Motoharu Ono, Shunsaku Koga, and Hisao Ohtsuki
W
March 2002
电话销售技巧和话术开场白e have developed a Maglev train under the guidance of the Japane Ministry of Transport. The Maglev train is an advanced train that can run more than 500 km/h with a linear synchronous motor (LSM) that has both a superconducting magnet on board and an armature coil in the ground. (Propulsion of a conventional railway depends on adhesion between wheel and rail, and the maximum speed of a conventional railway is only 350 km/h.) The Maglev train was tested on the Yamanashi Maglev test line. Tests began in 1997, which exercid various functions of performance (Fig. 1). The main results of the tests were:
◗ A world record of 552 km/h with a manned five-car train
◗ A relative speed of 1,003 km/h between two trains pass-
ing each other;
◗ Substation cross-over tests which characterized the
Maglev train;
◗ Refuge and passing tests with two trains at the station.
We verified the high acceleration of the Maglev train by achieving the top speed of 552 km/h in only 100 conds within a distance of 8 km. The committee established by the Ministry of Transport evaluated the results: “The technology for the commercial u as both super-high-speed and large quantity transport system are established.” We developed the train operations control system as a ground-bad system. Epoch-making technology changed the train control system from conventional manual control
t in April 1999;
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Central. The construction work for the ground equipment, which included electric equipment, was started in 1988 and was finished in December 1996. The tests for general coordination were completed in March 1997, and the running tests began the following month. They have continued smoothly and much data has been acquired.
Technological Developments
The development plan for the superconducting, magnetically levitated train is as follows: ◗ High speed performance—stability at high speed (550 km/h); ◗ Transport capacity and the on-time performance—establishing a transportation system that can transport about 10,000 people per hour, one-way during peak time; ◗ Economic performance—reducing the cost of construction, operation, and production. Balance the income and the disburments.
Fig. 1. Running tests were carried out with a five-car train t (instead of a three-car train t) in March 1999 to confirm the stability of the middle unit of a five-car train t.
18.4 km Platform R=8000m Power Substation 40‰ Test Center Train Depot Station
Construction Technology and Vehicles
The test line is a double track that is 18.4 km long. It has a 16 km long tunnel, 4% grade slopes, and a curve with an 8,000 m minimum radius to test under various conditions (Fig. 2). The
28‰
3‰
40‰
修车老汉粗大
9‰
Fig. 2. The Yamanshi Maglev test line.
to ground-bad control. The drive control system compris:
吃书的狐狸读后感◗ The power conversion system which employed a
政治书world-class inverter system (synthetic capacity 114 MVA and 60 MVA);
◗ The drive control system ud the latest control technol-
ogy to realize high performance;
◗ The traffic control system, which controls the train from
the power feeding ction;
◗ The safety control system, which ensures safety by a
safety brake;
◗ We adopted new technologies in this system to produce
both high performance and control for super-high-speed Maglev trains.
History of Technology Development
The Japan National Railway Company began the development of the Linear Motor Propulsion Railway System in 1962, two years before the Tokaido Shinkann (the Bullet train) began operating. The Miyazaki Test line was built in 1977, where a manned three-car t was tested. The next step developed the technology further to investigate the possibility of using it as public transport. The Ministry of Transport established an examination committee that decided on a master plan, which called for a new test line: the Yamanashi Maglev Test line. They promoted it to the Japan Railway Construction Public Corporation, the Railway Technical Rearch Institute, and JR
坚持作文800字Fig. 3. Passing tests were carried out at a relative speed of 1003 km/h on 16 November 1999.
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March 2002
platform and the turnout switches are approximately in the middle of the line. We have two types of vehicles, a three-car train t and a five-car train t. The no shapes are a double-cusp and an aero-wedge. The vehicles change according to the conditions of a test (Fig. 3). The linear motor system in the Yamanashi Maglev Test line is different from a conventional railroad. A superconducting magnet is installed on both sides of the vehicles, while the levitation, guidance coils, and propulsion coils are installed in the guide way opposite the superconducting magnet. Electric current fed to the propulsion coils propels and brakes the trains; the system varies the amplitude and frequency to t the velocity and the acceleration/deceleration of the train (Fig. 4). Moreover, the Maglev is different from a conventional railroad becau the automatic drive control system is not on the vehicle; it is on the ground. Fig. 5 shows the unique driving control system. The electric equipment has safety information and the electric power supply.
Levitation and Propulsion Guidance Coil Coil
Safety Information Equipment
The safety control system consists of three systems: ◗ The traffic control system, which generates and administrates running schedules; ◗ The drive control system, which controls the power conversion system bad on the running pattern that is generated by the traffic control system; ◗ The safety control system that ts the block control and controls the safety brake. The test center has the control equipment that administers the command of the experiment and the measuring system (Fig. 6). The leaky coaxial (LCX) cable that communicates between the vehicle and the ground, and the cross-inductive wire that detects the vehicle location, reside in the guideway.
The Electric Power Supply System
The linear synchronous motor (LSM), the superconducting magnets on board, correspond to the field coils, and the propulsion coils on ground correspond to armature coils. A power conversion substation supplies the driving power of the LSM. It us a PWM inverter and provides the variable voltage and variable frequency that ts the velocity of the vehicle. One power supply equipment was t up for the northern line and another t up for the southern line. The equipment capacity of t
he northern line is larger than that of the southern line becau of the difference between vehicle train ts and between maximum speeds. The drive control system for the vehicles is the same in both groups (Table 1). Fig. 7 shows
Guideway
SCM (Superconducting Magnet)
Fig. 4. Ground coil, guideway, and SCM.
Traffic Control System
Central Traffic Control Regional Traffic Control Train Traffic Control
Running Pattern, Departure Command
Drive Control System N.S.
Supervisor's of Driving Control
Amplitude Reference of Current
Safety Control Speed Control System Synchronous Control N.S. Pha Signal
Directing Train's Position Switchgear Control Monitoring of Trains Speed Limit Control Block Control Station Safety Control Feeding Cable Train Position Signal (Pha, Speed) Brake Command Power Conversion System
Ground Route Requires Feeding Route Requires
Feeding Border Switchgear
Information Transmission Section A
Section Switchgear Section C
Turnout Switches
Ground Coil Cross-Inductive Wires Section B
Fig. 5. Configuration of the train operation control systems.
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the construction of the power supply system of the Yamanashi Maglev test line. The power conversion substation receives electric power from two lines at 154 kV and transforms the Fig. 6. Control room. voltage to 66 kV. The power conversion system has a converter, chopper, three-pha inverter, and a control device. The converter changes the utility power into the direct current to isolate the LSM load. The converter changes this direct current into the alternating current, which has sine wave pha and amplitude corresponding to the position and the acceleration of the vehi-
cles. Then, ction switchgear supplies the electric power to the propulsion coil (Figs. 8 and 9). The speed control in the drive control system generates the running pattern commanded from the traffic control system. The vehicle speed is calculated from the vehicle position information detected by the cross-inductive wire system. The drive control system nds the pha and amplitude references of current to the power conversion system to follow the running pattern. Armature coils are t over the whole line and are divided electrically into fixed length ctions to improve the power factor and efficiency of the LSM. The power supply has a triplex architecture to drive the vehicle and nds the
driving power to the ction underneath a vehicle; two systems can drive the vehicle, even when the third system has failed with a fault.
Table 1. Main Specifications of Power Converter.
Item Converter Type Capacity Input frequency PWM inverter Number of pha Capacity Output current Output voltage Output frequency North group 24 pha thyristor converter 69 MW 50 Hz 3 38 MVA × 3 units 0-960 A 0-12700 V 0-56.6 Hz South group 500 Hz PWM GTO converter 33 MW 50 Hz 3 20 MVA × 3 units 0-1015 A 0-6350 V 0-45.3 Hz
Utility Power System
Driving Plan Driving Control System Position Detector Driving Controller Power Conversion Controller
Transformer
Converter
Power Conversion System
Choppor
Resistor
Switchgear Controller
中国十大文学作品
Inverter A
Inverter B
Inverter C
Feeder A Feeder B Feeder C Changeover Switchgear Armature Coils Inductive Wire Vehicle
Fig. 7. Power supply system for the Yamanashi Maglev test line.
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March 2002
A switchgear controller feeds the driving power to a ction corresponding to the vehicle position. This controller determines the starting and stopping points of each inverter and the operation of the changeover switchgear.
国庆假日
Test Results
Since April 1997, the running tests have involved two ts of trains, one t with three-car train ts and the other t with five-car train ts. The tests confirmed that the safety equipment functioned according to the design. The tests also confirmed that the train might be controlled with precision through the electric power conversion system.
Fig. 8. Power conversion substation.
Train Speed Control Performance
Fig. 10 shows the running test result at the world record of 552 km/h with a manned five-car train t. The top speed was reached in only 100 conds, 8 km from the departure. Acceleration is about three times greater than the Shinkann, and it has excellent characteristics. Output current from the power conversion system reached the maximum current. Propulsion and braking force follow the target-running pattern and are controlled for pasnger ride comfort.
Output Current Control Performance
Fig. 11(a) and (b) shows the characteristics of the output current of the inverter during the acceleration. Fig. 11(a) shows the deviation of the output current amplitude against the reference current amplitude for each speed-area. Although the higher the train speed, the bigger the current deviation becomes; the current deviation between the output current and the output current reference is within 3%. This demonstrates good current control. Fig. 11(b) shows the deviation of the output current pha against the pha reference for each speed-area. Although the pha deviation increas with the speed of the train, the pha deviation between the output current pha and the output current pha reference is within 3%. This demonstrates good current pha control, too. The characteristics show that design perfor-
Fig. 9. Overview of inverter.
Vehicle Speed
600 500 400 300 200 100 0
Speed (km/h)
Time (20 div)
Fig. 10. Running test results (maximum speed: 552 km/h).
30 25 20 15 10 5 0 –5 –4 –3 –2 –1 0 1 2 3 4 Current Amplitude Deviation (%) 5
Spe
529 510 396 299 220 135
60 50 40 30 20 10 0 –5 –4 –3 –2 –1 0 1 2 3 4 Pha Angle Deviation (deg)
5
Fig. 11. Evaluation of inverter output current control (INV-A).
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Spe
529 510 396 299 220 135
Rate (%)
Rate (%)
望月思乡的古诗(km /h)
ed
ed
(km /h)
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