy air-tight structure (Double skin structure)Body

3 9 . 34 4 . 94 5 . 24 5 . 34 6 . 04 5 . 14 5 . 94 4 . 64 5 . 14 0 . 9Complete vehicle kerb mass (t )

275k m / hMax. operating speed

814 passengers (Standard: 763 passengers, Upper Grade: 51 passengers )

E 2 2 3 E 2 2 4E 2 1 5E 2 2 6E 2 2 5E 2 2 6E 2 2 5E 2 2 6E 2 2 5E 2 2 6

Capacity

Type

Specifications of E2-1000 Series Shinkansen Trains


CIMTrVCB

MM MM

Main Power Circuit of E2-1000 Series

CIMTr

CI

MM

CI CIMTr

MMMM

CI

MM

CI

MM

CIMTr

MM

VCB

VCBVCB

VCB: vacuum circuit-breaker MTr: power transformer

CI: main power converter MM: traction motor


Main Power Circuit System

3-Phase Induction Motor Output: 300kW

Main power circuit system realizing high-speed operation

with electrical command regenerative braking

V V V F inverter control systemwith 3-Phase Induction Motor adopted

Main power converter


Change Rate of Change Rate of ShinkansenShinkansen Railcar Cross Railcar Cross SectionSection

200 series 400 series

E 1 series

E2 series

0 1 2 3 4 5 6 7 8 9 10 1 1

15

109876

5432

1

14131211

Distance from the Top (m)

E4 series

(? )

E3 series


Aluminum Double Skin Structure

Hollow truss sectionLarge aluminum

is employed.

Less componentsLess production processes

Less distortion on body surface

Improved body rigidity

Air-tight floor

Curtain rail for interior material

Floor beam

Rooftop

Side beam


Low-noise Insulators and Current Collector

Conventional current collector and current collector shields

Newly developedlow-noise insulators and

current collector adopted.


Features of New ATC

Smoother braking control Improved ride comfort

Control pattern is equipped on-boardOptimal control for train performanceNo need to change ground equipment for improved train performance

Optimal braking and speed control Reduced traveling time

Shunting operation by ATC( Yard ATC) Improved safety

Digitally transmitting information between trains and ground equipmentMore careful control due to larger information available


Multi-braking control

Braking is applied if the train speed exceeds the speed signal.

ATC on-ground

device

Permissible speed

275 160210

? 1T

? 2T

? 3T

? 4T

? 5T

? 6T

30110

Detect a preceding train on rail

Transmit speed signals to the track circuit unit depending on the location of the preceding train

Current ATC

Control of Current ATC and New ATC

Single-braking control

Braking is applied by comparing the train speed with the brake pattern stored in the on-board device to stop the train by the end of the stop track circuit.

J R E 2- MATSUKI J R E 2- MATSUKI

ATC on-ground

device

? 1T

? 2T

? 3T

? 4T

? 5T

? 6T

? 2 T

Detect a preceding train on rail

Transmit the stop track circuit numberat the end of open section

? 2 T? 2 T? 2 T? 2 T

Track circuit number

Brake pattern

New ATC (DS- ATC)(DS : Digital communication & control for

Shinkansen)


Interior of E2 Series Shinkansen Trains(Standard)


Interior of E2 Series Shinkansen Trains(Upper Grade)


Air Conditioning System of E2-1000 Series

Air conditioner Air conditionerVentilator

CA

EA· RA

FA

CA:Conditioned Air, EA:Exhaust Air, RA:Return Air, FA:Fresh Air


Air-conditioner Outlet of E2-1000 Series


Condenser Air Filter

Contactor plate

CondenserEvaporator Blower

Evaporator

Compressor Electric heater

Condenser Fan

Air Conditioner of E2-1000 Series


What are Active Suspensions?

? Conventional suspensionTo absorb disturbance from the rails using springs and dampers

? Active Suspensions

Controller

Control valve

Compressor

Actuator

Body

To erase vibration aggressively by supplying energy(air pressure) from the outside using a feedback control

Horizontal/verticalacceleration sensor Switching

damper


Fail detection routine

Configuration of Control System

Horizontal acceleration sensor

Actuator

Controller

Vertical acceleration sensor

Shutoff solenoid valve

Yawing Controller

Rolling Controller

Self-diagnosis routine

Main air receiver

At time of fail detection, control is switched off by closing shutoff solenoid valve.

Ordinary signal flow

Switch-ing

damper

Under control C=20Kgf/cm/s

No control C=80Kgf/cm/s


Wiring and Piping Configuration Diagram of the System

Signal wire: Air piping:

Controller

Horizontal/vertical acceleration sensor

Shutoff solenoid valve Main air receiver

Actuator

Switching damper


Improved Ride Comfort by Active Suspensions (1)

No control

Under control

Horizontal vibration acceleration of new E2 series train equipped with active suspensions

Speed at 275km/h, straight, open section, rearmost car

Time(sec.)

Time(sec.)

Rea

rmos

t hor

izon

tal

vibr

atio

n ac

cele

ratio

nR

earm

ost h

oriz

onta

l vi

brat

ion

acce

lera

tion


Improved Ride Comfort by Active Suspensions (2)

No control: 89.8dB in average

Under control: 81.2dB in average

Poor ride comfort

Excellent ride comfort

Ride comfort (horizontal vibration) of new E2 series train equip ped with active suspensions

Speed at 275km/h, straight, open section, rearmost carR

earm

ost h

oriz

onta

l vib

ratio

n rid

e co

mfo

rt le

vel

Point (km)


Development of High Speed SHINKANSENfor the Next Generation


Greater competitivenessvis-à-vis the airlines

(future)

Greater competitivenessvis-à-vis the airlines

(future)

Approx. 3 hours 20 minutes(projected travel time)

Approx. 3 hours 20 minutes(projected travel time)

Under3 hoursUnder

3 hours

Tokyo-Aomori (675km)Tokyo-Aomori (675km)

675

kmTarget of High Speed Operation

Tokyo

Aomori


0

150

200

250

300

350

400

450

1985 1990 1995 2000 2005

Spe

ed (

km/h

)

(Year)

JR

275km/h (1990)240km/h

(1985)210km/h(1982)

425km/h (1993)

Commercial Operation

Trial Run

319km/h (1979)

JNR

345.8km/h (1991)

History of Speed Improvement in JR East Shinkansen

~~

Tohoku / Joetsu line

opened

Tohoku Line Extended to Ueno Tohoku Line

Extended to Tokyo

Yamagata Line

Opened

AkitaLine

Opened

NaganoLine

Opened

Tohoku Line

Extended to

Hachinohe


Improvementof

Running Speed

Improvementof

Running Speed

Secure of SafetySecure of Safety

Friendly to

Environment

Friendly to

Environment

Improvementof

Riding Comfort

Improvementof

Riding ComfortOthersOthers

High SpeedShinkansenHigh SpeedShinkansen

Subjects to be solved


n Improvement of Running Speed

Compact, Light weight, High powerPropulsion System

Compact, Light weight, High powerPropulsion System

Stable High Speed Current CollectionStable High Speed Current Collection

Adhesion ControlAdhesion Control


High Performance BrakeHigh Performance Brake


n Stable High Speed Current Collection (Pantograph)

Contact Loss Rate(one-pantograph current collection, optical measurement method)

0

2

4

6

8

10

C.L

.R(%

)

240 260 280 300 320 340 360Train Speed (km/h)

Single-arm Pantograph with M ulti-divided Contact Strip

Improvement of Running Speed


Natural - forced HybridAir-blow Cooling

Forced Air-blowCooling

Forced Air- blowCooling

PowerTransformer

Induction Motor(Forced Air-blow Cooling)

Water Circuit+ Natural Air-blow Cooing

Unit Type A

Induction Motor(Forced Air-blow Cooling)

Synchronous Motor(Self Air-blow Cooling)

Traction Motor

Water Circuit+ Forced Air-blow Cooing

Boiling Liquid+ Forced Air-blow Cooling

MainPower

Converter

Unit Type CUnit Type B


nMain Circuit Devices on the Experimental CarsCar No. 1 2 3 4 5 6 7 8

Radiator

Power Module

Wind

WaterPomp

MainPowerConverter

Traction Motor

Permanent Magnet

Power Transformer

Cooling Fin

Blower

Wind


n Vehicle Information Control System (1/2)

1st car 7th car2nd car 3rd car 4th car 5th car 6th car 8th car

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

1st

2nd

Controlling information network

Service information network

1st 1st1st 1st1st1st1st1st

Devices( CI, BCU, A/C, APU, ATC, Car body tilting system, Active suspension, etc)

Cabin cameraForward-looking camera

Display Display

Terminal Terminal Terminal Terminal Terminal Terminal

CentralArithmetic

Unit A

CentralArithmetic

Unit B

CentralArithmetic

Unit A

CentralArithmetic

Unit B

CentralArithmetic

Unit Terminal Terminal Terminal Terminal Terminal Terminal

CentralArithmetic

Unit

Forward-looking camera



90% 100% 125%125%125%125%125%125%

? Controlling information network

• Optimum torque distribution by train-set torque control

• Reduction of control instruction lines by information network

• Reduction of maintenance workload by accumulating maintenance da ta.

? Service information network

• Information service in cabins.

• Transmitting and displaying visual data from front-looking and cabin cameras.

ØTrain-set torque control (emergency and service brake)

ØTrain-set torque control( Travel speed: at or over 275km/h, 9N or above, wheelspin taking place at 1st car)

100% 132%132%132%132%110%

n Vehicle Information Control System (2/2)


Running StabilityRunning Stability

Airtight Body StrengthAirtight Body Strength

Reliability of Bogy and Bogy Parts

Reliability of Bogy and Bogy Parts

Emergency Braking DistanceEmergency Braking DistanceStability against Side WindStability against Side Wind

Snow ProofSnow Proof

Train WindTrain Wind

Strength ofTrack and Ground Structure

Strength ofTrack and Ground Structure

n Secure of Safety



Mechanical Brake DevicesPower Transmission Gear

Axle BearingWheel and Axle

Secure of Safety

n Reliability of Bogy and Bogy Parts

Endurance Test on Bogy Testing Equipment with Actual Load (aiming 600,000km)


lCaliper unit and sinter brake pads (lining) for the E954Caliper unit BCaliper unit A

Brake lining A Brake lining B

nStrength and heat resistance at high speed (1/2)

Secure of Safety


Brake disc ( Existing) Improved Brake Disc

lBrake discs for the E954

nStrength and heat resistance at high speed (2/2)

Secure of Safety


lObjective

lConfiguration

High reliability and now noise (quieter cabin space)

nHigh-Reliability Low-Noise Driving Device

Double helical gear

Axial force is cancelled

Axis (motor)

Axis (wheel)Less load on bearings

Cone bearing is Cone bearing is requiredrequired

Helical gear

Axis (motor)

Higher load on bearings

Unwanted axial force generated

Cylinder Cylinder bearing can bearing can be adoptedbe adopted

Driving gears

Existing device FASTECH 360 S

Double helical gearDouble helical gear ?? Less load on bearingsLess load on bearings

Cylinder bearingCylinder bearing ?? Higher reliability realized by elimination of Higher reliability realized by elimination of

adjustment tasks in maiadjustment tasks in maintenance processesntenance processes

·· A longA long--distance testing up to 650,000 km on a test bench was completed.distance testing up to 650,000 km on a test bench was completed.

Secure of Safety


Secure of Safety

n Emergency Braking Distance (against Earthquake Risk)Existing Car

275km/h 0km/h ; 4,000m360km/h 0km/h ; 7,000m

Aim360km/h 0km/h ; 4,000m

Ceramic GrainScattering Device

Aerodynamic Brake

0.00

0.20

0.40

0.60

0 100 200 300 400Train Speed (km/h)

Dec

eler

atio

n R

ate

(km

/h/s

)


1 2 3 4 5 6 7 8

nSystems to Decrease Braking DistancelAerodynamic braking system

lOther systems· Adhesion increasing equipment (CERAJET) · · · letting ceramic powder to wheel and

rail.

· Brake control by bogie· Redesigned skidcontrol (optimization of slip ratio) etc.

Deceleration

Arrange in train set

System

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0 50 100 150 200 250 300 350 400? ? km/h

??? km

/h/s

Dec

eler

atio

n (k

m/h

/s)

Speed (km/h)

Secure of Safety


Micro-pressure Wave at TunnelMicro-pressure Wave at Tunnel

NoiseNoise

Ground VibrationGround Vibration

Pressure Fluctuationat Open air Section

Pressure Fluctuationat Open air Section

n Friendly to Environment



Friendly to Environment

n Noise Reduction (around Pantograph)

ExistingPantograph

(Series E2-1000)

DevelopingPantograph

Improved Noise Barrier

Type T

Type K

Improved Pantograph

or

6~ 7dB (Wind Tunnel Test)



n Noise Reduction (Wheel Rolling Noise)

Noise Absorption Panel(Car Body)


n Reduction of Tunnel Micro-pressure Wave

TravelingPressure Wave

TunnelMicro-pressure

Wave


Measures on Car• Extension of Nose• Improvement of Nose Shape applying CFD• Reduction of Cross Section Area


n Reduction of Tunnel Micro-pressure Wave (Measures on Car) (1/2)


Extension of Top Nose

Improvement of Nose Shapeapplying CFD (Computational Fluid Dynamics)

Reduction ofCross Section Area 37

0036

50

Existing Car (E2)

High Speed Experimental Car

(E954)

9.1 m

16 m

11.2m2Existing Car (E2)

High Speed Experimental Car

(E954)10.8m2


0

5

10

0 5 10 15Distance from the Top (m)

Cro

ss S

ecti

on

Are

a (m

2 )

Type AType B

n Reduction of Tunnel Micro-pressure Wave (Measures on Car) (2/2)


E954 Type A E954 Type B

titel of seminar - international union of railways · 2008-12-04 · titel of seminar development...

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