スライド 1 - Trafikverket

03/10/2013
Seminar on Japan’s High Speed Rail
Policy and Technology
Shinkansen technology
-Today and in the FutureFuminao OKUMURA,
Executive Director,
Railway Technical Research Institute
September 24, 2013
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Contents
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 Introduction of RTRI
 R & D of Shinkansen
Harmony with the Environment
Improvement of Safety
 In the Future
 Concluding Remarks
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Introduction of RTRI
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RTRI’s Laboratory and Testing Station
Gatsugi Anti-Salt
Testing Station
・Kunitachi
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headquarters
Shiozawa Snow
Testing Station
Wind Tunnel
Technical Center
・ Tokyo Office
・ Shinjuku Office
Yamanashi
Maglev Test Center
Hino Civil Engineering
Testing Station
Miyazaki Maglev
Test Center
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a high-speed railway line proposal between
Tokyo and Osaka
High speed train seminar
in YAMAHA hall in 1957
Constructing a dedicated track with
standard gauge, 1435mm
Using concrete sleepers and long rails
Introducing high-performance vehicles
capable of a maximum speed of 250km/h.
Adopting onboard signaling systems and
Automatic Train Control systems (ATC)
Shortening the journey time between
Tokyo – Osaka to three hours With these
innovative techniques.
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"Hikari-cho," the Birthplace of Shinkansen
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Researchers working inside
Shinkansen
test train (1962)
Opening ceremony
(1 October 1964)
National Railway Museum in York (UK)
The first Shinkansen's name “Hikari” means "Light”
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Organization of RTRI
Board of Trustees
Board of Directors
Personnel : 530 persons
(170 PhDs )
Budget : 180 million USD
Patents : 2200
President
Planning Division
Compliance Division
Administration Division
Accounting Division
Information Management Division
International Affairs Division
R&D Promotion Division
Marketing & Business Development Div.
Railway International Standards Center
Auditors
Chairman
Executive Directors
Railway Technology Promotion Center
8
Vice Presidents
12 Research Divisions
・ Vehicle Structure Technology Division
・ Vehicle Control Technology Division
・ Structures Technology Division
・ Power Supply Technology Division
・ Track Technology Division
・ Disaster Prevention Technology Division
・ Signalling & Transport Information Tech. Div.
・ Materials Technology Division
・ Railway Dynamics Division
・ Environmental Engineering Division
・ Human Science Division
・ Maglev Systems Technology Division
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The Role of RTRI for Railways
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RTRI Contributing to:
- development of railways,
- progress of science and culture
Through pursuing:
- comprehensive R&D
- surveys
- studies
Ranging:
railway technologies and railway labor science
- from basic research to practical technologies
as a body succeeding the activities relating tests and research
of the former Japanese National Railways
[Articles of Association]
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R & D of Shinkansen
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Slab Track Introduction to Shinkansen
slab
rail
adjusting mortar
concrete track bed
peg
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Track structure of Shinkansen
Ballasted
Slab
Tokaido
東海道
Sanyo-east
山陽東
Sanyo-west
山陽西
Tohoku
東 北
Jyoetsu
上 越
Hokuriku北 陸
Kyushu
九 州
0%
20%
40%
60%
80%
100%
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Comparison of maintenance costs
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Ballasted track
Slab track
Maintenance cost (M-Yen/Year/km)
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8
Costs
1/4
Others
Fastenings
CA-mortar
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Alignment
4
Leveling
Overall leveling
2
0
75 77 79 81 83 85 87 89 91 93 95 97 75 77 79 81 83 85 87 89 91 93 95 97
Year
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Development of
High-Speed Shinkansen Bogies
Conventional Shinkansen Bogie
(1964～1992 Series 0, 100, 200 )
Bolsterless Shinkansen Bogie
（1992～ Series 300 and later ）
Conventional Shinkansen
Bogie for Series 100
Bolsterless Shinkansen
Bogie for Series 700
Bogie weight
9,860 kg
6,660 kg
Unsprung mass
4,630 kg
3,420 kg
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Bolsterless Shinkansen Bogie
• Greater stability at high speed
• Higher running performance on curves
• Less vibration and greater ride comfort
• Smaller in size and weight
Center pin & Mono traction-link
Light weight coupling
Eliminate end-beams
Aluminum alloy gear-case
Wheelbase 2500 mm
Aluminum alloy axle-box
Hollow (φ60 mm) axle
Wheel diameter
（910 mm → 860 mm）
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Harmony with the
Environment
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Wayside environmental problems in Shinkansen 17
Wayside noise
Other parts Pantograph
Leading car
Bogie
Bridge
Micro pressure wave
Train
(a) Generation of
compression
Wave
(b) Propagation of
compression wave
(c) Radiation of
impulsive wave
(micro-pressure wave)
Pressure
Tunnel
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Other parts Pantograph
Wayside noise
Leading car
Bogie
Rolling noise
Bridge noise
A-weighted sound
level [dB]
pressure
騒音レベル（dB）
Aerodynamic noise
10dB
Wayside environmental problems in Shinkansen 18
Aerodynamic noise
+ Rolling noise
Total noise
Bogie
Pantograph
Bridge
Leading
car
Other parts
Aerodynamic noise
0
2 Time [s] 4
6
時間（s）
Noise source contribution
analysis
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Noise source identification
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Wind tunnel test
Field test
Mirror
microphone
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Mitigation measures for aerodynamic noise
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Pantograph shield
Pantograph
Series 0 (220km/h)
1970
1980
Series 300 (270km/h)
1990
2000
Series N700 (300km/h)
2010
2020
Low noise pantograph
On-board sound barrier
Series 700 (285km/h)
Series E2 (275km/h)
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Computational simulation for aerodynamic noise 21
The flow rolls up strongly behind
the panhead and its support
Computational simulation is helpful in
developing new noise reduction technologies.
Panhead
Improvement of pantograph shape
Panhead
Panhead support
Upper frame
Panhead support
Simulation of air flow
Application of new materials
Porous material
Sound source identification
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Mitigation measures for rolling noise and bridge noise 22
Mitigation for sound source
Bogie cover
Rail damper
Rail grinding
Sound absorbing
material
Sound barrier
Improvement of
barrier shape
Sound absorbing
material
Sound suppression
device
Resilient material
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Wayside environmental problems in Shinkansen 23
Micro pressure wave
Train
(a) Generation of
(b) Propagation of
compression
compression wave
Wave
(c) Radiation of
impulsive wave
(micro-pressure wave)
Pressure
Tunnel
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Mitigation measures for micro pressure wave
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Mitigation in radiation
of impulsive wave
Mitigation in generation
of compression wave
Tunnel entrance hood
Utilization of
branches in tunnel
Cross-section area (m2)
Optimization of
train nose shape
Mitigation in propagation process
Series 300
Series 700
Series 500
Installation of ballast layer
in tunnel
(m)
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Model experiment apparatus
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3D model
Train model
Tunnel
model
Axisymmetric model
Train model shooting apparatus
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Numerical analysis of pressure waves from portals
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Viewing from exit side
Pressure
Pressure
Speed: 270km/h, with 10m-entrance hood on both sides.
Viewing from entrance side
Generation of waves inside the tunnel at train entry and leaving
Propagation of waves inside the tunnel
Reflection of waves at both portals
Emission of waves from portals to the outside
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Wind Tunnel Technical Center
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- Low-noise performance unequaled in the world.
Background noise level: 75dB(A)
- Highest wind velocity(400 km/h) for the large-scale and low-noise.
- Equipped with a high-speed(216km/h) moving belt ground plane.
Fan
(D=5m)
Panoramic view of the center
(Maibara city)
Automobile
on moving
belt
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Improvement of Safety
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Rolling Stock Test Plant
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Purpose
- Simulating severe conditions difficult to reproduce on real tracks
- Preliminary examination of newly designed trucks
Special features
- Test of one vehicle or one truck
- Vertical, lateral and rolling action
Maximum speed
- 500 km/h
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Semiactive Suspension
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•Shaking of the body is detected with an acceleration sensor.
•A variable damper attached between a chassis and the
bodies is controlled at high speed, and resistance to control
vibration occurs.
•Decrease in more than 30% of rolling.
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Cerajet
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Benefits
•Improvement of Adhesion
•Safety Benefit
•Reliability Benefit
•Maintenance Benefit
•Economical in use
•Financial Benefit
•Improves efficiency
Main
Reservoir
Magnet
Valve
Tank
Wheel
Rubber
Hose
Nozzle
Rail
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Simulation of Train Derailment
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Simulation program "DIASTARS"
（Dynamic Interaction Analysis for Shinkansen Train And Railway Structures)
Behavior of viaducts
Video
Behavior of trucks
Video
2004 Chu-etsu earthquake (Tokamachi viaduct)
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Estimation of Earthquake Motion
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Intended structures
地表面
断層
20km
20km
Video
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Large-Scale Shaking Table
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Purpose
- R&D on seismic performance of rolling stock, tracks, structures
Special features
- Two-dimensional horizontal excitation (±1 m)
- Maximum acceleration: ±2000 gal
- Maximum surcharge weight: 500 kN
Video
Actuator
Vibration table(5m×7m)
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In the Future
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Future-Oriented Subjects
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Development of Railway Simulators
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Objective Improvement of efficiency and quality of technological
development by development of railway simulator
Car, track and
A contact wire/
pantograph model
train-set models
Virtual railway
Virtual railway
test track
test track
Car model
Simulator between
structure and wheel
Train-set
model
Model between sturcture and wheel
Overhead contact line
and pantograph
Simulator
Wheel model
An integrated air flow
and aerodynamic
noise simulator
Earthquake simulator
Track model
Ground/structure model
Fault
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Brake Drag Panel Actuated by Flow Around Train
without External Power
Animation
Flow direction
Torque Balancer
Train running direction
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Large Wind Tunnel Test at 400 km/h
Animation
Flow direction
Prototype of aero dynamic brake
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Future-Oriented Subjects
(FY 2010 – 2014)
Sustainable
Development of
Railway Networks
Smoothing passenger flows
at traffic nodes
Improvement of safety and
reliability by intelligent trains
Improvement of the safety
against derailment/collision
Safety
and Reliability of
Railway Systems
露岩部
Analysis of car body
deformation behaviors
Smoothing passenger flows and around stations
Diversified techniques to evaluate train operation
A technique to evaluate freight traffic
Evaluation/measures to preserve the wayside
environment for high speed operation
A technique to evaluate aerodynamic
noise / preventive measures
Noise/ground vibration preventive
materials
Evaluation and measures
複数運動モードを考慮した振動低減対策
for
inside-cabin comfort
Raising the safety against
meteorological disasters
Simulation of the local meteorological
conditions
A technology of disaster/hazard mapping
Construction of an advanced,
independent train safety control system
A derailment-proof truck
Raising the safety against earthquakes
A system to predict large-scale
earthquake motion
Evaluation of train running safety
in earthquakes
Earthquake-proof technologies/measures
Development of
Railway Simulators
上下動ダンパ
Vertical
damper
車体間ヨーダンパ
振り子ダンパ
Tilting
damper
Body-end yaw damper
Car, track and train-set models
Simulation of the phenomena
between structure and wheel
A prototype virtual railway test track
An integrated air flow and
aerodynamic noise simulator
A contact wire/pantograph simulator
RTRI
左右動ダンパ
Lateral
damper
軸ダンパ
Axle
damper
A technique/measure to improve
vibration ride comfort
A technique/measure to reduce
noise inside cars
A technique to evaluate comfort
inside cars
Design/development of
a railway simulator core system
Superconducting
cable
A new power supply system
Innovation of structure
renewal technologies
Technologies to renew
deteriorated Bridges ,
viaducts on revenue
service lines
Flywheel
A new technology to monitor and
maintain equipment conditions
Innovative
Maintenance
A technology to monitor/maintain equipment
conditions
Basic technologies to
monitor equipment conditions
Application of superconducting technologies
Use of semiconducting elements of low-loss
Utilization of natural energy
Reduction of car energy consumption
Lightweight cars made of new materials
High-efficiency car components
Decreasein car aerodynamic resistance
Low-loss
Rotator
Energy Efficiency
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Nano-technology
metallic material
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Concluding remarks
 The Shinkansen started its operation in 1964.
Since then, the high-speed rail system has
evolved with continued technical innovation,
such as speed increase, ride comfort
improvement, and environmental measures
to reduce noise and vibration.
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 The Shinkansen will be celebrating its 50th
anniversary next year, and it boasts a
remarkable, zero-fatality record throughout the
50-year high-speed rail services.
 Its safe, comfortable high-speed service has
been contributed a lot to the advancement of
Japanese people’s life. RTRI will also pursue
further railway research and development so
that railways can support the progress of
society in the years ahead.
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Tack så mycket!
Thank you for your attention.
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