The Proceedings of International Symposium on Seed-up and Service Technology for Railway and Maglev Systems : STECH
Online ISSN : 2424-3167
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選択された号の論文の181件中1~50を表示しています
  • Moon Kim, Hi Sung Lee
    原稿種別: 本文
    セッションID: 1D11
    発行日: 2015/11/09
    公開日: 2017/06/19
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    So far today, there is a speed limit by the radius of curve based on operation regulation in domestic railway, however a study for the maximum running speed at the curved section without any derailment would be necessary. But it is very hard to analyze the train derailment safety quantitatively at the curved section because of the diversified affect parameters including the complex interaction between wheel and rail, the train conditions such as the shape of wheel, suspension system, the track conditions such as the radius of curve, cant, transition curve, and the operation conditions, etc. The two major factors related to the running safety of railway vehicle are classified as the railway vehicle and the track condition. In this study, when the railway vehicle passing through curves of actual track conditions of subway line NO.3 in seoul (Ankuk⟷Jong no 3ga, Express Bus Terminal⟷Seoul Nat'l Univ. of Education, Yeonsinnae⟷Gupabal), the effect that has influence on running safety depending on rail inclination.
  • Taegeon Kim, Hisung Lee
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    セッションID: 1D12
    発行日: 2015/11/09
    公開日: 2017/06/19
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    In order to raise running speed of trains in existing line, speed should be raised when passing curved section and transition curved section in existing line by suggesting practical standard for max running speed in each section, where running safety is considered. In order to raise speed of train in existing line, that passes curved section of high risk of derailment, this study examined the effect to running safety when train passes each curved section in both lanes between Yeonsinnae and Gupabal, which is real railway of Line 3. Analysis of running safety was implemented as making running speed for each radius of curvature higher than actual track condition.
  • In Che Noh, Jung Woo Lee, Hi Sung Lee
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    セッションID: 1D13
    発行日: 2015/11/09
    公開日: 2017/06/19
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    The running stability assessment Method of railway vehicles was performed using small-scaled derailment simulator based on the similarity rule of predicting the dynamic behavior of railway vehicles. 1/5 scale power car bogie of a high speed train was designed and manufactured. And a running stability test was performed on each 1/5 scale bogie using a Small-Scaled Derailment Simulator and the running stability characteristics associated with the critical speed of the 1/5 scale bogie was ascertained. To carry out research through comparison with and verification of the running stability test results of the 1/5 scale bogie its running stability was performed by means of dynamic analysis programs.
  • Hinnerk STRADTMANN
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    セッションID: 1D14
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This presentation illustrates the European assessment process of dynamic running behaviour of vehicle's according to EN 14363 based on two examples from Alstom ≫ High speed tilting train ETR 610 of SBB and Trenitalia for operation in Switzerland, Italy and Germany; ≫ Three-axle shunting locomotive H3 with an axle load of 22.5t and a hydraulic radial steering system. It includes a description of the principles of the on-track test procedure with the assessment quantities and the data evaluation process. The test program of on-track tests including the instrumentation of the test vehicles is presented as well as test results related to running safety and track loading. This covers also aspects related to failure modes of the tilting system, an anti-yaw dampers or a steering system. The test results of the trainset ETR 610 achieved in an excessive test campaign in three countries showed compliance with the requirements. For the highest values of the lateral wheel force sum only a small margin remained to the Prud'homme limit as well in very small radius curves and in large curve radii. These maximum values occurred at different wheelset positions inside a vehicle. Further it was demonstrated, that running safety and track loading is not significantly affected by failures of the tilting system. The demonstration of compatibility between a tilting train and infrastructure is subject to further line homologation tests and regular inspection of each line, where these trains are operated with cant deficiencies above 150mm. The test results of the locomotive H3 showed, besides the demonstration of compliance with the requirements, that the quasi-static guiding forces remained with a good margin below the demanding limit values of 60kN in spite of the high axle load of 22.5t.
  • Reiko KOGANEI, Nobuyuki WATANABE, Kimiaki SASAKI, Yasutaka MAKI, Teruy ...
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    セッションID: 1D15
    発行日: 2015/11/09
    公開日: 2017/06/19
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    We report on a system of "Virtual running test environment for railway vehicle" based on Hardware In the Loop Simulation (HILS), which can replace the most part of an actual running test with bench tests and computer simulation. In the railway vehicle development, the applying computer simulation for acquiring the fundamental characteristics is effective to saving developing time and cost, but the simulation does not provide un-modeled phenomena. Therefore, the confirmation of vehicle characteristics through performance tests using actual cars is needed. Field tests are commonly carried out for this purpose, though; test conditions and the number of tests is greatly restricted because mostly running tests are conducted on lines used for commercial service. It is expected to shorten the development process and to improve the quality of the railway vehicle if it is made possible to reproduce the motion of a railway vehicle running on a track in detail by "Virtual running test environment for railway vehicles". In this report, we introduce the whole configuration of the "Virtual running test environment system for railway vehicles". And we explain dual actual usage of the system, which is as "Reproduction of the actual running conditions of a train set on the bench test" and as "Performance evaluation test of component part in the actual vehicle on the bench test". Finally we show some results. As an example, we conduct an excitation test on an actual car used to reproduce the running conditions of a three-car train on the rolling stock testing plant in RTRI and obtain a good agreement between the HILS test result and the target result.
  • Liangliang Yang, Shihui Luo, Chen Wang, Maohai Fu
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    セッションID: 1D22
    発行日: 2015/11/09
    公開日: 2017/06/19
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    In order to study curving safety of heavy haul train under braking condition, train dynamics model with 1D and 3D wagons was established by numerical method. In 1D model, wagons were simplified as a series of mass points with only longitudinal degree of freedom. All wagons were subject to air brake force, basic propulsion force and coupler force, which could be described by different equations. In 3D model, wagon was composed of detailed car body, bogie and draft gear. Especially, horizontal rotation from draft gear and constraint from brake shoe were taken into account. In this paper, assessment of train curving safety is more focused on comparisons under different running conditions. The results indicate as follows: When passing through curve, wheel-rail lateral force, derailment factor and wheel unloading rate in train model with detailed draft gear are larger than those in single car model, and the three indexes in train model under braking condition are larger than those under idling condition. Also safety indexes of empty car with longitudinal impulse are worse than those of single empty car. With the number of empty cars in train increasing, large longitudinal impulse is bad for train curving safety.
  • Toyokazu HAMAJIMA, Kazuhiko NISHIMURA, Yoshiaki TERUMICHI
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    セッションID: 1D23
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Behavior analysis of a coupled train under crash condition has several difficulties, because a coupled train has structural, mechanical and kinetic aspects. Many kinds of behavior can be observed when longitudinal heavy force is applied to a train set. Such as; vertical train buckling, car body deformation, coupler collapse and overriding. The objective of this study is to clarify the processes and the mechanisms of a train set behavior under these conditions, including impact force. In this study, in order to analyze the train set motion, we developed a numerical simulation model which can simulate dynamic behaviors including structural deformation, mechanical behavior and kinetic motion on a straight track. The numerical simulation model consists of both the structural models which are formulated by FEM (finite element method) and the kinematic models which are based on the MBD (multi body dynamics) theory. In this model, the FEM model was validated by comparison with the results of the collision test using the full scale test car. Simulations with large kinetic displacement and structural deformation under two types of load conditions were conducted by means of this model. One being a low speed heavy load condition, such as a relief operation, and the other a high speed light load condition, such as a collision with a relatively light weight foreign obstacle at very high speed. Large deformation processes and mechanisms data of a train set under wide load conditions ranging from low speed against a heavy obstacle to high speed against a light obstacle obtained from the simulations and experiment are comprehensively clarified.
  • MASATAKA HIDAI, KENJIRO GODA, KATSUYUKI IWASAKI, TAKAO WATANABE
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    セッションID: 1D24
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This paper describes the coupled simulation of vehicle dynamics and aerodynamics for high-speed train. The co-simulation model was developed to evaluate the more complicated dynamic behavior such as high-speed train running in the tunnel with curve section. The numerical simulation was undertaken. The simulation results show the vehicle behavior induced by the aerodynamic force and track geometry can be evaluated by the developed co-simulation model. It is concluded that the developed co-simulation model is useful to evaluate vehicle behavior on various track geometry with aerodynamic force.
  • Yuki KUNIMATSU, Yoshiaki TERUMICHI
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    セッションID: 1D25
    発行日: 2015/11/09
    公開日: 2017/06/19
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    One method to evaluate the running stability of railway vehicles is a running test on roller rigs. In this study, we carried out running tests in order to investigate the differences in the dynamic behavior of half-body and full-body vehicle models on roller rigs in frequency response tests with vertical and rolling forced excitations. By means of a vehicle dynamics analysis by computer simulation, we evaluated the influence of the center of gravity of the body on the dynamic behavior of the vehicle. As a result, it was verified that, for both vertical and rolling forced excitations, when the gravity position of body is equal to the center of body, the dynamic behavior of the full-body vehicle model is nearly the same as that of the half vehicle model in the each excited direction. Otherwise, the dynamic behavior of the full-body vehicle model is different to that of the half vehicle model, because of a pitching movement of the body in the case of vertical forced excitations and a rolling and yawing movement of the load frame in the case of rolling forced excitations.
  • Hitoshi Yamao, Masatomo Kishi, Osamu Goto, Daisuke Shinagawa
    原稿種別: 本文
    セッションID: 1D31
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Previously, lateral vibration suppressions of railway vehicles were realized by passive secondary suspensions. However, its effects were limited; therefore, an active lateral secondary suspension control system (ALS) was developed to improve passenger comfort. ALS has two actuators and two acceleration sensors to control yawing, lateral, and rolling vibrations of a car body. Considering linear equations of motion above bogie trucks, the vibrations can be separated into two modes. One is the lateral/roll coupled mode; the other is yaw mode. Controllers for each mode are designed by H-infinity control theory. We focus on the following problem: the control performance of ALS for conventional trains that decreases in curve sections as compared with straight sections. First, we investigate a reason of the cause by simulation. We found that due to a centrifugal acceleration included in lateral/roll acceleration and lateral/roll controller's gain, saturation of the command value to actuators are caused in curve sections, and thus, the control performance deceases. Next, we analyzed two methods to find a solution for this problem. One is FFT analysis for the centrifugal acceleration because most centrifugal accelerations have a low frequency component that doesn't have a strong correlation with passenger comfort. The other method is a simulation analysis of control performance in straight section. Accordingly, a comparison between a lateral/roll controller and a yaw controller reveals that contribution to improving passenger comfort is more for the yaw controller. Considering these problems and their solutions, we developed a new control method that has each lateral/roll controllers for straight and curve sections. Next, performance of the proposed method is verified by simulation. Consequently, we found that in comparison with the conventional method, the proposed method enhances the ride quality level by a maximum of 2dB, which can vary according to improvement in the performance of the yaw control by reducing the saturation of command value.
  • Yuichiro TAKINO, Hiroshi SHINMURA, Takeyosi MIHARA, Nobuyuki OKADA, Na ...
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    セッションID: 1D32
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This study proposes a newly developed structure for a frequency-dependent orifice for an air spring of a passenger train vehicle. This frequency-dependent orifice reduced both the rolling motion and the vertical vibration at high frequency. This paper also presents the numerical simulation results. Optimal settings of the springs and dampers of the bogie are essential for reducing the uncomfortable carbody motion while the train is running. The air springs provide insulation and damping through air compressibility in the bellows and pressure loss of the airflow passing through an orifice installed between the air spring and the auxiliary reservoir. The frequency characteristics of a standard air spring show a peak at a frequency of?1 Hz of the rolling motion of the carbody. A smaller orifice seems to be one of the solutions to change this characteristic. However, this method worsens the damping property at high frequency. To solve this problem, a frequency-dependent orifice with active vibration control technology has been proposed. This orifice improves the vertical vibration at low frequencies and the rolling motion of the carbody; however, it does not improve the properties at high frequencies. The results of our previous research left issues such as the need to improve the high-frequency response in a future study. The results of this study show that our newly developed frequency-dependent orifice effectively reduces both the rolling motion and the vertical vibration at high frequency with no external power supply.
  • Stefano ALFI, Davide PRANDI, Christopher WARD, Stefano BRUNI, Roger GO ...
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    セッションID: 1D33
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Active primary/secondary suspensions have been proposed as a means to solve the trade-off between curving and stability which represents a key problem in the design of modern railway vehicles. In particular, one concept proposed for active control of the vehicle's running behaviour is known as Secondary Yaw Control (SYC) and consists of applying a controllable yaw torque between the carbody and the two bogies. This concept has been studied in the past mainly to enhance the vehicle's curving ability. This paper extends the idea by examining the implications of designing a bogie with soft yaw stiffness between the bogie frame and the wheelsets and using SYC to provide active stabilisation. To this aim, a state feedback control law is designed according to the LQR and LQG techniques. The paper presents the general concept of active suspension control investigated and the control strategies applied. Then the effectiveness of the proposed actuation concept is investigated by means of numerical simulations performed on mathematical models of the passive and actively controlled vehicles implemented in a fully nonlinear multi-body simulator. Comparisons are performed and benefits assessed between the actively controlled vehicle and the passive one in terms of: non-linear stability in straight track running; and safety and wear in curves.
  • Rickard PERSSON
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    セッションID: 1D34
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Active secondary suspensions for railway vehicles have been studied for half a century. The number of published theoretical studies, laboratory experiments, on-track test and even implementations is huge. A few papers also aim to summarize the knowledge in state-of-the-art papers. This paper follows the development from idea to product for an active secondary suspension. Calculations and test results are shown from the different development steps. The Swedish development project "The Green Train" identified shorter travelling time as a key factor to attract more passengers as it at the same reduces cost per kilometre for the train. An active secondary lateral suspension may provide the same ride comfort as conventional trains, but at an enhanced speed. At the same time, actuator suppliers indicated that simpler and less costly actuator designs exists than until now used. Preliminary calculations using supplier actuator models showed that the performance may be sufficient. Extensive controller optimization and actuator tuning improved the calculated ride comfort further. On-track tests made on Regina 250, a Swedish test train, confirmed that the average ride comfort with active suspension at 250 km/h was the same or better than the ride comfort with passive suspension at 200 km/h. The performance goal was reached, but further adjustments were needed to make the system ready for tendering. In 2010 Bombardier offered active secondary suspension in the new high speed train ETR 1000 for Trenitalia to allow performance beyond European standards when it comes to cant deficiency and high speed. The train was officially homologated and approved for passenger service April 14 2015. Significant ride comfort improvements with active lateral suspension compared to passive suspension has been shown particularly at high speed high cant deficiency curving.
  • Xiaojun Deng, Haitao Li, Jun Lin
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    セッションID: 1D35
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This paper discusses how the vertical vibration character of bogie is affected by the nonlinear dynamic stiffness of secondary air spring. For this purpose, we have deduced the model of air spring by considering its inner construction and compressed air. Based on the measured data of dynamic stiffness of air spring, the verification of model has been done. A half-car model is used to compare the vertical dynamic performance with linear secondary spring and nonlinear air spring, respectively, and the difference of bogie acceleration among different spring models has been studied. The comparison results show that the domain frequency of vertical acceleration of bogie is affected significantly, but there is no clear change on the domain frequency of carbody. By further discussion, it is shown that the dynamic stiffness of air spring on bogie natural frequency is much higher than that of on carbody natural frequency.
  • Masataka FUKUMOTO, Kenji Ejiri, Keisuke SHIMONO, Kimihiko NAKANO
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    セッションID: 2D12
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Sometimes tram cars travel keeping very close to each other due to increase of working trams in rush hours, which is burden for the drivers. The application of the automatic platooning to tram systems is discussed, however the control system has some problems in the previous study. In this paper, the revised control system is introduced and the feasibility of the automatic platooning control system is discussed through numerical simulations. The control system is changed from PD control to PID control, where time gap is used instead of fixed target gap distance. In addition, the emergency brake and the normal brake are distinguished. The numerical simulations are conducted using commercially available dynamics simulation software, SIMPACK. The simulation conditions are assumed of three situations. One is when trams travel on a straight line with accelerating or decelerating, another is when trams travel on a curved line at constant speed, and the other is when trams stop emergently on the straight line. For the emergency stop, two control systems are constructed. The first system is the system achieves the control only from the information from the local sensors, while the second one uses the information obtained from vehicle to vehicle communication as well as the local sensors. The results show the platooning control system is feasible when tram cars travel both on the straight line and on the curved line. And when the leading tram car applies the emergently brake, the two tram cars can avoid the collision with the vehicle-to-vehicle communication, while not possible without the communication. Finally the experimental setup using a test vehicle is introduces.
  • Akihiro TAKAZAWA, Shoichiro TAKEHARA, Fumiya TAKAHASHI
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    セッションID: 2D13
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This study aims to create a system that can evaluate railway vehicle characteristics while simultaneously controlling human body behavior using numerical simulations. The proposed system consists of a vehicle model, a human motion generation model, and a musculoskeletal model. The vehicle model first calculates the vehicle motion in various situations and then calculates the human motion by imputing the acceleration data of the vehicle seat to the human model. At this point, the human motion is calculated by inverse and forward dynamics with a reaction force at the contact point between the human body and the seat. Finally, muscle activation and loading are calculated by inverse dynamics with the human body position, and the reaction force is determined from the above calculations. Using these data, it is possible to examine and evaluate the human body posture. Note that this paper limits discussion to the relationship between the human body motion generation and the railway vehicle. The muscle force will be left for a future study. To demonstrate the effectiveness of the human motion generation model, a simple human dummy model that consists of only a spring and damper was created. Comparing this dummy model (which simulates the experimental model used for experiments such as automobile collisions) with the human motion generation model, it can be concluded that the human motion generation model can simulate details of human motion that the simple dummy model cannot. Thus, the control system in the human motion generation model is important for human motion evaluations.
  • Takahiro TOMIOKA, Satoshi TACHIKAWA
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    セッションID: 2D21
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This work presents a study to reduce flexural vibrations of rail vehicle carbody which have large impact on the ride quality utilizing elastic deformation of an elastic body as a dynamic vibration absorber (DVA). A donut-shape (called "torus" in this study) is proposed as the elastic body considering practical application to rail vehicles. It is demonstrated that the shape and the size of a torus with desired natural frequency can be determined by the finite element (FE) model described here. A torus dedicated to a DVA for rail vehicles made of rubber filled with water is designed and manufactured actually. A series of stationary vibration tests on a commuter-type test vehicle with stainless steel carbody is conducted by applying up to 20 tori to validate the DVA effect. The mass of the torus used in this study is 12kg/piece (including water), and the mass ratio versus carbody is less than 2% when 20 tori are mounted. As a result of the vibration tests on actual vehicle, two different flexural vibration modes of the carbody are reduced simultaneously, and a multi-modal reduction effect by the elastic torus has been confirmed successfully.
  • Dao Gong, Jin-song Zhou, Wen-jing Sun, Yu Sun, Yuan-jin Ji
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    セッションID: 2D22
    発行日: 2015/11/09
    公開日: 2017/06/19
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    To suppress the flexible vibration of railway vehicle carbody, a passive control method by mounting dampers longitudinally on the under frame of the carbody is proposed in this work. The influences of the dampers on the carbody flexible vibration reduction are firstly investigated by means of Green function. Then the effectiveness of the method is further verified by a nonlinear full-scale vehicle dynamic model. The results indicate that the proposed control method has good performance in suppression of the carbody flexible vibration.
  • Kenji Sato, Hiroki Shimoyama, Hirokazu Kato, Gakuji Kobayashi, Kei Sak ...
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    セッションID: 2D23
    発行日: 2015/11/09
    公開日: 2017/06/19
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    We have pursued conducting research on downsizing and weight reduction of propulsion system for the Shinkansen. The power converter, which is crucial for the achievement of size and weight reduction of propulsion system, was downsizing and lightened by adoption of train-draft-cooling system to semiconductor device and curtailment of loss. Furthermore, we succeeded in reducing size and weight of power converter with changing maintenance way of maintenance, which was incarnated by improved reliability of semiconductor device. This is a report on the attainment of downsizing and weight reduction of tentative power converter and results of the experiments with test car.
  • Mineyuki ASAHINA, Takahiro TOMIOKA, Shuhei MATSUO, Takuya YOSHIMURA
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    セッションID: 2D24
    発行日: 2015/11/09
    公開日: 2017/06/19
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    The interior noise characteristics of railway vehicles differ on the basis of the interior cabin position. The level of interior noise above the bogie (end of the cabin) is higher than at the center of the cabin. The authors know that structure-borne sound from the bogie contributes greatly to the interior noise immediately above the bogie. In this paper, we use the measured data obtained at the rolling stock test plant at the Railway Technical Research Institute (RTRI) and apply operational path analysis (OPA) to describe the contribution ratios to the vibration transfer paths from the bogie to the cabin floor. We also investigate the linearity during input/output and identify correlations between the input data to determine the validity of the analysis results. We consider that structure-borne sound from bogies propagates mainly through the parts connecting the bogie and car body such as single-link-type traction devices (traction links), yaw dampers, and air springs. We confirmed that differences in the contributions of these connecting parts depend on their locations with respect to the cabin floor and that the source of the highest contribution differs at different frequency bands. Moreover, the contribution of nearby parts may yield results that are not always significant. When the correlation is high between the parts connecting the bogie and car body, the precision of the derived transfer functions falls. Although a bogie vibrates rigidly in the low frequency region and very high correlations exist between the vibrations of the parts connecting the bogie and car body, the correlation becomes low in the high frequency region. Therefore, we expect that the contribution of each transfer path can be well estimated by applying OPA in the high frequency region for structure-borne sounds from the bogie in particular.
  • Haruo Sakamoto
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    セッションID: 1F21
    発行日: 2015/11/09
    公開日: 2017/06/19
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    From the viewpoint of when and why railroad axles started to rotate, early locomotives are reviewed. Conjectural replicas of locomotives produced by Richard Trevithick, William Hedley, George Stephenson, Robert Stephenson, and locomotive Planet in the United Kingdom were photographed. The first steam locomotive, Penydarren, in 1804 by Richard Trevithick started axle rotation. However, the replica of Stevens in 1825 by John Stevens in the US displayed in the Museum of Science and Industry has axles which are wooden square ones and do not rotate. In 1812, there was an adhesion testing truck by William Hedley, and this tells that the adhesion between wheel and rail was an issue. Axles of automobiles and aircrafts do not rotate because the adhesion between rubber tire and road is enough for traction force. Railroad axles need to get enough adhesion by wheels connecting together through axles to obtain enough traction force because the adhesion between rail and wheel is small due to small contact area. Running together was accomplished by rotating axles. The locomotive Penydarren used the first rotating axles, and is admitted as the first locomotive in the world. This paper also explains axles and wheels of early locomotives in the US and Japan, and present technology of axles and wheels.
  • Kazuhiko NISHIMURA, Masahito ADACHI, Yoshitaka MORISHITA, Tsutomu MORI ...
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    セッションID: 1F23
    発行日: 2015/11/09
    公開日: 2017/06/19
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    It is well known that enhancing safety against a large earthquake is recognized as a very important issue in Japan. So, constant effort is made to address this issue along the Tokaido Shinkansen. For example, the railway infrastructure has been reinforced and a new alert system has been deployed to regulate train operation so that trains cease running immediately should a large earthquake occur. Nevertheless, during the Mid-Niigata Prefecture Earthquake in 2004, the Shinkansen train traveling at a speed of 200km/h was derailed by the ground motion of the earthquake with no catastrophic damage to the railway tracks or structures. These fact and reports concerning that accident indicated that railway vehicle could be derailed solely by the ground motion of large earthquakes with application of the existing measures at the time. Therefore, Central Japan Railway Company (JR Central) started to study derailment mechanisms during large earthquakes and to develop new effective measures to minimize such the risk of high-speed railway vehicles derailing or and deviating. The derailment mechanism and effectiveness of an anti-derailing guardrail has been verified through full scale experiment with a real Shinkansen bogie and track, and 1/5 scale experiment. The test vehicles are standing still on shaking tracks in the experiments. So, firstly an experiment with 1 1/10 scale vehicle and roller rig was arranged providing both conditions of high speed wheel/rail rolling contact and large amplitude excitations. Then finally, as shown in Fig.1, a full scale experiment with a high-speed running real Shinkansen bogie on the roller rig of the test facility at Komaki Research Center of JR Central was carried. Also, a simulation program has been developed to approach this issue theoretically. Those results and findings obtained through the experiments and simulation indicated there was good agreement. In this paper, the test results and the analysis of the full scale experiment with a high-speed running real Shinkansen bogie on the roller rig are discussed.
  • Daichi NAKAJIMA, Mitsugi SUZUKI, Yukio NISHIYAMA, Takefumi MIYAMOTO, Y ...
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    セッションID: 1F24
    発行日: 2015/11/09
    公開日: 2017/06/19
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    It is known that the center pin of a car body strikes strongly against the lateral displacement stopper of the bogie when the vehicle vibrates widely in the case of earthquake motion with a predominant frequency of over 1.4 Hz. During such movement, and due to considerably large wheel/rail lateral force and bogie rolling, etc., there is a risk of the wheel jumping to a height above the wheel flange, which in turn may result in derailment. It is thought that larger gap between the lateral displacement stopper and the center pin will improve running safety by buffering the strong impact against the lateral displacement stopper and because of a better vibration-damping effect of the lateral damper. Running safety effectively improves using a specially designed anti-seismic lateral damper which can provide large damping forces during a major earthquake. Accordingly, in this research, for the purpose of improving running safety in the case of an earthquake, a crushable lateral displacement stopper was developed with the same nominal gap from the center pin as currently used devices, in the normal condition, but which can expand in the case of a strong impact due to a large earthquake, in order to ensure vehicle running stability and quality. The crushable stopper is designed to be used together with a specially designed anti-seismic lateral damper. RTRI developed a mechanical crushable stopper with a mechanical fuse for the movement mechanism in order to expand gap in abnormal conditions, in such an earthquake. The seat of the lateral displacement stopper rubber gets displaced in the same direction as the expanding gap, if a fixed load (a setting load of a movement) acts on the stopper.
  • CHEN WANG, SHIHUI LUO, LIANGLIANG YANG, WEIHUA MA
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    セッションID: 1F25
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    Due to the manufacturing error and wheelset wear, vehicle wheelset produces diameter difference gradually in the process of operation. It will lead to cyclical changes in creepforce, causing severe self-excited torsional vibration. The wheelset longitudinal vibration and the wheel/rail sticky-slippery vibration coupled with each other, causing the destruction of the locomotive stable dynamics performance. Establish a new type of heavy-haul locomotive model. Through numerical simulation, analysis in different diameter difference and speed calculate the principle of the variation of sticking coefficient. The conclusion shows that along with the gradual increase of diameter difference, the saturated wheel/rail creepforce saturation produce dynamic coupling, causing the wheelset wear ratio increases rapidly. The wheel diameter difference increases further and deteriorate the performance of dynamic behaviors, which will deteriorate the locomotive vertical stationarity through framework and traction device.
  • Roger GOODALL, Christopher WARD
    原稿種別: 本文
    セッションID: 1F31
    発行日: 2015/11/09
    公開日: 2017/06/19
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    A number of configurations for active control of railway vehicle bogies are assessed in a consistent framework to provide an effective comparison, using a typical modern bogie as a baseline. For each configuration appropriate control strategies are identified and their relative performances are assessed in terms of straight track stability, curving performance and control requirements.
  • Smitirupa Pradhan, A.K. Samantaray, Mohammad Saquib, Indrajit Singh
    原稿種別: 本文
    セッションID: 1F32
    発行日: 2015/11/09
    公開日: 2017/06/19
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    For high speed rolling stock, running times can be reduced by increasing the running speed of the train on curved portions of the track. To increase the curving performances with good ride comfort and reduced the chance of derailment, tilting and/or steering bogies have been developed. In this article, we are focusing on the active/ assist/ forced steering (link type steering) bogie. Actuators are used in the bogie to control the yaw angle as per the given set-point which is determined from the vehicle location on the track. In general, the desired steering or yaw angle is determined from local curve radius, cant height/ super-elevation, the velocity of the vehicle as well as the wheelbase. Existing control laws are formulated based on new wheel-rail interface assumption. However, as wheels and rails wear, the statically derived control law may not be optimal. Active steering avoids flange contact and in a vehicle equipped with active steering, most of the wheel wear takes place only in the tread portion. Here, we consider different depths of tread wear and the time-varying equivalent conicity is adapted into the steering control law. The influence of the wheel wear depth and the new adaptive control law on the dynamic behavior of the vehicle such as wheel lateral displacement, lateral creep force, critical and derailment speeds and ride comfort are evaluated using VI-Rail (ADAMS) multi-body dynamic (MBD) simulation software.
  • Mitsugi Suzuki, Shin-ich Kodama, Shogo Kamoshita, Yasuhiro Umehara, Ta ...
    原稿種別: 本文
    セッションID: 1F33
    発行日: 2015/11/09
    公開日: 2017/06/19
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    When a vehicle runs in the section where the influence of the twisted track is dominant, such as a transition curve of the end section of a curve, the outer rail side wheel load of the front axle may decrease by the surface twist which is generated between the bogie and the track. In such cases, if large lateral force occurs, the bogie will be uplifted on the rail by the wheel, increasing in the danger of derailment. In order to prevent such flange climb derailment, the reduction of lateral force and the control of wheel load decrement is effective. We developed a new type of bogie for conventional lines from a viewpoint of preventing flange climb derailment by the control of wheel load decrement. The bogie is equipped with a bogie frame composed of three blocks which are joined together via a rotation mechanism. The bogie can follow the twist of a track by rotating the side beams with the rotation mechanism and the control of wheel load decrement, which brings about improved safety from flange climb derailment. We confirmed satisfactory performance of the bogie by conducting some experiments.
  • Jan KALIVODA, Petr BAUER
    原稿種別: 本文
    セッションID: 1F34
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Active wheelset steering as well as wheelsets with independently rotating wheels together with individually controlled wheel drives has already been several times presented as a promising approach for railway vehicles of the future. Such concepts can offer superior properties over the conventional, passive, solutions in terms of wheel and rail wear, ride comfort, vehicle mass and mechanical design complexity etc. Scaled roller rig experiments are an outstanding possibility to verify and demonstrate results of computer simulations of such concepts without too high costs and safety risks. This paper describes the design of 1 to 3.5 scaled experimental railway bogie capable to test a wide range active wheelset control approaches on a roller rig. Each wheelset is equipped by an actuated steering mechanism capable of applying a controlled torque to the wheelset in the yaw direction, or to steer wheelset to desired magnitude of yaw angle between the wheelset and the bogie frame. Moreover each wheel is driven by an individually controlled wheel drive. Besides standard displacement, acceleration and force sensors, the bogie is equipped by newly developed strain gauge based system for measuring axlebox forces in all three directions. The design of the newly developed bogie frame, wheelsets, wheelset steering mechanism, wheel drives and system of axlebox forces measurement are described in detail.
  • Fumihiko SUZUKI, Emiko CHO, Ken IWANAMI, Ryohei SHIMAMUNE
    原稿種別: 本文
    セッションID: 1F35
    発行日: 2015/11/09
    公開日: 2017/06/19
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    The structure of a novel axle bearing endurance test equipment which we developed and the progress of an endurance test of axle bearings which are used on bogies of the series E5 are reported as the subject of this paper. The test equipment enables a test under a same high speed condition of over 320 km/h simultaneously for four bearings. In addition, it can provide an axial/radial load and vibration under actual conditions. One of the superior characteristics of the equipment is that it enables the evaluation test for four bearings at the same time without rail and wheels, that is, without wheel rolling. With the aim of ensuring the quality assurance/control and the future development of the bearings, a long-term endurance test of axle bearings is currently in progress by using this equipment. As test pieces, two of them are oil bath lubrication bearings which are same as the bearings equipped in series E5. The other two is grease-lubricated bearings as part of developing bearings. 4.1 million kilometers with oil bath lubrication and 2.9 million kilometers with grease-lubricated has been completed as of March 2015. The dimensions of both bearings have been shifting within the standard value and there were not any significant changes in their shapes. We always monitor the temperature and the vibration of all the test pieces but we could not detect abnormalities in the state quantities so far.
  • Shih-Pin LIN, Yuichiro TAKINO, Yoshihiro SUDA, Masahisa KAGEYAMA, Atsu ...
    原稿種別: 本文
    セッションID: 2F23
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    The coefficient of friction is one of the most important factors in contact mechanics of wheel/rail. In wet condition, each wheelset has different coefficient of friction, which is less than dry condition. Although this fact is well known, there are few studies on railway vehicle dynamics in consideration of friction characteristics in wet condition. In this study, the coefficient of friction is calculated by numeric operation of elasto-hydrodynamic Lubrication. By applying obtained coefficient of friction to each wheelset in model, motion dynamics and braking performance of railway vehicle in wet condition is simulated.
  • Sho WATANABE, Tsuyoshi SUZUKI, Tatsuhito SAITO, Keiichiro KONDO, Takaf ...
    原稿種別: 本文
    セッションID: 2F24
    発行日: 2015/11/09
    公開日: 2017/06/19
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    In this paper, the authors propose "regenerative brake notch" which follows the maximum regenerative brake force according to vehicle speed. This specially designed brake force reference selected by the train driver aims at saving kinetic energy which would be dissipated by the frictional brake in the higher sped range. By means of the regenerative brake notch, much kinetic energy is to be saved but the section in which the brake is applied to stop the train is slightly prolonged. Another drawback of the regenerative brake notch is how the driver is informed where to apply the regenerative brake notch, because the regenerative brake notch does not generate constant regenerative brake force over the all speed range. To cope with this problem, the authors propose that the driver is informed where to apply the regenerative brake notch based on the train location information obtained by a preinstalled train information control system (TICS). By means of this method, only the point that the driver start to apply the brake is required and the driver can regulate the brake force in the lower speed range to stop the train within the designated range at the station. In this paper, energy saving effect by the regenerative brake notch is compared with the conventional constant deceleration brake notch. In addition, the deterioration of the energy saving effect is also evaluated when the points to apply the regenerative brake notch is displace to closer points to the stop points and apply stronger brake in lower speed range. Through the calculation study, the energy saving effect and usefulness of the proposed regenerative brake notch is revealed.
  • Wataru TSUJITA, Kenji KATAOKA, Seiya NAGASHIMA, Kazuhiro TAHARA, Kazun ...
    原稿種別: 本文
    セッションID: 1B11
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This paper describes a contactless speed sensor based on the microwave radar technology for the use of a high precision train control system. Conventionally, a train speed is detected using a speed generator. Since the speed generator measures the speed based on the wheel diameter and the number of wheel rotations, measurement errors occur due to the variation in wheel radius, slipping of wheels during accelerating, and sliding of wheels during braking. To solve these problems, the use of the microwave radar was focused on that can detect the relative speed of the train and ground directly by contactless measurement. The speed measured by the microwave radar is not affected in principle by slipping, sliding and abrasion of the wheel. Here the development of the contactless speed sensor and the evaluation of the performance of it are reported. Tests were performed in the real track under a condition without wheel slipping and sliding. The measured speed and running distance of the proposed sensor were compared with those obtained with the traditional sensor. Under such conditions, the proposed sensor output faithfully agreed with that of the traditional sensor. The repeat measurement error (±5σ, σ: Standard deviation) of the proposed sensor was less than 1% in 10 trials, that was as same as that of the traditional sensor. The experimental results have shown that the proposed sensor is indeed feasible for the use of the train position detection.
  • Yong Joon Yang, Suyoung Chung
    原稿種別: 本文
    セッションID: 1B12
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    Electrical door system is one of the most essential items for the successful commercial operation of the railway vehicles. Nowadays, reliability values of electrical door system have a tendency to be included in technical requirements for design and manufacturing of rolling stocks. Manufacturer shall meet the reliability target values of electrical door system which is proposed by railway operator in procurement contract book. Railway operator shall approve the supplier's the reliability target values based on maintenance operation data. Railway operators are in the transition stage from the framework of maintenance interval based on time to the framework of maintenance interval based on distance. In this study, failure rates of the electrical door system currently used in railway vehicles are collected from maintenance field data. Failure rates are analyzed by using Minitab. Several kinds of plan for improving reliability are also suggested. It is necessary to keep studying on reliability prediction methodology, applying it in the field and implementing on improvement of reliability through feedback as well. Further, it will be useful for determining new maintenance policies or changing maintenance intervals for existing railway vehicles.
  • Michiko TANAKA, Kanako KATANO, Aya KOJIMA, Haruo SATO
    原稿種別: 本文
    セッションID: 1B13
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Bioplastics are derived from the biological materials which are low dependence on the fossil fuel. They have a possibility of the promising plastics to reduce emissions of the carbon dioxide. Using the bioplastic for the interior components of railway vehicles, there is a high probability to reduce the environmental load. We have studied the basic physical characteristics (e.g. combustion, tensile strength, impact strength, weather-resistance and processability) of several commercial bioplastics and implemented performance tests using some bioplastic components of the railway vehicle. On basis of the result, we found the possibility to apply a bioplastic material as an alternative material to conventional polycarbonate components of the railway vehicle. The hand strap was selected for the performance test item. Bioplastic hand straps were tested and equipped with our commercial railway vehicle. No serious problems appeared during those tests. Some issues, the existence of some voids in the hand strap and the disappearance of texturing of the surface, are found. It is necessary to improve the bioplastic hand strap manufacturing process conditions to cope with them. A bioplastic material shows a potential to apply some interior components of the railway vehicle. This bioplastic material cost is higher than that of the conventional polycarbonate plastics at present. However, the application of this bioplastic material to the interior components of the railway vehicle is not particularly difficult if the cost issue is cleared.
  • Masahito ADACHI
    原稿種別: 本文
    セッションID: 1B15
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    The development of superconducting maglev as an ultra high-speed mass transport system started in 1966 by Japanese National Railways. A lot of studies concerning the superconducting maglev had been conducted through running tests by use of Miyazaki Maglev Test Track. After the start of JR in 1987, the development of superconducting maglev was taken over by Railway Technical Research Institute (RTRI). JR Central soon joined the development because of aiming to put Maglev to practical use. As the next step of the development, the new Maglev test line was constructed in Yamanashi prefecture and we successfully had conducted running tests on the 18.4km-long Yamanashi Maglev Test Line (Priority Section) for 14 years from 1997 to 2011. Two years later we resumed running tests by use of extended 42.8km-long Yamanashi Maglev Test Line and new prototype vehicles for the Chuo Shinkansen line. On the other hand, we also have been making steady progress in procedures for the construction of the Chuo Shinkansen, and we started the construction of the Chuo Shinkansen section between Shinagawa and Nagoya in December of last year. Continuously we will keep trying for completion of the Chuo Shinkansen by the Superconducting Maglev.
  • Qunsheng Wang, Jing Zeng, Guoyun Liu, Ren Luo
    原稿種別: 本文
    セッションID: 1B21
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Due to the layout of the door in the middle and air-conditioning installation hole at the top of the carbody of some inter-city electric multiple unit (EMU) in China, the flexural rigidity of carbody structural decreased obviously based on the modal frequencies calculated by finite element model (FEM). The theory of dynamic vibration absorber (DVA) was applied to restrain the vibration of carbody. A 3D rigid-flexible coupled vehicle dynamics model was established by combining the multibody dynamics theory with the FEM to simulate the response of carbody and underneath equipment to measured track excitation. The traction transform weighing 5956 kilogram selected to be the only underneath equipment was studied. The result shows that the elastic connection between carbody and traction transform has a significant influence on carbody vibration. Compared with the rigid connection, the elastic connection can reduce the vibration of carbody from the maximum vertical acceleration 0.368m/s^2 to 0.193m/s^2 and the lateral vibration acceleration from 0.276m/s^2 to 0.229m/s^2. The reduction of vertical vibration is more obvious than the lateral vibration. The underneath equipment of carbody can be regarded as a dynamic vibration absorber (DVA) to reduce the flexible vibration of carbody. Also, the suspension parameters of elastic connection affect the carbody and traction transform vibration greatly. To meet the high speed of the vehicle operating conditions, the individual vertical stiffness of traction transformer should be designed in 6MN/m〜10MN/m while the suitable vertical damping ratio can be 0.1.
  • Keisuke Usami, Megumi Ooba, Akihiro Hamada
    原稿種別: 本文
    セッションID: 1B22
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    On Sanyo-Shinkansen, the pantograph erosion has been occurring since before, therefore we had taken the measure of the notch control in all sections between Shin-Osaka and Hakata. In consequence, we usually had delay time. In order to reduce delay time by the frost while suppress the number of the pantograph erosion, we analyzed the section that arc discharge generated by the frost and we optimized the notch control. We used emergency ground switch camera installed since Shinkansen series N700, and developed a video recording apparatus which can record all the time to detect the state of the arc generation during the train running. We analyzed using the special sheet which was made to examine the correlations with the state of the arc generation and the various data. For the arc generation, we classified into four categories with the arc intensity. As a result of the analyzing, we examined the optimization of conditions of the notch control and the section of the notch control. By evaluation of the weather sensors, we newly placed a portion of anemometer to observe accurate wind velocity in the arc generating area. For the more reduction of delay time, we considered the notch operation suiting the train speed and we understood we could allow two levels of the notch operation according to the speed. As a result of these approaches, we optimized the notch control conditions and these sections, and reduced the delay time while suppress the number of the pantograph erosion.
  • Dawei CHEN, Xiaojun DENG, Peng LIN, Yundong HAN
    原稿種別: 本文
    セッションID: 1B23
    発行日: 2015/11/09
    公開日: 2017/06/19
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    The insulators and the pantograph on the roof of the high speed train are always running in the open air. The pollution particles in the air can easily deposit on the surface of the roof of the high speed train. Contaminative flashover may be incurred by the polluted surface of insulators. Researches on insulator pollution characteristics make us take measures to effectively reduce the occurrence of flashover. The contamination deposition characteristics of the insulators on the roof of the high speed train were researched in this paper. CFD technology is taken to numerically analyze the compressible turbulent flow field around the insulators and the pantograph on the roof of the train. A multiphase model is taken to simulate the deposition of the pollution particles. An interaction model between the air and the particles had been involved in the simulation. By taken the pollution volume fraction of insulator surface as the index of pollution measure, three designs of the train roof were assessed. The velocity contours and aerodynamic drag of the three designs were also analyzed to estimate the aerodynamic performance. It has been found that the side panel design increases the wind velocity in the roof area and reduces the contamination level of the insulators.
  • Tetsuya Hirose, Junji Kawasaki, Makoto Sugaya, Haruo Sato, Akihiko Sob ...
    原稿種別: 本文
    セッションID: 1B24
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    East Japan Railway Co. has developed a 100Mbps (Megabit per second) -Ethernet-based TCN (Train Communication Network), called the "INTEROS" (INtegrated Train communication networks for Evolvable Railway Operating System). The INTEROS is characterized by large capacity communications among railroad cars and between various on-board devices and ground systems. The INTEROS' main function is command transmission from a driver to on-board devices such as propulsion systems and brake control devices. In addition, the INTEROS deals with various assistance functions for drivers and crews, data transmission function for passenger services and remote maintenance using status data from on-board devices. In the system will send on-board bulk data to wayside systems at maintenance depots and operation centers by using general-purpose wireless communication such as Worldwide Interoperability for Microwave Access (the WiMAX). The INTEROS prototype was loaded on a test car for its functional checks. All the functions were successfully checked in the running tests. Development results were installed in E235 series railroad cars that will run on the Yamanote Line in Tokyo.
  • Kunio Ikeda
    原稿種別: 本文
    セッションID: 3.00E+11
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    In order to reduce the changes of contact force between pantograph and catenary, which occur periodically every span, there is a way to lay pre-sag in catenary. However, as β is coming close to 1, where β is ratio train running speed by wave propagation velocity of contact wire, it becomes identified that pre-sag is contributing factor which cause contact force changes. Based on the results of model analysis and simulation, if the project raising operational speed up would be created, which means β is coming close to 1, the author could propose that static height of contact wire keep constant, keeping away from pre-sag.
  • Takao MORI, Minglei GU, Masayuki NAKAMURA, Shingo MAKISHIMA, Keiichi U ...
    原稿種別: 本文
    セッションID: 3.00E+12
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    The conventional Auxiliary Power Supply (APS) for railway vehicles has been directly connected to catenary through the LC filter. Hence, the switching devices of APS must have high breakdown voltage considering catenary voltage fluctuation. On the other hand, low voltage switching devices which have better characteristics are desirable from the point of view of low loss and capability of high frequency operation. Therefore, step-down converter is incorporated between the LC filter and the inverter to adopt catenary voltage fluctuation using low voltage switching devices. This paper proposes the series-parallel continuously regulated chopper which is a novel step-down converter. First, fundamental operation characteristics and output voltage control method of the proposed converter are introduced. After that, experimental results of fundamental characteristics are described and it shows that the experimental values are almost the same as theoretical values. The proposed chopper keeps controlling output voltage on the expected value without dramatically fluctuation in spite of input voltage fluctuation.
  • Takuya KIKUCHI, Ryo TAKAGI
    原稿種別: 本文
    セッションID: 3.00E+13
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    Thanks to the latest developments in energy storage technologies such as secondary batteries and EDLCs, the application of energy storage systems (ESS's) in the DC railway power feeding network is attracting strong interest. The ESS's are expected to mitigate a number of problems of the DC power feeding, especially the occasional loss of line receptivity for the regenerating trains and the large voltage drops. For railways, it can be assumed that the track and speed profiles are already available for all runs of trains before the runs actually take place, and therefore the consumption of energy and power by trains during these runs can be estimated before the runs actually take place. The authors' research group have proposed a simple scheme of estimating line receptivity by using the estimation results of power consumption of trains, with the expectation that this scheme can be applied to devise a cleverer charge/discharge control of onboard ESS's. In this paper, the authors propose to extend this idea to stationary ESS's. After explaining how to estimate the line receptivity of stationary ESS's, the results of the evaluation of the estimated line receptivity by using numerical simulation is shown in this paper, followed by the discussion on how a cleverer charge/discharge control of stationary ESS's can be devised using the estimated line receptivity.
  • Fei Chang, Zhongping Yang, Fei Lin
    原稿種別: 本文
    セッションID: 3.00E+21
    発行日: 2015/11/09
    公開日: 2017/06/19
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    Serious power quality and neutral sections disadvantage restrict the evolution of traditional traction power supply system. A new traction power supply system is proposed in this paper based on three-phase to single-phase converter as the key equipment in substation. This converter adopts modular multilevel converter, connects between industrial grid and feeder line without using output transformer. It transfers active power from three-phase grid isolated to one-phase traction line, and provides the frequency, phase and amplitude controlled output voltage. Then, the feeder line between different substations can be connected directly without neutral sections. The simulation verified the viability and effectiveness of the proposed system.
  • TINGTING WANG, XIAOCHUN FANG, ZHONGPING YANG, FEI LIN
    原稿種別: 本文
    セッションID: 3.00E+22
    発行日: 2015/11/09
    公開日: 2017/06/19
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    This paper proposes a novel non-constant asynchronous modulation frequency algorithm for SVPWM over-modulation. Traditional asynchronous space-vector PWM (SVPWM), asynchronous modulation frequency remains unchanged form linear region to over-modulation region. In high power permanent magnet synchronous motor (PMSM) drive system, low switching frequency limits asynchronous modulation frequency of asynchronous SVPWM. When the modulation ratio is high, inverter output voltage positive and negative half-cycle asymmetry is obvious, especially in square wave mode. This will result in a large current distortion. Multi-mode pulse-width modulation is employed as a traditional solution, where asynchronous SVPWM is used only in low speed region. But the scheme has modulation mode switching and dynamic performance problems. The non-constant asynchronous modulation frequency SVPWM over-modulation algorithms uses in drive system in full speed region. The system can transit automatically from over-modulation mode to square wave mode with low switching frequency. The algorithm can limit the output pulse voltage asymmetry and reduce the current distortion. The over-modulation algorithm combines with negative direct axis current compensation weakening control method. PMSM drive system can be controlled with great performance in full speed region. The proposed method has been verified by simulation and experiment.
  • Yuichi Kondo, Masatoshi Shimizu, Satoshi Harada
    原稿種別: 本文
    セッションID: 3.00E+23
    発行日: 2015/11/09
    公開日: 2017/06/19
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    In Japan, in order to prevent supports in overhead contact systems from collapsing at the time of an earthquake, we design them according to the Seismic Design Guideline for Overhead Contact Systems and Commentary (hereafter referred to as the OCS Guideline). Many supports are damaged in case they resonate with the civil engineering structures at the time of an earthquake. Furthermore, in order to design reasonably supports with safety, it is necessary that the seismic performance of them accords with that of the civil engineering structures. The Design Standard for Railway Structures of Seismic Design and Commentary (hereafter referred to as the Seismic Standard) describes the seismic design method for railway structures including the civil engineering structures. The Seismic Standard was revised in 2012. In order to maintain consistency with the Seismic Standard, we revised the OCS Guideline in 2013. In the revision, we modified ground motions that should be considered. Moreover, we added the ratio of the rotational response to the horizontal response which includes the effect of the rotational response of the civil engineering structure on supports to the design parameters. Furthermore, a method of compensating the natural period of supports is described. Therefore, we can evaluate the seismic performance of supports more precisely.
  • Yoshichika NODA, Masafumi MIYATAKE
    原稿種別: 本文
    セッションID: 3.00E+24
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    The train on energy storage device called on-board rail vehicle is able to store regenerative energy on storage at breaking and run under catenary-free condition, but we must think how to charge to energy storage device. If it charged at station during stopping, it has one of the methods that include the charge from catenary. Then, if run the on-board rail vehicles for long railroad, the major problem is where to place the quick charging points. We propose to be focused on energy consumption by appropriate placing of charging stations because energy storage device dropped the open circuit voltage as SOC (state of charge) decrease and became low tractive force of motors. As a result, the low SOC caused more energy consumption for running trains. In this paper, we create a mathematical model of onboard energy storage train with an onboard high-power rechargeable lithium-ion battery under catenary-free conditions and placed of charging station and simulated to know relationship between electric energy and running under different SOC. Furthermore, we make the line model of 90[km] in total length and simulated the train electric energy consumptions the change of the electric energy consumptions by changing station to put on 2 patterns. We consider the change of the electric energy consumption by the difference of the charging station and suggest the systems of the onboard energy storage train, which can run on catenary-free condition.
  • Masafumi Miyatake, Takashi Akiba, Masahiro Tajima, Mitsushiro Tsuda
    原稿種別: 本文
    セッションID: 1A11
    発行日: 2015/11/09
    公開日: 2017/06/19
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    In order to develop the train operation control algorithm for a group of trains, it is necessary to evaluate the energy efficiency and the operational robustness by simulations. Especially, energy efficient operation of a group of trains is so attracted as well as of each train. In this paper, a flow of the train traffic simulator and delay occurrence for operational robustness are stated briefly, and methods of modeling and calculation of a feeding circuit are stated in details, which are important technical elements to evaluate the energy efficiency in the train traffic simulation. The feature of our feeding circuit model is introduction of the "tie nodes" and the "tie matrix", which show that some nodes are in the same voltage. Introduction of them improves the pliability of the modeling and calculation according to change of feeding network composition. Applying the proposed model and calculation method in C++, the converged results were acquired in three test cases using the general-purpose calculation solver. The computation time and the calculation error are sufficiently less, even compared to the referential results by MATLAB. We are to verify accuracy of our model using field data and use it for development of train operation control algorithms.
  • Kunihiro KAWASAKI, Hiroyuki SUGAHARA
    原稿種別: 本文
    セッションID: 1A12
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    Various radio communication systems are used in railway systems such as Communications Based Train Control (CBTC) systems, passenger information service systems, wireless sensor networks, etc. Designing or evaluating work to build radio communication systems used on railways is time consuming and expensive, given today's environment. Thus, as a contribution to this work, authors have developed a simulation system to calculate transmission characteristics (receiving power, strength of interferences, bit error rates, frame loss rates, delays, etc.) with considering the railway-specific environment and usage. And, the authors have also proposed evaluation method for stability of radio communication based train control systems by using the simulation system. This paper describes simulation model and major features of our simulator. And this paper also reports some examples of simulation results.
  • Hisashi KIMURA, Tetsunori HATTORI, Tsukasa KUDOU
    原稿種別: 本文
    セッションID: 1A13
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    Radio equipment for railway operation use apply dedicated frequency allocated by Ministry of Internal Affairs and Communications, and severe management is required. It is located as important radio just as police radio and fire radio because a serious damage is assumed on the train scheduling when the railway radio is abused when loss or theft occurred. Therefore we developed a "secure radio system" for the purpose of preventing the abuse by a third person after a radio handset has lost or stolen. This system achieves the purpose with operation permitted time by giving a radio handset constant operation permission time. The radio handset counts down in operation permission time, and, in the radio handset which passed in operation permission time, communication function is locked automatically. The radio handset set for operation prohibition in a management terminal can prevent the abuse of the radio terminal without being able to extend the operation permission time with the radio control unit. These two secure functions of "countdown of the operation permission time" and "setting of operation prohibition" prevent the abuse of the radio handset.
  • Hideto MURAKAMI, Fuminori TSUNODA, Masumi NAKAMURA
    原稿種別: 本文
    セッションID: 1A14
    発行日: 2015/11/09
    公開日: 2017/06/19
    会議録・要旨集 認証あり
    To further improve train transport quality by ICT, we have developed software system for quick recovery from transport disorders by utilizing tablet PCs (,tablets,) for train crews. The three main functions we currently implemented to the tablets were "timetable transfer", "computerization of (or digitized, electronic) rule books and manuals", and "tablet location identification". Here, we took the strategy to use general-purpose ICT device as much as we can, and focused on higher reliability, faster development, and cost reduction. In the field tests, all crew members (conductors and drivers) of a crew depot who participated in the tests carried a tablet during their daily operation, and had a questionnaire after the trial. As a result, they were able to smoothly use these functions without any serious problem. Especially, the rescheduled timetables real-time online transfer to the tablets in transport disorder shortened time to make necessary train crew re-arrangements to faster resume recovery train operation. Incorporating the findings of the development and testing, from the 2013 fiscal year, all crew members in our company have carried the tablets during their operation. Into the future, we will further improve response to abnormal situations so as to quickly resume operations by utilizing the latest technologies such as tablets. And to accomplish that, we will speed up development for improving transport and service quality.
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