chapter 7 rolling stock

Transcription

ROLLING STOCK
CHAPTER 7
ROLLING STOCK
7.1.
Rolling Stock
7.1.1. Characteristic of Rolling Stock
(a) Progress of rolling stock technology
The Tokaido Shinaksen, which started commercial service in 1964 with a fleet of Series
0 cars, introduced double-decker in 1985 on different Shinkansen lines as well as
Series 100 cars featuring a new interior design to further improve the level of service
and ride comfort. In 1992, the advent of Series 300 cars that run at a maximum speed
of 270 km/h made a remarkable technological breakthrough with the adoption of AC
traction motors and significantly lighter car bodies. Series 300 Nozomi trains connect
Tokyo and Shin-Osaka in two hours and thirty minuts (drastically cutting the travel time
between Japan’s two largest cities) , and their introduction represented the dawn of
second-generation Shinkanasen technology. Since that time, 300X test cars have
recorded a maximum speed of 443 km/h, the fastest of any rail-guided train in Japan.
Technological development has been continuously promoted to further improve
Shinkasnen trains, with one of the results being the implementation of Series 500 cars
reaching maximum speeds of 300 km/h on the Sanyo Shinkansen section. Series 700
cars, introduced in 1999, incorporate the technologies of Series 500 and 300X cars
based on those of Series 300 cars to realize a higher level of passenger comfort and
harmony with the environment. Based on the high potential of the 700 series, Series
N700 cars have greatly improved the features of high speed, comfort and energy
saving while ensuring environmental friendliness.
(b) Increased train speed and improved riding comfort
The performance of Shinaksen cars has improved markedly thanks to advances in
power electronics and semiconductors, the significant reduction of car weight and the
implementation of streamlined car design based on aerodynamics. The progress of
power electronics has brought about a major change in control systems. Together with
the reduced vehicle weight, it has helped to increase train speed and decrease power
consumption. In addition, the improvement of curving performance through an in-depth
analysis of vehicle motion, the development of active suspension to reduce vehicle
vibration, progress in sensor technologies and the development of advanced new airconditioning equipment have contributed much to the reduction of noise in the
passenger room and the improvement in riding comfort and train running stability.
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -
Pre Feasibility Report – Sept 2011
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Technological progress (Tokaido / Sanyo Shinkansen)
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(c) Importance of comprehensive technology development
Since rolling stock technology for high-speed railways progress hand in hand with the
related wayside facilities and technologies, their component technologies are
interrelated. Therefore, developing practical rolling stock technology calls for
comprehensive research and development, not only for rolling stock but also for related
facilities and technologies.
Themes of technological innovation in the Shinkansen
7.1.2. Electric Multiple Unit (EMU) System
(a) Adoption of EMU system
Until the advent of the Shinakansen, the concentrated traction system, in which the
train is hauled by a locomotive, was employed for most high-speed railways. In the
development of the Tokaido Shinkansen, in contrast, the EMU system was adopted.
The system employs a distributed traction system in which all the cars of a train are
equipped with traction motors to lighten the axle load, reduce noise and vibration, cut
the cost of maintenance (because of less impact on the track) and increase the
reliability of train operation (at train speeds exceeding 200 km/h (124 mph)).
(b) Superiority of distributed traction system
The distributed traction system requires less traction effort per axle than the
concentrated traction system. This means that the wheels of a train employing the
distributed traction system do not slip easily even when the axle load is decreased and
the motor output is increased. For a high-speed railway, decreasing the vehicle weight
is extremely important from the viewpoint of reducing ground vibration and improving
the acceleration/deceleration performance of the train. In recent years, the progress of
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technology for reducing the size and weight of electrical and electrical products is
especially remarkable. It may be said, therefore, that the combination of the distributed
traction system and the recent technological progress has contributed much to the
progress of the Shinkansen. High-speed railways in Europe employed the concentrated
traction system at first. Today, however, the German ICE and the French TGV have
made a changeover to the distributed traction system. In view of this, it is evident that
the initial choice made for the Japanese Shinkansen was a wise one.
Concept of distributed traction system
Progress of distributed traction system
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(c) The Shinkansen – today’s best high-speed railway
The Shinkansen started as a high-speed railway which ran through Japan’s most
densely-populated and industrialized area. Since then, the best has always been
demanded of it in every respect – safety, reliability, mass transportation, highdensity transportation, environmental friendliness and riding comfort. In order to
enable the Shinkansen to remain viable amidst intense competition with the
airplane and other types of transportation, the utmost effort has been made on a
continuing basis to develop new and improved technologies. Thus, the Shinkansen
has always been kept up-to-date and at its best possible level.
(d) Ensuring high efficiency and stable profits
Employing the EMU system enabled the Shinkansen to meet the needs of its users,
and also enabled a wide selection of transportation formats. Trains can be split up
and joined together, and formed into long or short trains, all the while ensuring top
running performance.
The Shinkansen also features a highly reliable operational management system.
This system enables trains to be operated at intervals as short as 3 minutes and up
to 15 trains to be operated on a line every hour. Even while assuring this high level
of running performance, the energy-efficiency of the Shinkansen makes it possible
to dramatically decrease energy consumption.
These facts demonstrate how efficient the Shinkansen high-speed railway system
is. The ability to efficiently operate trains in accordance with and to reduce energy
consumption reduces operating costs. Combined with reductions in maintenance
costs, the Shinkansen is a truly superb rail system, ensuring consistent profits for
its operators.
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Electricity consumption
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Competence for high-speed railway
7.1.3. Carbody
Carbody
The carbody of the Shinkansen meets safety requirements in both its strength and
durability, while being lightweight enough for a high-speed train. It is constructed to
provide both high riding comfort and a quiet interior to its passengers. In addition to
these basic ―living space‖ properties, it also feature a large cross-section to allow for
flexible layout.
Carbody cross-section
The carbody has a large cross section than the world’s other high-speed rail systems.
In terms of the rolling stock gauge, the carbody is 3,400 mm (11 ft) in width and 4,500
mm (15 ft) in height from the rail top. Therefore,, it normally permits a layout of five
seats (2+3) per row. In addition, it is possible to build a bi-level car within the height
limit such as in Series E1 and E4.
Lightweight structure through aluminum body
Recent Shinkansen cars employ an aluminum alloy body. This is because aluminum
alloy is comparatively light, and is thus advantageous for reducing the carbody weight
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and thereby increasing the car speed. The most common carbody of the Shinkansen is
made of hollow, extrusion-formed aluminum alloy members. This carbody does not
require any support pillars. Since the aluminum-alloy carbody is comparatively easy to
build and has boog soundproofing performance, it has come to be widely used for
many new Shinkansen cars (the 700 and subsequent series).
Structure and features of the latest Shinkansen carbody
Shape of the end cars
Much consideration is given to aerodynamics when designing the carbody of
Shinkansen trains. First of all, the entire carbody is made sleek. The nose is shaped to
minimize air resistance and pressure change when the train runs into a tunnel. Even
when the train runs with the nose at the rear end, it is free from rolling. Since the
underfloor profile also affects air resistance, it is made as smooth and flush as possible.
On the roof only, parts that are absolutely necessary (e.g. the pantograph cover) are
installed so as to minimize sources of noise. Even the pantographs are compact in size
and simple in design.
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Aerodynamic design (Series N700)
Front obstruction guard
Sinkansen tracks are completely grade-separated and have no level crossing. In
addition, the entry of unauthorized persons onto the tracks is strictly prohibited by low.
For a high-speed railway, it is especially important to eliminate all possible causes of
collision. Each Shinkansen train is equipped with an obstruction guard at the front end
to minimize the impact of collision with obstructions (animals, accidentally fallen items
etc.) weighing up to several hundred kilograms. This guard absorbs the energy of the
collision and thereby protects the front end of the carbody. The construction of the front
obstruction guard, which has been used since the opening of the Shinaksen, has
proven effective for this purpose.
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Front obstruction guard (Series 300)
The photos of some of the series of the rolling stock of Japan are given below.
E1 Series:
E2 Series:
E3 Series:
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E5 Series:
E4 Series:
E6 Series:
7.1.4. Bogie and enhanced riding comfort
Bolsterless bogies and improved running performance
The Shinkansen employs bolsterless bogies. Formerly the bogie frame was
provided with a bolster on the top give suitable rotational resistance between
the bogie and carbody so that the carbody weight was applied gently to the air
springs. The bogies for the Series 300 and later are not provided with bolsters,
and the carbody is supported directly by air springs. The rubber used for these
air springs is capable of standing comparatively large deformation. This is
intended to reduce the carbody weight and improve the running performance in
curved sections. The elimination of the bolster has simplified the bogie
construction, reduced its weight and improved running performance. Other
improvements made to the conventional bogie construction include the use of a
smaller-diameter wheel, a hollow axle and weight of a bogie, including the
motor, has decreased from about 10 tons (22,000 lbs) to about 7 tons (15,000
ibs).
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Bolsterless bogie construction (Series 700)
Series E2-1000 bogie (with active control)
Improving riding comfort – controlled bogie
A bogie that is capable of detecting and controlling car vibration was developed and
introduced in the Series 500 and subsequent models, with the aim of improving the
riding comfort of Shinkansen cars. There are two methods of controlling the vibration of
Shinkansen cars: semi-active control and active control. In the first method, the force of
a damper installed between the carbody and the bogies is computer-controlled to the
optimum value according to the vibration. In the second, a pneumatic actuator is
inserted between the carbody and the bogie to move the carbody in the direction
opposite to the vibration and thereby control the vibration of the carbody. To make the
most of the advantage of each method, active control is employed for some of the
Series 500, E2 and E3, and semi-active control is adopted for the Series 300, 500, 700,
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N700, E2, E and 800.
In addition, for the air springs that support the carbody, a nonlinear spring which
hardens when the displacement increases is adopted to make it difficult for bogie
vibration to be transmitted to the carbody. This has helped improve riding
comfort.
Full active control system
Full active control system
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Semi-active control system
Semi-active control system
Damper installed between carbody
Series 300 and later, a car-end damper is installed at the end of each car to prevent
them from rolling. For the Series 700, N700, E2 and E3 a damper to restrain yawing is
also installed between the carbodies. I addition, for the Series E2, and later, a
precompressed outer bellows is installed between the carbodies to absorb vibration
and improve riding comfort.
The introduction of a controlled bogie and the control of rolling and yawing by dampers
installed between carbodies have improved the riding comfort of the Shinkansen. A
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carbody inclining system has been introduced on the Series N700, to further improve
the curving performance and riding comfort of the Shinkansen.
High-performance dampers to improve riding comfort
7.1.5. Propulsion System-Power and Intelligent Technology
Asynchronous motor
After the opening of the Shinkansen in 1964, DC traction motors were used for
the Series 0, 200 and 100, and their speeds were controlled by a tap-changing
method and thruster phase control circuit. The Shinkansen 300 (developed in
1992) and subsequent Shinkansen cars employ asynchronous motors. An
asynchronous (AC) motor is more compact, has a higher output and is lighter
than a DC motor. Despite the fact that the asynchronous motor generates
higher output, its weight is less than half that of a DC motor.
The AC motor is extremely easy to maintain. The AC motors is extremely easy
to maintain. The AC motors that are now in use only require overhaul about
every 3 million km (1.9 million miles) of train operation. This means that despite
the large number of AC motors, they do not cause a bottleneck in vehicle
maintenance. In fact, these motors almost never break down.
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Comparison between DC motor and AC motor
Type and output of motor and maximum speed
Ope
ning
Year
JR
Series
To
kai
Nishin Higashinih Kyus
ihon
on
hu
○
○
1986 Series 100 ○
○
1964 Series 0
Traction
motor
DC
traction
motor
1982 Series 200
1992 Series 400
Circuit
control
system
Maximu
Output of
m
motor
Speed
Tachanging
method
185KW
Thyristor
phase
control
circuit
230KW
210KW
1992 Series 300 ○
○
300KW
1997 Series 500
○
285KW
1999 Series 700 ○
○
Series
2000
700, 7000
○
○
2004 Series 800
2007
Series
N700
○
○
1997 Series E2
○
1997 Series E3
○
2002
Series E2,
1000
Asynchr
onous
VVVF
(AC)
motor
275KW
230
km/h
240
km/h
270
km/h
300
km/h
285
km/h
260
km/h
305KW
300
km/h
300KW
275
km/h
○
220
km/h
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Series E3,
1000
Series E1
1994
(MAX)
Series E4
1997
(MAX)
1999
○
○
410KW
○
420KW
Main circuit control system (converter-inverter control system)
Single-phase AC power is fed from the catenary. This unstable power-supply current is
first stepped down by a transformer and converted into a stable DC power supply by
means of a power converter. It is then subjected to high-speed switching by an inverter
to control the voltage and frequency (variable voltage and variable frequency, or VVVF)
and drive the asynchronous motor. This converter-inverter system drives the
asynchronous traction motors of the Shinkansen.
To perform high-speed switching, the control equipment incorporates power transistor
modules, including a high-capacity semiconductor element, GTO thyristor and IGBT.
Thus, Japan’s advanced semiconductor and power-electronics technologies have
contributed enormously to the development of the sophisticated driving and control
systems of the Shinkansen.
Main circuit control system
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Typical GTO, IGBT
Regenerative braking and energy saving
The converter system uses the motor as a generator during braking. Namely, it
performs reverse control to generate an AC current of commercial frequency and
returns it to the catenary (regenerative braking).
All early Shinkansen trains consisted of motor cars only. With the improvement in
adhesion performance by the adoption of an asynchronous motor, however, the ratio of
motor cars to trailing cars in a train set of the Series E1, for example, is now 1:1 (6
motor cars and 6 trailing cars). In order to secure the same braking performance as a
train consisting entirely of motor cars, the present Shinkansen cars use air supplement
control that controls the brakes of the motor cars and trailing cars simultaneously. In the
high-speed range, the regenerative brakes of the motor cars are fully utilized, whereas
the mechanical brakes of the trailing cars are not used. In the low-speed range, the
mechanical brakes of the trailing cars are applied only when the regenerative braking
capacity alone is insufficient. By increasing the regenerative braking capacity, is has
become possible to save energy and reduce the burden of the mechanical brakes. This
in turn has reduced the amount of wear of the lining and other parts of the mechanical
brakes. In addition, a slide-detection device is provided, which releases the brakes and
then reapplies then in the event of a (wheel) slide or (wheel) skid.
Brake combination (Series N700)
No.
Type
System
1
Electric Brake
Regenerative
Brake
Mechanical
Wheel Disk Brake
Brake
The use of regenerative braking helps to
reduce electricity consumption.
2
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Regenerative brake
Control of power factor 1
The power factor is controlled to become almost 1 (i.e. the voltage and current are in
the same phase) at the pantograph contact point. This allows a reduction of the
amperage in the catenary.
Powering performance curve and deceleration of Series 700 are shown in the following
figures.
Acceleration/Traction Force
Train Type: Series 700
Composition: 12M4T
Total Weight of Train: 784t
Speed V (km/h)
Powering performance curve of Series 700
Deceleration (km/h/s)
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Speed (km/h)
Deceleration of Series 700
7.1.6. Noise Reduction
Reduced number of pantographs
Pantographs are the predominant source of Shinkansen-induced noise. Therefore,
reducing the number of pantographs is an effective way of reducing total noise. With
this I mind, studies have been varied out to minimize the number of pantographs per
train. Since a high-voltage bus is passed through on the roofs of all cars of a train, just
two pantographs are sufficient even for a 16-car train. This helps reduce not only the
noise but also the adverse effect of contact loss. Single-arm pantographs are employed
to reduce aerodynamic noise. In addition, the conventional pantograph cover has been
modified to reduce noise.
Reduction of noise-making pantographs
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Reduced vehicle weight
Shinkansen operators have worked actively to reduce the weight of Shinkansen cars
so as to reduce their running noise and improve their riding comfort, even in sections
constructed on poor subsoil. As a result, a 16-car train (400 m (1,310 ft) in length) is as
much as 260 tons (573,300 lbs) lighter than a train of the formation used when the
Shinkansen was opened. The axle weight has been reduced from 16 tons (35,000 lbs)
to 1.4 tons (25,000 lbs). This has brought about a number of favorable results,
including energy savings and improved acceleration.
Continual weight reduction
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Technique for noise reduction
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Energy for running
Thanks to the reduction of vehicle weight and air resistance and the use of a regenerative
braking system, the energy required for the operation of recent Shinkasen cars has been
dramatically reduced. This is despite the fact that train speeds have continually increased. The
Series N700 runs on 34% less energy and emits 16% less CO2. Thus, the Shinkasen has been
significantly improved in both promptness and energy efficiency.
Energy required for the 515 km (320 miles)
Journey between Tokyo and Shin-Osaka
Adhesion control and running stability
In order for a wheel-to-rail system to attain stable operation, it is important to keep the wheels
from slipping. Within a train formation, it is known that slipping does not happen to all the wheels
uniformly, but most commonly occurs with the leading car and cars near the leading car. In a
Shinkansen train, this phenomenon is monitored quantitatively to adjust the braking force for
each car. This allows extremely stable running. In this slip respect, a locomotive-hauled train
has a disadvantage since the slip occurs in the locomotive where the train’s motive power is
concentrated.
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Adhesion control
High-speed running performance
An experimental Shinkansen train made a new speed record of 443 km/h (275 mph) in 1996.
Because of the stringent environmental standards for the wayside and the limitations created by
nonlinear tracks (small radius of curvature), the maximum speed of the Shinaknsen is set at 270
km/h (168 mph) to 300 km/h (186 mph). If more favorable field conditions are offered by a new
route or the like, it is possible to raise the maximum speed can be raised. JR East has already
carried out many running and other tests, and is expected to start revenue-earning operation of
trains at a maximum speed of 360 km/h (224 mph) on the Tohoku and possibly other
Shinkansen in the near future.
Gradient running performance
Since vehicle performance is planned for each individual section, it normally differs from one
section to another. Even through the Shinkansen is generally free of steep hills, the vehicles
have good gradient running performance. The Series E2 was developed exclusively for the
Hokuriku (Nagano) Shinkansen. It is capable of running at high speeds through the TakasakiKaruizawa section, which has a length of about 30 km (17 miles) and a steep gradient of 3%.
This has been made possible through the reduction of running resistance and the development
of advanced control systems, a holding regenerative brake applied on downward slopes and a
number of other new technologies. Advanced new technologies developed for the Shinkansen
have increased train speeds and improved gradient running performance.
Item
Series 800
Series E2
Motor car composition
6M
6M2T
Rated output
6,600kW
7,200kW
Vehicle weight
294t (648,000 365.9t
Remarks
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lbs)
Starting acceleration
2.5km/h
(1.6mph/s)
(807,000ibs)
1.6km/h
(1.0mph/s)
Starting acceleration of
Series 0 is one before
improvement in current
limiting value
Equilibrium speed on 377km/h
300km/h
Open section, tangent
flat track
(234mph)
(186mph)
195km/h
170km/h
Equilibrium speed on
(121mph)
or (106mph)
or Open section
3.5% track
more
more
i) Reduction to 76% of that of Series 0, ii) 0.3% gradient, iii) Open section, 3.5%
gradient, iv) Tunnel section, 3% gradient
Amidst the mountainous terrain of the Hokuriku and Kyushu areas, the Shinkansen
shines on steep grades.
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7.1.7. Train formation
Train formation for each Shinkansen is as follows.
Series 0, 200
Series 300
Series 500
Series 700
Series 800
Series 400
Series E1
Series E2
Series E3
Series E4
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7.1.8. Amenities, Comfort and Convenience
The interior of each Shinkansen car is an open, bright and comfortable space. Standard class
cars are equipped with five (2 + 3) seats per row and first class cars with four (2 + 2) seats per
row. The space between seats in contiguous rows is 1,040 mm (3 ft 4 15/16 in) for standard
class and 1,160 mm (3 ft 9 11/16 in) for first class. All seats can be reclined and turned around.
The vestibule areas are equipped with toilets, washbasins, telephones, vending machines and
so on. For physically handicapped persons, specially designated benches, toilets, washbasins
and private compartments are also provided. Careful consideration is given to the layout of
these facilities.
Since the vehicle vestibule is level with the platform, even small children and elderly persons
find no difficulty getting on and off the train.
Air conditioning and ventilation equipment
The ventilation equipment of the Shinkansen is specially designed not to be influenced by
pressure changes. Since the ventilating capacity is very high, an air conditioning system
sufficient even for hot summers is installed. In accordance with the hot, humid climate of Japan,
the air conditioning system is a two-stage cooling type that does not require much duct space.
The air conditioning and ventilation system has been proven to be extremely energy efficient,
and exhibits stable performance. These recently developed types of system employ an air outlet
setup that supplies air to the passenger area from under the luggage rack instead of the ceiling.
Some of them are also provided with downward air outlets in the upper window sills. These
improvements have eliminated the temperature difference from one place to another in the
same passenger cabin, contributing to better riding comfort.
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Air-conditioning and ventilation (Series 700)
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General arrangement – Cab Car (Regular Coach Accommodation) Series 700
General arrangement – Club Car (Fist Class Coach Accommodation) Series 700
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Series 800
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Among the high-speed railways, the Japanese Shinkansen (Series 500 & Series N700);
the French TGV Series, Thalys, and Eurostar; the German ICE3, the Spanish AVE, the
Korean KTX, the Taiwanese Series 700T, the Chinese CRH are operating at the world’s
highest speed of 300 to 350 km/h.
It is impossible to conduct tests for all imaginable railway accidents because it is
impossible to re-create all operating conditions that a railway may face. Therefore,
railway technology is constantly being improved. That explains why railway is known as
empirical engineering. To pursue maximum safety, it is advisable to adopt technologies
that have been proven.
7.1.9
Rolling Stock on THSRC
THSR 700T
Two THSR 700T trains at Zuoying
All 30 trainsets used on THSR are Electric multiple units (EMUs) of the 700T series,
supplied by a consortium led by Kawasaki Heavy Industries. THSRC considered
ordering an additional six to twelve trains in November 2008 to cope with increased
demand expected by 2011.
The THSR 700T type is based on the 700 Series Shinkansen train used by JR Central
and JR West in Japan. This marked the first time Shinkansen technology had been
exported to a foreign country. The trains had to be adapted for Taiwanese climate
conditions, had to meet European specifications—including additional safety
measures—and the nose shape was optimised for tunnels wider than those in Japan.
The maximum service speed of the trains was raised from the 700 Series Shinkansen's
285 to 300 km/h (177 to 186 mph). The 12 cars of a 700T train are grouped in three
traction units with three power cars and one trailer each, providing 10.26 MW of power;
both end cars are trailers to avoid slip on powered bogies. The train is 304 m (997 ft)
long and has a mass of 503 t (554 short tons) when empty. The trains have a passenger
capacity of 989 seats in two classes: 66 seats in 2+2 configuration in the single Business
Car and 923 in 2+3 configuration in the eleven Standard Cars. The per capita energy
consumption of a fully loaded 700T train is 16% of that of private cars and half that of
buses; carbon dioxide emissions are 11% of private cars and a quarter that of buses.
7.1.10 Rolling Stock for High speed Rail Kerala
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1)
It is recommended to select EMU (Electronic Multiple Unit) for HSR because it will
enable full use of the floor area of a train for passengers, and thus increase the
transportation efficiency. This also has the effect of minimizing the design load for
construction if EMU for HSR are chosen. Moreover, this choice would allow a cost
reduction.
2)
In a view of cost effectiveness it will be preferable to adopt the specifications without
changing those of trains that are already operational in other countries (the design
of the color of the body and interior and the types of fabric for seating may be
selected without additional cost) and to adopt the propulsion system which has
reduced mechanical systems for decreasing potential malfunction and minimizing
maintenance costs.
3)
Specification of Rolling Stock Series N700(Shinkansen)
Series No.
N700
Train formation
14M2T
(3M1T X 2unites, 4M X 2unites)
Overall length (16 cars)
Seating Capacity (First / standard class
404.7 m
1,323 (200 / 1,123)
25kV – 60 Hz
Electric System
Maximum service speed
300 km/h
Starting acceleration
2.6 km/h/s
Carbody: Material
Length; (Leading car)
(Intermediate car)
Width
Height; (Single level)
Bogie center distance
Bogie: Suspension
Gauge
Wheel diameter
Wheel base
Vibration control device
Aluminum alloy
27,350 mm
25,000 mm
3,360 mm
3,600 mm, 3,500 mm
17,500 mm
Bolsterless Air-spring
1,435 mm
860 mm
2,500 mm
Yes
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Series No.
N700
Train output
17,080 Kw
Traction motor: Type
Asynchronous
Rating output
305kW x 56sets
Converter – Inverter
PWM control
Powering: Circuit control
Element adopted
IGBT
Braking: AC regenerative brake
M: 56 axles
Eddy current brake
Not used
Air brake (axle disk)
Not used
Air brake (wheel disk)
M/T: 2 sets/axle
Pantographs type (sets/train)
Single arm low noise type
x2
Air conditioning equipment (sets/car)
Under-floor
Semi-centralized x 2
Ventilation system
Continuous, Pressure sealed
ATC system
Double-frequency combination
(Digital ATC)
The above specification is for 16 Car trains. However, Kerala High Speed will need only
8 car trains due to the PHPDT being comparatively less than Japan and Taiwan. Even
ultimately, it may require only 12 car trains for catering to the demand. Hence for
KHSR, some modification will be needed as done on Shinkansen trains for Taiwan high
speed trains. The modifications will be needed as per the changed climate conditions
for having the effective ventilation systems etc.
Unit
Unit
Unit
Unit
Unit
Unit
Unit
Train Formation of Series N700
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Km /h
M inutes
α
300
Pass through
turnout
230sec
200
5
Pass through
turnout
Lost tim e
(about 1.5
m inutes)
100
6
３２４sec
Lost tim e
(about1.5
m inutes)
4
3
170sec
2
1
0
10
11.9Km
20
18.78Km
(case of Taiw an)
-10
6.6Km
Run Curve (Speed-Distance Curve) of Series N700
An image of the rolling stock (JR Tokai N700 series)
7.1.11 Depot and Workshop
1)
Car depot with workshop should be constructed at Thiruvananthapuram, which is a terminal
station of the line.
2)
It is preferable to construct a small depot at Ernakulam also.
Major Features of Depot and Workshop
Daily inspection facilities shall be installed at Trivandrum and ErnakulamDepots and daily,
regular inspection and dismantling facilities shall be installed at both thse depot.
The number of storage tracks at Trivandrum and Ernakulam depot will have 6, and 3
34/35
ROLLING STOCK
respectively.
Land for stabling lines and maintenance facilities for future increase of train sets should be
reserved.
Typical layout of depot is shown in below.
N o overhead contact line
M aintenance tracks
Length of train + 50m
D aily inspection shed
Storage tracks (Effective length + 100m )
W heel Lather Shop
Typical Layout of Depot
35/35

chapter 7 rolling stock

Transcription

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