Introduction of JR East Japan E23 1 Series EMU
Starting from 1992, the first generation of new series vehicles was developed with 90 1 series (later renamed as 900 sets of 209 series), and its derivative models-209 series, E2 17 series and E50 1 series-have laid the technical foundation for commuter trains after five years of service. At the same time, due to the emergence of new technologies, it is necessary to introduce them as the technical basis of the second generation of new series vehicles. 900 trains were built to test these technologies.
The basic structure of the 900-type train body is not much different from that of the 209-series 500-type train, but the control and power system is like the "summary" part. With the appearance of better products and TIMS, 900 train has laid a technical foundation for E23 1 series. As a test vehicle, the main task of the 900 train is to test two kinds of motor control systems, including the three-stage inverter in mitsubishi electric (later installed on commuter trains) and the two-stage inverter in Hitachi (later installed on suburban trains), resulting in two kinds of starting sounds on the 900 train. In appearance, the biggest difference between 900 Fantai and 209-series 500 Fantai is that the front structure of the car body is mainly silver (the front structure of 209-series 500 Fantai is mainly white) and the logo of "6Doors" is affixed, but at the same time, the 209-series 500 Fantai is retained and the black "JR" logo is affixed on the front door side of both cars, which is different from the mass-produced E23 1 series.
The train formation method is the same as that of the 209 series 500 trains (4M6T), but the only difference is that the No.5 train is changed to a 6-door train to increase the passenger capacity during peak hours. In addition, in order to strengthen the ventilation of the six-door carriage, in addition to the general ventilation system, ventilation holes are added to the connection surface of the six-door carriage. Seats in 6-door carriages are closed before 10 am on weekdays, and opened under the control of flight attendants after 10 am.
At present, the train is deployed in the 3rd Battalion Vehicle Center, and its operation mode is the same as that of production cars and 500 cars of 209 series. 500 trains were built to replace the 205 series vehicles of Yamanote Line. The ultimate goal is to upgrade the signal system of Yamanote Line train to digital automatic train control device (Digital ATC) to cope with the increasing passenger flow during peak hours. These 500 trains are all manufactured by Xinjin Vehicle Factory, and the first train was put into use on April 2, 20021. When all 205 trains were replaced on April 17, 2005, a total of 500 1 1 trains (marshalling number: 50 1-552) were manufactured, all of which were deployed in Tokyo Integrated Vehicle Center (formerly Yamanote Tram District).
Yamanote Line is one of the most important railway lines in the capital circle, with millions of passengers every day. Although the distance between stations on Yamanote Line is short, it needs very frequent flights to divert a large number of passengers along the line during peak hours. 500 trains are specially designed for this purpose.
In order to distinguish 500 trains from 0 trains, the hood design of 500 trains is slightly different from that of 0 trains. In addition to using white as the main color, the positions of front lighting and taillights have also changed. In addition, because Yamanote Line is a circular line, the direction screen of the 500 train is displayed in two lines, with the direction of the train at the top (please refer to the direction indication of Yamanote Line # when driving) and the Yamanote Line at the bottom, which is different from other E23 1 series vehicles in that the driving route and destination are alternately displayed.
In terms of marshalling, in order to cope with frequent shifts of Yamanote Line and frequent acceleration and deceleration when driving, the proportion of moving trains (6M5T) is increased in the marshalling of 500 trains, so that the starting acceleration of 500 trains is higher than that of 0 trains (500 trains: 3.0km/h/s, 0 trains: 2.5 km/h/s). In addition, in order to increase the carrying capacity of trains during rush hours, the Type 500 train is equipped with two 6-door carriages (No.7 andNo. 10), more than the 205 series. The words "6Doors" are pasted on the bodies above the doors of these six-door cars for identification. As for the seating arrangement in the carriage, like the six-door carriage of 0 trains used by the central and general military slow lines, there are also electric seat opening and closing devices, which are controlled by the flight attendants. Seats in the 6-door carriage will be closed from the first bus to 10 on weekdays, and will be open for use at other times.
The braking system adopts "pure electronic braking" system. Because of its wide effective speed range of regenerative braking, the energy-saving effect of 500 train is more obvious. Other specifications are similar to those of commuter type.
As for the inside of the train, the biggest feature of the 500 train is to replace the original LED train information display board with a liquid crystal display (commonly known as "train channel"). Two LCD screens are installed above each door. The screen on the right shows the train operation information (driving direction, next stop, required time, door opening direction when stopping, etc.). ) and delay information (if any), while the screen on the left plays advertisements, news, weather forecasts and other information for a long time. Among them, train information is displayed in English and Japanese, which is convenient for foreign tourists. This service is very popular and will be fully adopted by E233 in the future.
During the manufacturing process, JR East Japan made minor changes to the specifications of the train. Starting from the fourth train, AU726 air conditioner (originally only installed in 6-door carriages) with strong refrigeration capacity was adopted on the train. In order to meet the increasing power demand, it is necessary to install an auxiliary power supply device (transformer) in the No.5 car without electrical equipment. As for the first three columns originally designed and manufactured, there is no plan to replace them at present. In addition, since the 17 train, the partition door between cars has been changed from the original manual opening and closing mode to the inclined type (which can be closed automatically) adopted by the 800 train for the first time.
It is worth mentioning that when 500 trains were put into service on Yamanote Line one after another, a large-scale transfer wave of trains in JR East Japan was caused-the replaced 205 series was not completely dismantled, but was reorganized or modified and transferred to other lines to replace the aging trains such as 103 series. Coupled with the transfer of 205 series cars on other lines in JR East Japan, this rare train transfer tide has formed. At that time, most of the transferred 205 lines were still serving on other lines.
Since 2007, with the adoption of the updated obstacle eliminator for JR East Japan Train, the obstacle eliminator for 500 trains has also been replaced with a big V (the shape of the newly designed front is similar to the original design). In addition, the circular handrail in the priority seating area has also been replaced by E233 series triangular circular handrail. All replacement works were completed in the spring of 2008. In addition, in 2007, some trains used the platform detection device installed in the 209 series of Jingbin Northeast Line for testing, but it was later dismantled.
Starting from 20 10, JR East Japan will install platform screen doors and train positioning stop devices (TASC) in stations along the Yamanote Line in stages. However, because the Yamanote Line and the Tohoku Line will use the platform when repairing the tracks in the parallel section of the two lines (Tan Section-Tan Town), the platform screen doors need to adapt to the train formation mode of the Tohoku Line, and only the screen doors corresponding to ordinary four-door vehicles can be installed. Therefore, two 6-door carriages in 500 trains will be replaced by ordinary 4-door carriages. As for how to dispose of the extra six-door carriage, JR East Japan has not announced it for the time being. The 800 Fantai is a model developed to replace the 103 series 1000 Fantai, 1200 Fantai and 30 1 series directly running with the east-west line of Tokyo Metro. 800 sets of trains are manufactured by Dongji Vehicle and Kawasaki Heavy Industries. At first, it was scheduled to build 8 10 trains, but because JR East Japan later reduced the number of trains that went directly to the east-west line, only 7 trains were built. All trains left the factory in 2003 and were assigned to the 3rd Battalion Vehicle Center (marshalling number: K 1-K7). The 800 train was put into use on May 1 in 2003, and completely replaced the 103 series and the 30 1 series in June, becoming the only train model in JR East Japan passing through the east-west line.
Because the previous generation of 209 series 1 0,000 trains were also designed for the direct Tokyo subway line (Chiyoda line), the design of 800 trains has many similarities with 209 series 1 0,000 trains. First of all, in order to adapt to the boundary of subway buildings, the 800 train adopts a narrow body (with a width of 2800mm), making it the only model in E23 1 series that adopts a narrow body. The design of the front structure of the locomotive also follows the version of 209 series 1000 sets. In terms of driving equipment, in addition to installing the signal system corresponding to Tokyo Metro (such as the infrared receiver installed on the connecting surface of No.4 car), emergency escape doors are installed in the cabs on both sides, and safety switches are installed in the cabs and other standard equipment of Tokyo Metro. In addition, due to the large number of passengers using the east-west line, 800 trains are equipped with external speakers to speed up the efficiency of passengers getting on and off, which is the first time that JR East Japan has installed the system (only reserved installation space for other trains in the same department). These are unique equipment for E23 1 Series 800 trains.
As for the signal system, because the signal system of the east-west line is connected with Dongye Expressway, theoretically Dongye Expressway can run 800 trains and run directly with the east-west line. However, because there is no agreement on direct operation of the three lines, there is still no record of 800 trains entering Dongye Expressway.
As the pantograph adopts the standard E23 1 series PS33B single-arm pantograph, 800 trains can run in the east section of the middle line west of Galway, where the tunnel is narrow. ミツK4 Group of Kawasaki Heavy Industries was also tested in Yanshan-Jiafu section in April 2003.
In terms of train formation, according to the agreement between JR East Japan and Tokyo Metro on the slow running of the central and general military lines and the connection between the east and west lines, the starting acceleration of the vehicles used by both sides is required to be 3.3 km/h/s h/s, so the 800 train, like the 500 train, has a higher proportion of moving trains (6M4T).
In terms of carriage equipment, it is basically the same as other commuter models. Different parts include directional screen display, car broadcast and inclined partition door. The front direction screen is fixed as "Metro through East-West Line" in all sections, while the in-vehicle display board only shows the line name "Metro through East-West Line" in JR section (including Nakano Station and Xichuanqiao Station). As for the display mode of the next station, like other commuter trains, there is no station number corresponding to the east-west line. In terms of car broadcasting, there are car broadcasts built in JR East Japan and Tokyo Metro, which are only used when driving on their own sections. However, the on-board broadcast content of the East-West Line 800 train is also different from the 05 series and 07 series versions. Inclined partition door is the first compartment partition door technology applied by JR East Japan, and has been applied to other E23 1 series cars ever since. The actual model of suburban vehicles is 1000, which is also the model with the largest number of vehicles and the widest service range in E23 1 series. Suburban models were put into production in 2000, and three batches of *** 1255 vehicles were manufactured when they were put into production in 2007.
The first trains were used to replace the aging 1 15 series vehicles in Hill Tram Area (now known as Hill Vehicle Center). The original train was put into use on Utsunomiya Line (Northeast Line) in June 2000, mainly serving ordinary and express trains. 200 1, and the service scope is extended to Gao Qi line. 65438+ February of the same year 1, after the opening of Shinjuku Line in southern Hunan, this series of trains also served as the main force, further expanding the service scope of suburban type to Tokaido Line (Tokyo-Numazu section of Tokaido Line) and Yokosuka Line. On June 65438+1October 65438+June 2004, the train series completely replaced the 1 15 train series.
The second batch of trains was put into operation in 2004 to replace the aging 1 13 series vehicles in Guo Fujin vehicle center. In July of the same year, it was temporarily put into service on Utsunomiya Line and Takasaki Line, and officially put into service on Xiangnan Shinjuku Line, Donghai Line, Yidong Line and Yudean Line from 10. After the timetable was revised on March 8, 2006, this series of trains completely replaced the 1 13 series of trains. At the same time, the work of adding green cars to the first batch of trains was carried out, and the replaced vehicles (original cars 4 and 5) were incorporated into the second batch of trains (cars 6 and 7, except K-0 1) to continue their service.
The third batch of trains was put into production in 2006, aiming at replacing the 2 1 1 series cars without green cars (belonging to Takasaki Vehicle Center) and unifying the train formation of Utsunomiya Line and Takasaki Line. These trains all adopt the technology of the second batch of vehicles, but the way of grouping is the way of mountain bike center. The last train left the factory in March 2007.