The paper gives the robust control law for railway vehicle active suspension designed by the μ approach. The computer control system simulated by using digital/analog hybrid system realizes the robust control law. The simulation results show that the μ approach can satisfy the performance of robustness required by the vehicle lateral active suspension.

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A newly developed vehicle dynamic simulator can generate the motion as it is programmed exactly. Using the vehicle dynamic simulator, train ride comfort is evaluated with precision on a laboratory test repeatedly. The vehicle dynamic simulator has fine performance in wide band. Through the various ways of evaluation, we are going to improve train ride comfort.

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Due to the advent of the aging society and the participation of handicapped person to social activities, improvement about transportation accessibility service (we call it "barrier-free" service) has been a major problem for railway vehicles. AC-Train (Advance Commuter Train) has been developed by JR East for achieve next generation commuter train, and various difficult structures which cannot be tried in usual operated vehicle are loaded in it. This paper deals with the design for accessible and usable equipment in AC-Train, such as the reduction of the floor height, elimination of door-rails, outside-hang doors, wheelchair ramps and wheelchair steps which achieves the accessibility for handicapped person.

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Concepts of dynamic simulator with audio-visual scenarios for railway comfort evaluation are described with profile of developed prototype simulator. Results of eye mark measurement experiments at a test-run Shinkansen and threshold experiments under audio-visual scenario at the simulator are examined. Visual scenarios for window seat passengers and rolling center setting at head position are proposed.

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Short train journeys, good ride comfort and good ability to work in a train are some of the main requirements for the potential train passenger. High speed, especially in curves, often means decreased ride comfort and ability to work. Before introducing a new tilting train, the Norwegian State Railways wanted to compare its performance in terms of estimated comfort, work ability and possible motion sickness with a non-tilting train. This study argues that a tilting train will offer almost as good ride comfort levels estimated by subjects, while maintaining higher speed in curves.

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Spread spectrum (SS) communication technology and code-division multiple access (CDMA) technology are applied to implement high-speed rail transmission between ground facilities and trains with improved noise resistance performance. This transmission system aims at a transmission rate of 2,000 bps on a track circuit 600m in length. The algorithm of SS has been verified through simulation. Programs have been installed in a Digital Signal Processor (DSP) and experiments have been conducted on a track circuit simulator and a parallel dual-line circuit to establish the foundation for building the SS communication system on a full-scale track. Application of this new transmission system to the SS track circuit has also been investigated based on the SS rail transmission.

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The configuration of an interlocking system that autonomously operating on a per-track-circuit basis is presented. The system consists of safety-related and non-safety related functional parts. The safety-related functional parts are accomplished by units assigned to specific track circuits and a communication network between the units. This system is characteristic in that the desired function can be achieved by connecting the communication lines between the units according to the track topology in the station premises. This paper shows the range of interlocking logic achievable by this system configuration and presents the applicability of the interlocking logic to conventional station tracks.

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One configuration of FS-Computer is composed of dual-CPU, dual-peripheral circuits and checking-circuits which supervise dual-CPU and peripheral circuits always running synchronously each other. We introduced the new idea of safety to implement such FS-CPU within a single chip LSI fail-safely, namely using PN-code to detect the failure of intemal circuits and so on. In this article, we address the concept of the safety of dual-CPU in a single chip and its verification.

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We present a new safety analysis method for railway signaling systems and introduce component fault occurrence probability vector, functional failure probability vector, correlation matrix between functional failures and component faults, mitigating matrix, and several other factors. By using these factors, we can estimate the risk of signaling systems, the effectiveness of safety measures, dangerous system failure probability and other related values. We also evaluate the effectiveness of these technologies by calculating the elements of mitigating matrix.

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There are a lot of curved subway stations in Seoul metropolitan area. These must be straightly constructed as many as possible. But some of stations are roundly designed and built in order to avoid pre-existed underground obstacle such as basement of high rise building, underground gas or water pipe line and subway stations from another line. As shown fig-1,one of the biggest problem occurring curved subway station is considered large gap between platform and vehicle when vehicle completely stop at the station. The gap potentially is in existence to subway passenger as very dangerous factors in rush hours. If passenger accidentally drop their food or leg between this gap when they get on the train and train leaves station, the passenger will be seriously injured by vehicle. In this paper, various design and instruments are introduced and best solution for this matter will be presented. In order to eliminate any possibility of accident happened gap between platform and vehicle, KRRI(Korea Railroad Research Institute) have been developed new safety instrument. These technologies were applied for patent by KRRI. These mechanisms will provide confidence as well as safety to Korean subway passenger.

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In the present study, the following fracture mechanics characterization tests were carried out in accordance with various locations on the wheelset for high-speed train : fracture toughness depending on load rate, fatigue crack growth rate and fatigue thresholds. The results show that the fatigue crack growth rates in accordance to the locations on wheelset were not remarkably different, and the fatigue threshold in the region of the bolt-hole is lower than that in other regions. The fracture toughness depending on load rate data shows that once the downward curve from quasi-static values was reached, subsequent values showed a slow increase with respect to the impact velocity. This means that dynamic fracture toughness should be considered in the design code of the wheelset material.

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This paper describes the methodology for safety assessment related to the risk of train overturning in strong cross-winds. Specifically it describes the process applied on the high-speed line "Botniabanan", being built for a maximum speed of 250 km/h in the north-east coastal region of Sweden. The process starts with a systematic identification of locations along the line having a potential high risk of overturning due to cross-winds. This is followed by followed by a cross-disciplinary study. The first step is to estimate probabilities of wind velocity and wind directions. The next step is aerodynamic computation of overturning forces and moments acting on relevant types of trains. Further, the critical overturning wind velocity is determined by multi-body simulation technique. Finally a risk assessment of overturning accident frequency is calculated. The calculated risk is compared with generally accepted risks levels in modern train operations.

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This paper describes the method to simulate and estimate futural train operation under the given constraint conditions and the method to evaluate train rescheduling plan from the viewpoint of passengers. And this paper also shows its automation algorithm for computers and evaluation result of real railway line's rescheduling plan with implemented program.

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This paper describes the risks of hit between trains and passengers at platforms and presents the results of a case study conducted about the risks. Chapter 2 defines the terms used, Chapter 3 explains the concepts of the risk discussed, and Chapter 4 and show the method and results of the case study conducted for the risk analysis.

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This is a breast-high barrier unit which is installed at the rail side edge of the platform. Since the unit is light-weight, large-scale platform reinforcement works are not required for installation to existing stations. High reliability is required to this equipment not to disturb train operations. For door driving, therefore, we adopted a simple high-reliability mechanism using ball screws. For passenger safety, we realized detection of gentle door hit and passenger's getting caught in the door pocket by means of the AC servo motor which drives the ball screw.

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This paper is intended to investigate perception of intercity railway passengers. Those who traveled between distant cities have various attitudes to transportation service and they can be grouped into some market segments under same tendencies such as lifestyle, benefit, social and economic characteristics. We are here concerned with competitive market of inter-city transportation mode of airline and railway. We conducted passenger survey to ask how people perceived service. Several segments were extracted after we summarized the data and analyzed them by using factor analysis and cluster analysis. Relationships between segments characteristics and modal choice were also investigated.

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Currently various cards are issued and widely used in our daily life. Most cards are magnetic cards, but these cards are being replaced by IC card, which has the merits, such as "larger memory capacity", "high security", and "high speed transaction". Sony has developed contactless IC card technology "FeliCa"; it is recently used in many fields, such as an electronic transportation ticket and an electronic money. This document explains FeliCa technology and new approach.

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Suica is our contact-less IC card's nickname : Super Urban Intelligent Card. There are two types of IC Card : One for Suica IO (SF) Card and the other for Suica Commuter Pass, which has a function of stored fare card and Commuter Pass, which has a function of stored fare card and commuter pass. There are 6.54million Suica holders (about 3.3million Suica Season Pass holders and 3.21million Suica IO Card holders) as of 16m June 2003.

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This paper proposes an effective way to improve readhesion control of traction drives. To do this, multirate sampling observers are introduced to all axles in order to estimate precise speed and load torque at every sampling instant. The slip-slide is detected by using the amount of the load torque correction estimated from the multirate sampling observer, which is insensitive to the effect of slope. The performance of the proposed control scheme is verified by comparing with the conventional method.

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INRETS has been involved with linear motor design for 25 years now. This paper presents the history of the scientific and technical development of the specific linear induction motor "LIM" based on U shape reaction rail, originally designed for high speed guided vehicles. The methodology of design is based on an original way involving experimental test on reduced scale machine highly linked to analytic modeling in order to success with accuracy the design of high power-high speed linear motor.

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The brake system of series 681 EMUs is and electric instruction formula air brake system combined with regeneration brakes. With this system, the regenerative brake power is affected by changes in load. For example, during wheel-slide control at the time of a light load section or in rainy weather, because the regenerative brake power is affected by reduction in regeneration capability accompanied by rise in line voltage, and because the wheel-slide is controlled by a VVVF inverter, fixed regenerative brake power cannot necessarily be demonstrated. With the experiments described herein, the brake cylinder pressure was successfully increased by approximately 100kPa by improving the dummy signal as a means of controlling the wheel side through the regeneration brakes. Therefore, as with light load regeneration, the mean deceleration under wet conditions improved approximately 10%, achieving 4.2km/h/s.

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This paper describes the development of cooling method of power converter for Shinkansen high-speed train. In the past, switching device of power converter for Shinkansen is cooled by blow caused by the blower. However, the blower has made difficult to lighten a power converter. Therefore, we have studied the cooling method without the blower, by using the train draft. We made an imitation of the train-draft-cooling power converter, and tested in the field at series 700 Shinkansen train. The results proved that this cooling method has possibility to realize.

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Thanks to the progress in power electronics and advanced control technologies, the traction motor for the electric railway vehicles has changed from the DC motor to the induction motor. This has brought about a compact size, light weight and maintenance-free configuration, and there has been a growing need for further advance in this direction. Then, we developed the main circuit system using the Permanent magnet assisted Reluctance Motor, and have conducted a running test on the series E231 train-set. As the result, the PRM was suitable for a traction motor for railway vehicles.

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This paper describes on the experimentations to the adaptive use of EDLC. The first experimentation, we produced HEV battery (Pb/H_2SO_4/Pb_<o2>) and EDLC on board. The second experimentation, we produced LRV EDLC only on board. The running test systems are composed of the Bogie on the Railroad track, and the module EDLC BANK with electrical transmission circuits. This transmission has bilateral action.

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This paper presents two power quality issues in electrified railway, voltage unbalance and harmonics. For a useful method to estimate voltage unbalance, power simulation procedure is added to the conventional formula. The proposed method can be practically used and easily applied to evaluation of voltage unbalance indices. For a new model to analyse harmonics in 2×25kV traction power supply system including inverted feeder, contact line, rails and auto-transformer, the system model based on eight-port representation is derived which is an extension of two-port network theory. In order to verify the proposed approach, we have analysed and tested real traction power feeding system focused on the amplification of harmonic current. The calculation results from the proposed approach and the measurement data from the test are widely discussed in the paper.

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Energy storage media have been remarkably developed in recent years to constitute an energy storage system. Electric double-layer capacitors can be rapidly charged and discharged and offer a long life time, high efficiency and maintenance free/low pollution features. Charge and discharge tests of a prototype energy storage system at DC 400V were carried out and found that it provides a stable power supply system for DC electric railways. On the other hand, a hybrid system to apply different energy storage media in parallel according to the load pattern may be effective. We carried out fundamental tests about different energy storage media and a hybrid system at DC 75V.

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Recently, regenerative brakes are implemented in trains at DC fed electric railways in Japan. Regenerative braking system converts kinetic energy to electrical energy. And other powering trains at the identical feeding circuit must consume the electrical energy. Therefore, when the electrical loads are not sufficient at feeding circuit, braking trains must squeeze regenerative power. The problem is that such braking trains often squeeze regenerative power excessively, that results in low energy efficiency of the regenerative system in average. Authors have tried to calculate the maximal regenerative action in an ideal case, in which the full usage of the regenerative brake in guaranteed by and ideal data communication system named PDIS (Power Distribution Instruction System). And, authors furthermore realistic squeezing controls of regenerative brakes in future based on the results in the ideal case.

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This report describes the measuring system applying the direct linear transformation (DLT) method as one of the principal methods for three dimensional image analysis to measure the location of the contact line with running. Two cameras are provided on the roof of the train taking pictures continuously by which the distance between the train and the cable can be obtained after compared both picture. Pictures are superposed by the location data to identify the measuring point for easy reference.

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The lift characteristics of two kinds of pantographs were measured with wind tunnel equipment paying attention to the compliance characteristic of a pantograph to improve quality of current collection. We discover the pantograph with metalized carbon sliders (WPS27D) have 25N lift smaller at 130km/h than the one with metal sliders (WPS27C). So, we changed the static upward force of WPS27Ds, performed the quality of current collection examination, and the good result was obtained. This Paper reports the importance of understanding the dynamic characteristic of the pantograph.

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The overhead catenary vibration testing system, which could simulate the condition of overhead catenary on the real track and reproduce the oscillatory wave form was developed and introduced in order to verify durability of contact wire and metal fitting for fatigue and looseness caused by the vibration. By using this system, the vibration durability can be surely and efficiently verified, before the field trial is carried out.

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The lateral vibration of high-speed trains in tunnel by aerodynamic force has recently become a subject of discussion concerning riding comfort. We developed a wind tunnel experiment to estimate aerodynamic force acting on trains in tunnel and explored the optimal aerodynamic shape of the train. The result showed that effective countermeasures to decrease the aerodynamic force are a long wedge-shaped nose, rounding the lower section of the car and installing fins under the train.

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As a train runs at higher speed, aerodynamic drag becomes larger, which should be reduced from the viewpoint of saving energy. Previous researches show that it is the most effective to smooth the under-floor construction for this purpose. However, most researches in the past have not approved the precision of estimation on the reduction of aerodynamic drag of trains. In this paper, we estimate the reduced quantity of aerodynamic drag by using the Maibara Wind Tunnel designed for railways, compare it with that obtained from on-track tests and verify the precision of the estimation. Then, we clarify the effect of bogies and each part of vehicle body on the aerodynamic drag by improving the under-floor construction.

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A new method for improving riding comfort by reducing vertical flexural vibrations in railway car bodies is studied in this paper. Piezoelectric elements are attached on the car body in order to convert vibration energy to electrical energy, which can be dissipated in a shunt circuit. Simulations, where the car body is modelled as an elastically supported simple beam, indicate that the method yields significant vibration suppression with only a small amount of added weight. The simulations are supplemented by experiments on a 1 : 5 scale model of a Shinkansen 100 series vehicle.

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The prime condition for the virtual design of mechatronic railway vehicles is a software environment comprising the different computational engineering tools being interconnected by efficient interfaces. The paper presents such an environment with a multibody system software in its centre and a couple of interfaces to other engineering software tools around. Especially in view of mechatronics, the different types of coupling to control engineering software are of interest. The simulation of railway vehicles calls for a specific module describing, besides others, the highly nonlinear contact between wheel and rail. The state-of-the-art of such a simulation tool chain is illustrated for the complex analysis and design issue of a 'Mechatronic Train'.

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We are developing the Advanced Commuter Train ("AC Train") with the aim of achieving concepts for the commuter and suburban trains of the 21st century. As we proceeded with the development of various systems and components, we built a prototype with the objective of comprehensively evaluating and investigating these system changes. In this paper, we introduce the concept and the actual state of these system changed equipments.

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AC Train is the first JR East commuter train to adopt the articulated structure. Two types bolster-less articulated trucks (two air springs type and four air springs type) were developed for AC Train. The results of a running test shows that good running safety is obtained in both articulated trucks. Furthermore, it was confirmed that the four air springs type can improve the wheel unloading on running a transition curve. Therefore, it is considered that this is effective for improvement of the safety to the wheelclimb derailment.

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In the present paper, the study of the press fitting of railway wheels is studied with the aim to define the mechanical and physical parameters to be adopted in order to reduce as much as possible the damaging of both wheel and axle during repeated press fitting and wheel removals. The study has been performed in a theoretical way, through a new multi-objective optimisation method based on finite element analyses. The FEM model has been validated. Referring to an actual case, the parameters that influence the press fitting process have been determined. The parameters influence was related not only to the mechanical stresses into the structures of the wheel and the axle respectively, but also to the robustness of the design (sensitivity to the machining tolerances and to friction coefficient at the press fit surfaces). Some optimal solutions have been determined and compared (in terms of performances) with an actual production one.

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The dynamic model of type C64a freight car is set up and the track random inputs are taken into consideration. The random loads acted on the wheelset are obtained through numerical simulation. The finite element model of the wheelset is established and the stress-strain situations of the wheelset under the random loads are calculated. Then the fatigue life of the axle is predicted by using the fatigue reliability method.

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The JR-Maglev system is an innovative transportation means in which trains can be levitated and operated at a speed up to 550 km/h. Running tests of the JR-Maglev have been conducted for five years for the purpose of evaluating its practicability. In March 2000 the Technical Evaluation Committee of the former Ministry of Transport (MOT) approved that the JR-Maglev had reached the level of practical use in technical aspect. Now, further developments for cost reduction and improvement in aerodynamic characteristics are being carried out. New-type vehicles were introduced to the Yamanashi Maglev Test Line in Summer 2002. In addition, running tests of these vehicles were put in practice at speeds up to 550km/h, and the expected performance of the vehicles was confirmed. New-type sidewalls, new-type ground coils, and high efficient converters were introduced in Autumn 2002,and the expected performance of each was confirmed. This paper deals with the progress in the development of the JR-Maglev system.

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The Transrapid development, funded by the Federal Ministry for Education and Research up to the certification as a public transport system in 2000 and since that time funded by the Ministry of Transport, Building and Housing, is an illustrative example of a successful large-scale technical development project. Close cooperation between the government, railway agency and German Railway as the potential user of the system, industry and science, sharing different tasks in the project phases, made it possible to develop a rail system with totally new technology and to prove its positive characteristics. In spring of 2002,the German Federal Ministry for Transport, Building and Housing finished an investigation into the regional use for the maglev technology in Germany for the connection between airports and city centres and conurbations. The German maglev technology-originally designed for long distance transport-will now be adjusted via a further development program to meet the specific needs of regional transport. The operation and the maintenance of the Transrapid test track in Emsland (TVE) will support the implementation of the new types of guideway construction and optimized components for vehicle, propulsion and control technology. The implementation of two Maglev lines in Bavaria and North-Rhine Westphalia is expected by the beginning of 2005. In the course of international technology cooperation, a contract with FRA was signed in 2001,setting the stage for the joint development safety, licensing and environmental norms for a maglev system. In May 2001 a Memorandum of Understanding was signed with the People's Republic of China. The German government has guaranteed its support for the technology transfer in the area of high speed travel to china which resulted in the successful VIP-run on 31st of December 2002.

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The East Hillside Line in Nagoya (also referred to as Tobu Kyuryo Line) is the first commercial application of the magnetic levitation system for HSST in Japan, currently under construction for the grand opening of the World Exposition, "Aichi Expo 2005" scheduled for March 2005. This report summarizes the system description of the HSST system and its latest status including design concept of prototype vehicles for Tobu Kyuryo Line.

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Swissmetro is a high-speed (500km/h) MAGLEV project, which uniquely distinguishes itself from the other existing systems such as the German Transrapid, the Japanese MLX and the Japanese HSST, by its underground infrastructure of stations and tunnels under partial vacuum (8000 to 10000Pa). The Swissmetro technologies, within a national and international network of industrial and academic partners, have shown the technical feasibility of the concept. The Swissmetro project is a public transportation system between the main cities of Switzerland, designed for a speed up to 500[km/h] in two tubes (tunnels) under partial vacuum. Each 6[min], a vehicle, carrying 200 passengers, would travel without contact to the infrastructure through an application of linear motor technology, magnetic levitation and guidance. Low energy consumption is obtained, due to the reduced air resistance. This paper presents a synthesis of the latest developments in the major concerned fields.

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For the Yamanashi Maglev test line, we have manufactured new vehicles, which aim at improving several characteristics based on the test results of existing train-sets. Since July 2002,we have obtained data from the test running of the two new vehicles, a Kofu-side leading car 'Mc5' and a long-size intermediate car 'M4'. Mc5 is a special test leading car to reduce micro pressure wave, and M4 is a proto-type commercial car to improve quality of comfort. This paper describes the contents of technical development to investigate aerodynamic characteristics, improve ride comfort, and reduce internal noise, for comparison with existing vehicles.

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To make the superconducting magnetically levitated transport (Maglev) system more attractive, it is important to enhance the ride comfort by controlling vibrations. We have reduced Maglev vibrations by controlling the secondary suspension between the car body and bogie. However, by only controlling secondary suspension, it is difficult to reduce vibrations for the relatively high characteristic vibration frequencies of primary suspension. Recently, we have directed our attention to primary suspension control using power collection coils of the distributed-type linear generator system, which we are testing as an on-board power source. Because this vibration control can apply damping directly to primary suspension, we consider it to be optimal for vibration reduction for high frequencies. Using a Maglev train model focusing on vertical motions, we describe the effectiveness of reducing vibrations using damping force control of the linear generator system for primary suspension and linear quadratic (LQ) control in the actuators for secondary suspension.

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Based on a single magnet suspension system applied to a low-speed maglev vehicle in China, the suspension stiffness and damping characteristics are investigated. Theoretic analyses show that suspension stiffness and damping are directly proportional to the feedback gains of airgap and airgap velocity respectively. Then, considering a real two-level cascade control system, a dynamic model of the single magnet-guideway-controller coupling system is established. Simulation results of take-off dynamic response indicate that the system resonance will be easily excited if any two of the frequency of secondary suspension, the eigenfrequency of guideway and the frequency of electromagnetic suspension are too close.

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The aim of the paper is to present the vertical and horizontal stress results obtained during the tests carried out with the new Talgo350,at a maximum speed of 360 km/h. The practical results obtained have been compared with the forces measured for the first generation high speed trinsets at 300 km/k.

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Wheels of the railway vehicle play the important role for driving train through wheel-rail interaction. Especially wheel profile is one of the most important design factors to rule the running stability and safety of train. Accordingly maintenance of wheel like wheel profile control is also very important for securing safety and stability of train operation. This study presents the wheel wear measurement results of Saemaeul running on the conventional line. The train set included three different cars which have different shape of wheel profile including KNR profile currently used in Saemaeul. Train set was operated on Seoul-Pusan line with fixed train set formation for commercial service. Wheel wear measurements were performed periodically. We can find the influence of wheel profile on the wheel wear of the train running on the conventional line through the measurement results.

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Effects of unsprung-mass of vehicle wheel load variation and ground vibration become more important as train speed increases especially for high speed railway. Those have been examined through high speed running test with an experimental train. Rail roughness and wheel rotation-vibration were identified as the major factors of wheel load variation. Then the new testing equipment is introduced to study on wheel/rail dynamic problem in more detail.

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Controlling the friction between wheel and rail is direct and very effective measures to improve the curving performances of railway trucks, because the curving performances depend much on friction characteristics. Authors have proposed a method, "friction control" [1], which utilizes friction modifier ((KELTRACK)^<TM>HPF [2]) with onboard spraying system. With the method, not only friction coefficient, but also friction characteristics are able to be controlled as expected. In this paper, results of fundamental experiments are reported which play an important role to realize the new method.

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