日本的既有线(在来线)提速和新干线发展.ppt

1、Conventional Line Speed Increases and Development of Shinkansen,Dec. 2011,Background to the speed increass Speed constraints on conventional lines Increasing speeds on conventional lines Measures to increase speed of conventional lines,Conventional Line Speed Increases,2,Most conventional lines were

2、 narrow gauge, which was proved to have intrinsic disadvantages Japan is a mountainous country, many curves and grades in Japans mountainous areas also hampered speed increase EMUs seem to offer the greatest potential for increase Major speed increases were only achieved at postwar because of many m

3、ilitary requests during WW II,Background to the speed increase,3,Constraint of a maximum emergency braking distance of 600-to ensure the ability of a train to stop in an emergency on a line with level crossings,Speed constraints on conventional lines,4,The history of railway technology is the histor

4、y of increased speeds and enhanced transport capacity,Increasing speeds on conventional lines,5,The history of railway technology is the history of increased speeds and enhanced transport capacity,Increasing speeds on conventional lines,6,Increasing speeds on conventional lines,The limiting factors

5、were the tractive power of steam and the weak ground under the roadbed Increasing maximum speed had little effect on journey times It is difficult to increase speeds of loco-hauled trains, increasing the speed of EMUs with light axles was the key,7,Measure to increase capacity on Tokaido main line I

6、deas for the Tokaido Shinkansen Shinkansen Technical Issues and their Solutions,Development of Shinkansen,Issues with traction power and axle load Securing high-speed running stability Running resistance of high-speed trains Adhesion coefficient of high-speed trains High-capacity power supply Curren

7、t collection Traction system Passenger cabin air pressure,8,Insufficient rail transport capacity became major bottlenecks for Japans economic development during postwar recovery period. To create a more rational system led to favouring construction of a new separate line by Shinji Sogo,Measure to in

8、crease capacity on Tokaido main line,9,The outline of bullet train plan The government set up a Ministry of Transport (MOT) panel to investigate the new line, and the shinkansen plan was finalized in 1958 JNR built the Tokaido Shinkansen runnning at 200km/h,Ideas for the Tokaido Shinkansen,The preli

9、minary survey started in 1938 Construction specifications were decided in 1941 Purchase of land started in 1939, and tunnel construction started in 1941 Construction was abandoned in 1943,10,Shinkansen Technical Issues and their Solutions -traction power and axle load,Running resistance increases at

10、 roughly the square of speed, requiring enormous power for running faster trains. Adhesion between rails and driving wheels transmitting the tractive effort also becomes a problem AC electrification was a solution for providing trains with greater power The solution to heave axle loads was switching

11、 to EMUs with distributed motive power,11,Hunting oscillation was a great problem to solve Bogies were designed and redesigned for repeated tests using prototype bogies on a test stand at RTRI and prototype rolling stock on shinkansen test tracks,Shinkansen Technical Issues and their Solutions -Secu

12、ring high-speed running stability,12,Running resistance is the fundamental factor in determining train performance However, running resistance at speeds above 200 km/h was unknown territory at that time By continuous estimates and tests, the rated power of the traction was decided Results from the t

13、est cars were close to the formula estimates The running resistance was surveyed frequently to improve the accuracy of the formula, including running in tunnels,Shinkansen Technical Issues and their Solutions -Running resistance of trains,13,Adhesion is an important element in locomotive traction Ad

14、hesion coefficient when braking from high speed was unknown and caused some concern The RTRI built a full-scale adhesion tester in 1960 and solved the problem The biggest success was in quantifying to a certain extent the relationship between wheel and rail surface roughness and adhesion coefficient

15、,Shinkansen Technical Issues and their Solutions -Adhesion coefficient of trains,14,AC electrification technology helped to solve the problem of reliable high-capacity power supply Electric power for Tokaido Shinkansen is provided by local power companies, 50Hz, 180km; 60Hz, 370km; Today, rolling st

16、ock that uses both 50 Hz and 60 Hz is designed and produced for use on the Hokuriku Shinkansen. The Tokaido Shinkansen is still all 60 Hz,Shinkansen Technical Issues and their Solutions -High-capacity power supply,15,Due to the high-voltage feed, the current is lower but even so a high-speed train c

17、an require collection of 1000 A Japan at that time had no technology for stable current collection at 200 km/h Vibration of a pantograph also affects other pantographs when using multiple pantographs, making technical issues even more difficult Speed with no contact loss is found and calculated from

18、 uplift characteristics by the pantograph,Shinkansen Technical Issues and their Solutions -Current collection(1/4),16,As a result, wire contact at faster speeds could be assured by: This theory dominated until the early 1980s and catenary wave propagation velocity was not thought to be a problem,Shi

19、nkansen Technical Issues and their Solutions -Current collection(2/4),Decreasing the mass of the pantograph, especially the shoe. Increasing the contact wire tension, and making the wire thinner. Minimizing the irregularity of spring constant.,17,Shinkansen Technical Issues and their Solutions -Curr

20、ent collection(3/4),To decrease pantograph mass, overhead contact line height was made constant and pantograph vertical motion was decreased Anti-resonance catenary, modified Y-shaped compound catenary, continuous mesh catenary had complex structures, and maintenance was difficult, so composite type

21、 compound catenary system was chosen,18,Shinkansen Technical Issues and their Solutions -Current collection(3/4),19,With the increasing train operations, wear occurred at the contact wire and deteriorated dampers, leading to many wire breaks Wind against pantographs when running is strong, each new

22、pantograph design is now subjected to wind-tunnel tests to confirm lift forces,Shinkansen Technical Issues and their Solutions -Current collection(4/4),20,The traction system was made to be a power distributed EMU system in line with Hideo Shimas ideas, which was accepted unanimously High-speed EMUs designed under that idea were not seen anywhere else in