Research topics for railway technology in Japan
--- for sustainable growth of our society----
Takafumi KOSEKI,
(Professor at the Dept. EEIC, The University of Tokyo, Japan) Revised on the 17th June 2018
Abstract
Immediately after the Meiji Restoration 1868, the railway was introduced to Japan in 1982. Japanese government built the Engineering College in 1871, and the electrical engineering education was started by Prof. W. E Ayton in 1873. This is the globally first department of electrical engineering. Electric engineers have a substantial contribution to the extension of the railway network in Japan, In this colloquium, the author introduces the history and his present research activities briefly, and explains present status of Shinkansen technology, the Japanese High-Speed Ground Transport, and technical development of Japanese Maglev.(The following table of contents was revised and reduced in order to adapt the presentation time shorter than my initial expectation informed on the 14th June 2018. )
Table of contents
0. Self-introduction & The Univ. of Tokyo1. General introduction: Electric Railway
2. Electric power supply to a railway
3. Japanese Shinkansen---advantage of AC-drives
4. Another high-speed solution: MAGLEV
5. Concluding remarks
Slide contents
[1] Title slide:
Research topics for railway technology in Japan
--- for sustainable growth of our society---
[2] Contents
[3] Department of Electrical Engineering and Information Systems at the University of Tokyo
[4] Dept. EEIS: Campus
[5] KOSEKI Lab. at Department of Electrical Engineering and Information Systems at the
University of Tokyo
[6] The first department of electrical engineering
[7] The birth of Dept. EE, UOT
[8] Dept. EE UOT established in 1873
[9] General Introduction: Electric Railway
[10] Railway as a mass ground transportation
[11] Large transportation market in Tokyo area
[12] Electric power supply to a railway
[13] Birth of electric traction and its strong points
[14] Early railway history of JAPAN
[15] Japanese Shinkansen
[16] Japanese High-Speed Trains=Shinkansen
[17] The first Shinkansen 0-series
[18] Power Electronics (0) contribution to compact subsystems
[19] Shinkansen 100 series
[20] Power Electronics (1) contribution to compact subsystems
[21] Era of ASM： JRC 300series (1992)
[22] Power Electronics (2) contribution to compact subsystems
[23] Asynchronous AC motor
[24] Technology for reducing running resistance in N700
[25] Active floor inclination control
[26] Efforts to reduce environmental impact for Shinkansen presented by JR-Central
[27] Challenge to high-speed HAYABUSA/ E5-series, JR-East
[28] Another high-speed solution: MAGLEV
[29] Governmental advisory board for Chuo-Shinkansen
[30] Solution choice of Superconducting EDS
[31] Miyazaki Test Track
[32] Yamanashi test-track: power electronics and better SC-magnets
[33] Superconducting Electrodynamic Suspension and Linear Synchronous Motor
[34] New technology for wireless onboard power supply
[36] Route plan: Nagoya-Tokyo
[37] Actual rolling stock L0 presented by JR-Central on 2013/06/03
[38] Comparison of running-profiles of major HSGT's
[39] Concluding remarks
[40] Conclusions
----------------------
Appendix (A part of not presented)
[42] Electric Energy Management in Japanese DC railways
Energy-Saving Automatic Electric Train Operation by Maximal Usage of Regenerating Brakes
[43]Introduction
[44] Theoretical aspect for energy-saving effort
[45] General strategies to reduce energy
[46] Fundamental strategies for energy-saving operation
[47] Three strategies for energy-saving train operation
[48] How to dig out “hidden time” for energy-saving
[49] Three strategies for energy-saving train operation
[50] Image of improved running profile
[51] Linear Induction Motor at a linear-metro rolling stock
[52] Traction curve of a LIM
[53] Circuit configuration of DC-power supply for calculating a change of panto-graph voltage
[54] Three strategies for energy-saving train operation
[55] Efficiency map in powering mode
[56] Theories for energy-saving effort
[57] An example of train-running profiles under sectional inequality constraints in speed numerically optimized by dynamic programming
[58] An example of train-running profiles under sectional inequality constraints in speed numerically optimized by dynamic programming II
[59] Optimization for difficult cases
Fundamental modeling for parametric optimization of notch-input actions
[60] How to optimize running profiles efficiently under sectional inequality constraints in speed numerically optimized by improved DP
[61] Energy-Time chart and equal sensitivity condition for total minimal energy consumption
[62] Experimental verification: Vehicle test on a commercial track in 2015
[63] Vehicle tests in 2015: Dr. Watanabe’s works with JSA
[64] Example of operation improvement
[65] Steps of operation improvement
[66] Summary of final achievement of our energy-saving efforts
[67] Conclusions of the research on the E-saving ATO
An encrypted copy of the slides presented by me is available here.
