Stabilization of Power Supply for the Shinkansen with Power Converters

In the Tokaido Shinkansen, rolling stock types have been unified as an inverter controlled type, which was introduced after Series 300. As a result, the input power factor of the main converter used in the rolling stock has been controlled to 1. In accordance with this change, the role of reactive compensation of static var compensators (SVC) has shifted from the load power of trains to the power consumed by the reactance in the electrical power system. Therefore, when taking into consideration the aging of power converters, it is time to reassess their layout and the configuration for the future of the Tokaido Shinkansen. We reassessed the equipment configuration, capacity, and layout of power converters and verified the impact on the stabilization of the power supply when introducing self‐commutated power converters.     

Voltage fluctuation compensator for Shinkansen

In AC electric railways, three‐phase voltage is changed into the single‐phase circuit of two circuits with the Scott‐connected transformer. If unbalancing of the load between single‐phase circuits becomes large, voltage fluctuation becomes large on the three‐phase side. Railway static power conditioner (RPC) was developed for the purpose of controlling voltage fluctuation on the three‐phase side. An RPC is comprised of a pair of self‐commutated PWM inverters. These inverters connect the main phase and teaser feeding buses, coupled with a DC side capacitor such as a back‐to‐back (BTB) converter. In this way, the two self‐commutated inverters can act as a static var compensator (SVC) to compensate for the reactive power and as an active power accommodator from one feeding bus to another. 20 MVA/60 kV RPCs started commercial operation in 2002 at each two substations on the newly extended Tohoku Shinkansen for compensating voltage fluctuation on the three‐phase side caused by traction loads, absorbing harmonic current. The results of operational testing indicate that an RPC can accommodate single‐phase loads such as those of PWM‐controlled Shinkansen and thyristor phase‐controlled Shinkansen, and handle the exciting rush current of transformers, as well as compensate for harmonics successfully. © 2007 Wiley Periodicals, Inc. Electr Eng Jpn, 162(4): 25–34, 2007; Published online in Wiley InterScience ( www.interscience.wiley.com ). DOI 10.1002/eej.20397     

Numerical analysis on seismic response of Shinkansen bridge-train interaction system under moderate earthquakes

This study is intended to evaluate the influence of dynamic bridge-train interaction (BTI) on the seismic response of the Shinkansen system in Japan under moderate earthquakes. An analytical approach to simulate the seismic response of the BTI system is developed. In this approach, the behavior of the bridge structure is assumed to be within the elastic range under moderate ground motions. A bullet train car model idealized as a sprung-mass system is established. The viaduct is modeled with 3 D finite elements. The BTI analysis algorithm is verified by comparing the analytical and experimental results.The seismic analysis is validated through comparison with a general program. Then, the seismic responses of the BTI system are simulated and evaluated. Some useful conclusions are drawn, indicating the importance of a proper consideration of the dynamic BTI in seismic design.     

An analytical approach to train-induced site vibration around Shinkansen viaducts

This study is intended to establish an analytical approach to evaluate the site vibration caused by the passage of bullet trains over Shinkansen viaducts. In this approach, to simplify the problem the entire train–bridge–ground interaction system is divided into two subsystems: train–bridge interaction and foundation–ground interaction. In the train–bridge interaction problem, the analytical programme to simulate the traffic-induced bridge vibration is developed. Then, the dynamic responses of the viaducts are calculated to obtain the dynamic reaction forces at the bottoms of the piers. Applying these reaction forces as input excitation forces in the foundation–ground interaction problem, the site vibration around the viaducts is simulated and evaluated using a general-purpose programme.     

高速铁路站点周边城市空间演变研究——以日本东海道新干线站点为例

以日本东海道新干线沿线车站为研究对象,确定站点周边半径800m为研究范围,研究时间为1964-2014年,时间跨度50年。统计了该范围的商业开发量、容积率、建筑密度空间演变相关指标,将站区发展划分为快速增长、稳定增长、缓慢增长三种类型,详细分析了不同类型代表站点周边空间演变的历程和特点,归纳出影响站点周边空间发展的因素,最后总结了相关启示,以此为我国高速铁路车站及周边城市空间的规划和建设提供参考。     

新干线列车头型的形性协同设计研究

目的 以空气动力学性能为导向对新干线列车进行外形特征提取,建立形性协同的拓扑外形设计方法,提升我国高速列车外形设计品质。方法 利用眼动实验对新干线列车外形数据库外形进行区域归纳与分析,得到车头外形鼻端部、前脸部、肩部、走行部四个重要区域;对新干线运营以来的16种车型按照四个发展阶段总结各区域造型的型线性状及变化趋势;结合头型各区域特征性状表现与气动性能的对应关系,建立针对我国列车设计的形性协同设计方法。结论 通过对列车肩部、走行部曲面转折,鼻端部扁宽造型,前脸部分司机室隆起幅度等特征的合理运用与调整,能在兼顾气动性能的同时提升列车外形设计品质。     

Bayesian analysis for the results of fatigue test using full-scale models to obtain the accurate failure probabilities of the Shinkansen vehicle axle

Bayesian analysis was performed to estimate an appropriate value of the uncertain propagation rate of cracks that can be initiated at the wheelseat of a Shinkansen vehicle axle. In the analysis, fatigue life distribution obtained by numerical simulation that employed the crack propagation rate obtained from small specimens was used as the prior distribution. Then it was modified by the results of the fatigue test of full-scale models as additional information to obtain the posterior distribution. It was indicated that the variances of fatigue life distribution reduced through the analysis. By using the crack propagation rate obtained from the posterior fatigue life distribution, the failure probabilities of the Shinkansen vehicle axle in operation, that were calculated previously by using the crack propagation rate due to the experiment of small specimens were recalculated. The resulting probabilities of failure were almost the same as those that were not modified, but were slightly lower. Although the difference was not so significant, it was thought that more confident values of the failure probability were obtained.     

对电子技术实践课程建设改革的探讨

文章分析了高职院校电子技术课程现状及存在的问题,提出了在电子技术课程中通过采用紧贴电子科技发展潮流的教学手段及在此过程中确保培养学生的课程目标和职业目标的实现,通过网络以职教新干线为平台,实现学院的共享型网络互动学习及优质教育资源共享机制的新模式.     

A novel method to evaluate the setting process of cement and asphalt emulsion in CA mortar

Cement and asphalt mortar (CA mortar) is the key component in the structure of Shinkansen slab track and serves as the elastic shock-absorber. A new method was put forward to evaluate the setting process of cement and asphalt emulsion (CAE) in CA mortar. It was noted that the setting process was governed by several factors such as cement types, cement/asphalt emulsion ratios (C/AE ratio). Results also indicated that the setting process of CAE was faster, the higher proportion of cement content was; the early age strength and the separation rate of CA mortar could be improved by using cement of high early age strength and rapid hydration rate, or a blended cement with ordinary Portland cement partially replaced by sulfoaluminate cement, or by increasing C/AE ratio. Nevertheless, the replacement ratio of ordinary Portland cement by sulfoaluminate cement should not exceed 15% and C/AE ratio should be not less than 0.8.     

Environmentally‐friendly Aspects and Innovative Lightweight Traction System Technologies of the Shinkansen High‐speed EMUs

In 1964, the Tokaido Shinkansen marked the start of the world's first commercial service high‐speed railway that operates at over 200 km/h. Since then, the Tokaido Shinkansen has demonstrated successful business and technological advancement. With the speeding‐up of the Shinkansen, environmental matters such as noise and vibration have become critical issues. Measures taken to counter noise and vibration—such as weight reduction and aerodynamics—also effect global environmental measures to reduce energy consumption and CO₂ emission. With the introduction of the Series 300, there was a system change of applying an AC drive system, and the lightweight body realized performance improvement over the earlier Series 0. The high‐speed EMUs have readily taken advantage of technological innovation such as those achieved in electronics technology. In particular, an innovative AC drive system comprising a power converter with a GTO thyristor and asynchronous motors realized a high‐performance and lightweight traction system for high‐speed EMUs in the 1990s. Furthermore, recent innovations in electronics technology, such as low switching loss power devices and high‐power permanent magnets, have improved the AC drive systems of the high‐speed EMUs of the 21st century. This article starts out by introducing environmentally friendliness of the Shinkansen trains in terms of low energy consumption by means of traction system change, and then proceeds to describe the recent technological innovations that have given birth to lightweight traction systems, such as the Permanent Magnet Synchronous traction Motor (PMSM) and power converters with train‐draft‐cooling systems. The article concludes by summing up the environmentally friendly aspects of the Tokaido Shinkansen. Copyright © 2008 Institute of Electrical Engineers of Japan. Published by John Wiley & Sons, Inc.