NEL. It uses pantograph (which reduces friction and increases
speed), and has a Alstom ONIX IGBT-VVVF, which means like
other VVVF systems (GTO-VVVF and IGBT-VVVF), it can easily beat
anything using a GTO thyristor.
Perhaps the most interesting thing VVVF inverters has brought
about is the wonderful noises it can make as compared to a
thyristor system (compare a C751B sound with C151 sound, there is
something like a howl in the C751B), especially if its a Siemens
GTO-VVVF, whereby a piano sound is made.
You are well versed in electronics regarding trains. Good point
there.
Another thing learnt from my lecturer who dealt with SMRT trains
is that the GTO (Gate-Turn Off Thyristor) controls take more time
than the IGBT (Insulated-Gate Bi-Polar Transistors) controllers to
control voltage and current to the motors. Whereas the fastest
speed wise is not really in control, the acceleration for VVVF
(Variable Voltage Variable Frequency) systems, and of course
IGBT-VVVF, are the best.
In Japanese Shinakansen (Bullet train), the first generation
uses the GTO system, the JNR 0 series, managing only a modest
1.0km/hr/sec acceleration. Now, with IGBT-VVVF controllers, the
newer series (JR Kyushu Series 800) can hit 3.0km/hr/sec
acceleration. That is 0-60km/h in 20 seconds flat with constant
acceleration!
GTO came about quite some years back, originally as a voltage
control system in motive powers. IGBT systems came about in the 90s
if I am not wrong, and generally come into use on trains when their
size came down due to technological advancements. Thanks to IGBT
systems, its much faster in terms of voltage and current control
nowadays.
What I have here is only what I got information from lecturer
and Japanese system books. Feel free to share if you have to add
on. :D
