With the widely application of high speed train, the component and parts of the train must be faced with more badly environment. As one of the most important part bearing the weight of the train, the safety and reliability of axle box get more and more attention. The first rule of vehicle operating is safety. Any performance parameters are of no significance without safety. The Anti-derailment axle box is to ensure the safety after a train derailment[1]. In this paper, multi-body dynamics software SIMPACK is employed to simulate train operating at the speed of 50km/h, 100km/h, and 150km/h separately under the 7.0-manitude and 8.0-magnitude earthquake condition respectively. From the simulation result , all of the loads that we need can be gotten, such as the cross force of axle box rotary arm node localization, the cross force and longitudinal force of derailment protection device, the primary suspension lateral force, the force of single-stage damper bracket. According to the loads above, derailment condition can be simulated [2]. In order to guarantee enough service life, fatigue strength analysis of axle box is analyzed [3]. Also, in order to avoid resonance, modal calculation is indispensable. The final analysis results show that the axle box has enough strength in derailment condition and satisfies the life demands.

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In this study, K-AGT(Korea Automated Guide-way Transit) is a general purpose standards safety requirements of IEC 62267 based System Engineering Process (SEP) was used. Functional analysis and physical architecting for each requirements through the vehicle was classified into sub-systems, design was analyzed in terms of SE. The analysis of the proposed system engineering process, unattended train operation (UTO), driverless train operation(DTO) design of the safety measures to be used as the basis is studied. And all new routes or routes to reconfigure the system from the design step by applying the safety factor suggests that the safety measures that can provide excellent system.

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In order to reduce the crosswind sensitivity of trains, we developed an optimization method for roof shapes with the aim of reducing the side force acting on the vehicle on various wayside structures. Our method consists of an evolutionary algorithm and a flow simulation. First, initial shapes are given randomly. Then the flow fields around the train on the each wayside structure are calculated and the aerodynamic force of the vehicle is evaluated. Next, new possible designing variables are set by the evolutionary algorithm, before returning the flow simulation stage. The process is repeated for a given number of generations. Cross-sectional shapes of the roof are designed by two parameters, radii of curvature of the roof and the shoulder sections. The side force is employed as an objective function. At the flow simulation stage, unsteady three-dimensional incompressible flow simulations around a train on each wayside structure are conducted, employing the Navier-Stokes equation as a governing equation. A 10th generation evolutionary calculation with eight individuals was conducted for a train without wayside structures on a trial basis, and we obtained the following results. The side force decreases as the radius of the curvature of the shoulder section increases. In the case of the minimum side force, the flow separation around the shoulder section is suppressed, and it results in weakening the vortex and reducing the pressure drop behind the train.

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This paper describes the vehicle design and its design approach for the Purple Line project in Bangkok, Thailand. J-TREC has designed and constructed a new vehicle based on its product line Sustina which is characterized by high reliability and availability, environment-friendly features and low life cycle cost. For the Purple Line project special attention has been paid to meet international standards that are employed worldwide and the resulting product is a high quality train in which both the superior elements of Japanese design and global design standards are blended together in a perfect manner.

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Kinkisharyo, Mitsubishi Heavy Industry and Toyo Denki Seizo developed a 18.6m class, low-floor tram, the 1000 series. Toyo Denki Seizo developed and supplied the essential electrical equipment. The propulsion system is an axial wheel system. APS system is a high frequency type link. Total Train Control System conforms to IEC 61375 part 3-4. The 1000 series started initial operation in 2013. Now, Hiroshima Electric railway has a plan to increase capacity with additional vehicles.

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To simulate the dynamic responses of the EMU structure by using the commercial finite element method is a hard work because of huge computation cost and low efficiency, especially when the mesh of vehicle body is refined or the solid element is adopted. To solve this problem, the dynamic multi sub-model method is proposed in this work to analyze the dynamic responses of the local structure of EMU. By using the proposed method, the fluid loads in typical conditions is transferred from global structure to local structure step by step and the dynamic responses of local structure are simulated. Numerical simulation results indicate that by using the solid element and adopting the boundary conditions from global analysis compared with the shell element, many detail features of the local structure, such as fillets, welds, bolts and etc., can be revealed properly. Therefore, the stress distribution of local structure under dynamic load can be revealed. The results accuracy based on Saint-Venant principle from different elements and different levels is validated. This work is a foundation to perform the optimization of the vehicle body or to evaluate the fatigue life of local structure at high speed.

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This paper describes the technologies for improvement in safety and comfort of the E235 Series prototype, which is intended to introduce to Tokyo metropolitan area by JR-East as a next-generation commuter train. For safety improvement, installation of roll bars as a side collision resistant structure, an offset collision resistant structure, and the structure offering improvement for the critical wind speed of overturn have been adopted and also installation of INTEROS, a new train information management system. have been conducted. For comfort improvement, installation of free space to all the vehicles, clarification of free space and priority seats, and provision of enhancement of information providing service by digitization of intra-train advertisement.

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The reasons of manufacturing the sustina-Hybrid vehicles are originated from the Kyoto Protocol. In the present situations where global warming is ongoing, there is rising consciousness for environmental protection on a global basis, and therefore there are increasing countries and regions which aim to save energy, reduce CO_2 emissions and achieve a low carbon society. According to such background, we built the vehicles of two series; i.e., an accumulator-type vehicle with a combination of main circuit batteries and pantographs, and a vehicle with a combination of main circuit batteries and engine and a generator. Further, each of the system configurations was realized due to the development of main circuit batteries (lithium-ion secondary batteries) and the development of control management. Also as a result of the progress of power electronics and control technology in the field of inverters, these sustina-Hybrid vehicles were completed. Described herein are the features of the sustina-Hybrid vehicles.

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This paper focuses on electric train deceleration under wet or snowy railway track conditions. In this condition, there is a risk that the driving wheels becoming locked, which causes damage to the wheel tread, i.e., a "wheel flat." This paper proposes an anti-lock driving wheel control system for electric train sets that employs a regenerative brake feedback signal generated by a propulsion inverter. The purpose of this research is to prevent driving wheel flats. The proposed method manipulates the RB signal only in situations where the driving wheel is likely to be locked, as determined according to the driving wheel speed and the acceleration. This method is expected to prevent driving wheel flats even if anti-skid valves are not equipped. In the present research, we investigate the usability of the proposed method using numerical simulations. This paper conducts to address the situation where a high deceleration reference is required under low adhesion-coefficient conditions. The simulation results without the conventional anti-skid control indicate that wheel flats are generated in the motor coach. In contrast, the proposed method is able to prevent wheel flats even if the anti-skid valves are not equipped. The proposed method is also able to apply to the motor coach which equips the anti-skid valves. The simulation results indicate that anti-skid control multiplexes to prevent wheel flats.

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There will be a strong arcing when the train passes through the insulation joint between the rails. The arc can burn the rails and insulation joint,which may cause serious consequences such as bad shunting of track circuit. We do some experiments on the experimental devices in our lab, and study on how the traction current, the speed of the train and how the current conducts from the train to the rail affect the arc. And we study on if the arc will be suppressed after the rails are connected by the air core reactor. Therefore, we come up with two methods of suppressing the arc in theory.

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Rail expansion joint applied to the IIA's demonstration line has similar feature to the shape that is rail expansion joint of the Japan's LINIMO, It can secure running-stability of train as the formation of opposite surface of continuous gap sensor, and ensure track structure stability about displacement by expansion contraction of bridge. However, the rail expansion joint has limitations to slim structure through the continuous of superstructure because the maximum displacement is limited to 80mm. Therefore, this study propose a shape of rail expansion joint which can secure the stability when expansion or contraction at bridge deck ends and rail ends occurred more than 80mm, and the structural stability was verified through the finite-element method analysis.

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Based on R&D requirements for impact safety, and combining with impact characteristics of railway vehicles and regulations for impact safety, technical indexes of the impact test bench for railway vehicle are developed. By learning from the proven drive mode of automobile impact test bench, this system has solved technical difficulties, such as traction and braking, design of rigid wall and load cell wall, safety protections and etc. Thus a technical proposal for indoor test bench which currently has the most powerful impact capacity of single-car has been developed. The establishment of this test bench will provide an impact test bench for complete vehicle, which will be used for technical research for impact safety of railway vehicles in China.

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In recent years, especially in the past ten years, with the development of high-speed railway of China, the transport efficiency has been greatly developed, and the traffic situation in China has been improved dramatically. Meanwhile, with the short-term centralized development of Chinese Train Control System (CTCS), the fault diagnosis and maintenance of CTCS will be a serious challenge in the following years. According to statistics, the mechanical failure is accounted for over 50% of the total failure, and most of them are axle failure. Axle failure may cause casualties and economic losses, and threaten the safety of high speed railway. Theoretically, axle temperature monitoring is an effective method to prevent the train accident caused by emergence of the hot axle or cut axle. Therefore, analyzing the temperature data, mastering the changing rule of axle temperature and work status of axle are of important significance. In practice, the absolute temperature of axle is usually used as a unique factor to judge the axle fault. However, due to failure to take account of the influence of dynamic factors, such as high speed, long operating distance, and environmental fluctuations, the results of fault diagnosis are poor. The feature of axle temperature is obtained through the trends curves of axle temperature and other parameter.

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The wheel is the key equipment of the high-speed train, the reliability and safety of which ensure the development of high-speed train. It was recently found that severe defects in a high-speed wheels of main railway lines in China after increasing the train speed which were detected by the ultrasonic detection equipment (referred to LU). The fail of wheels represent one of main risk for locomotive. The aim of the present paper is to investigate the rules of defect production and degradation in a high-speed wheels. First, the defect records of a high-speed wheel in a high-speed railway tested by LU were statistics which included the equivalent defect, the mileage and the maintenance time of the wheel. Second, a prediction model was established to estimate the first failure time when the defect was found for the first time based on the records in the first step. By this model, we can draw the distribution of the time. Third, another model was built up to investigate the failure time which were affected by the first failure time and the maintenance time, by which we can draw the distribution of the failure time. So the rule of defect production was drawn. Further, the rule of the defect degradation was study based on the defect degradation records, which instructed the equivalent defect increasing with the mileage increasing. According to the rules of defect production and degradation in a high-speed wheels, we can predict the risk of the wheel and support the basis on updating the repair strategy.

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When increasing Shinkansen operating speed, it is necessary to determine the maximum possible speed that does not compromise operational safety. So running test was put implemented north of Morioka to test their effect. A measuring instrument was loaded on the head part of a testing car. On the ground, we measured track irregularity and stress. Measured items included rails, the rail fastening systems, and slabs. We analyzed and evaluated effect on tracks. As a result of in this test, two points were found to exceed the accepted values of follows. (Testing speeds were from 260km/h to 320km/h.) The wheel load, lateral force and derailment quotient fell determined standard value, and it was confirmed that there are no problems. Several sites existed with larger measurement values. Measures were taken before increasing speed.

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Based on the analysis of existing calculation method for line carrying capacity of urban rail transit, this paper proposes a new calculation model for line carrying capacity of urban rail transit with references to the calculation method of train tracking interval on railways. The train tracking interval under fixed block system is calculated by virtualizing the train dwelling at a station into the process of train's uninterrupted operation in a long block section, and the train interval under moving block system is calculated by the method of theoretical analysis. On this basis, this paper adds buffer time into train interval and studied the method of setting up reasonable buffer time under certain confidence level. Finally verify the feasibility of the calculation model combined with a case. Compared with the existing calculation method, the new model avoids the complex work to calculate section tracking interval and station interval respectively under fixed block system and is more convenient. And meanwhile, the concept of buffer time is introduced which has a positive role for the relief of the influence on the following trains caused by a delay during the operation of preceding trains.

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Efficient storage and access of the 3D building information modeling data are the key technical issues of digital management for construction engineering projects in their whole life cycle. In this paper, the building model data are clearly divided into several groups according to the different level of relationship and different purposes. Various groups of data storage structure which satisfy the IFC (Industry Foundation Classes) standards are established based on two-dimensional relational database and XML file, and based on which the corresponding data access mechanism is designed. Analysis results show that the proposed mechanism is of 6 times access efficiency, flexible and strong serviceability, due to the storage mechanism is clear.

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The MIHARA (Multipurpose Integrated Highly-Advanced Railway Applications) Test Center (MTC), which has a loop track of 3.2 km, was opened in Mihara City, Hiroshima on October 2nd, 2014. The purpose of this facility is to increase product competitiveness of exporting transportation systems that are adaptation to world standards, demonstrations of Japanese railway technologies, and training of oversea engineers. In addition, the facility is available for use by other companies, government and public organizations. The MIHARA Test Center has 3 types of test track for railway, AGT (Automated Guideway Transit), and HSST (High Speed Surface Transport). The railway track has 3 types of gauge (1435mm of standard type, 1067mm of narrow type for domestic system, 1000mm of meter type (future)). The railway track consists of a long strait section, small curve sections and large curve sections, an elevated section, and slop sections in the track. The test vehicle can operate at over 100km/h on the test track. Various tests can be performed, such as noise and vibration tests on straight / curve section, signaling and communication tests, electric power supply tests. This paper introduces a concept and equipment of MIHARA Test Center.

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This paper describes the importance of providing information about railway of East Japan Railway (JR East). JR East has conducted the customer satisfaction survey continuously in order to know trends in passenger's evaluation of JR East. In order to be loved by passengers and local communities, JR East Group is aiming "to attain the highest customer satisfaction unequaled in the railway industry". It is necessary to improve services train crews provide like enriching "Information provided at irregular circumstances" to increase customer satisfaction. Recently, changes of the circumstances around JR East Group are remarkable, so JR East should cope with these changes flexibly and every train crew should think for themselves and then do what they can do so that every passenger can use railway with ease. This paper describes the efforts of the Tsuchiura Transportation Depot at the Mito Branch Office which is in charge of the Tokyo metropolitan area on the Joban Line. Firstly, the effort to improve train crew's skill to communicate with foreign passengers that have been increasing rapidly in recent years so that they can use railway with ease is described. Often used English words and phrases in communicating with foreign passengers using railway are posted up. Next, some of advantages and problems of the Ueno-Tokyo Line opened at March 2015, usefulness of a tablet computer each train crew carries and JR East App released at March 2014 are described. Lastly, the outline of the new seating service at the Joban Express and the meeting with the Maebashi district at the Takasaki Branch Office before the start of the new service are described.

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In the event of continued train operation being impossible as the result of a breakdown, it will be essential to dispatch a relief train to recover the broken down train. Operation of relief train carries with the risk of collision in the process of connection with broken down train. The present study looks at the suitability of risk management procedures and associated problems in the light of case studies of relief train operation, and of national legal standards and railroad company regulations. It looks at appropriate methods of risk management and the problems that can arise. Based on the study a method is proposed of operating the relief train which is consistent with appropriate risk management. The proposed method will improve the safety of relief train operation, It is hoped that the results of the study will be reflected in relevant laws and operating company regulations, and so contribute to enhancing the overall level of railroad safety.

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Application of energy-efficient train operation has been regarded as an effective way to reduce the energy consumption which benefits the cost of operation companies and emission to environment. Most conventional approaches only focused on optimizing the driving strategy for single train, which neglects the influence of timetable on the energy consumption and reuse of the regenerative energy among trains. Based on the optimal train control model, a timetable optimization approach is proposed to achieve the energy-efficient operation for multi-trains in two-track urban rail transit systems, together with a cooperative train control approach for efficient utilization of the regenerative energy by properly adjusting the train departure times. The proposed approaches in this paper extend the optimal train control method, which realizes the combination of the high-level transportation management and the low-level accurate train operation control. With the satisfaction of the passenger transport demand, the presented solution can provide decisions to the operators and drivers for energy-efficient train operations. A case study based on the data of Beijing Yizhuang urban rail transit line is presented and then the simulation result illustrates that the proposed approach can averagely achieve 9.4% energy reduction for one day than the approach only optimizing the single train operation. In addition, the computation time of the analytical algorithm is within 3 seconds, which satisfies the application of real-time train control system.

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Condition monitoring of railway tracks are essential in ensuring the safety of railways. Preventive maintenance repairing before an accident occurs is an important challenge. Current inspection method of tracks is by track maintenance staff and by track inspection car. These method can be highly accurate inspection, but it is limited to use in local lines. Therefore the condition monitoring techniques that can be adopted in the local railway is required. In the context, a condition monitoring system of railway track using in-service vehicle has been developed. In-service vehicles equipped with sensors and GPS systems can act as probes to detect and analyze real-time vehicle vibration. Such trains are known as "probe vehicles". Recently, a compact size on-board sensing device has been developed. This paper describes the track condition monitoring system using the compact size on-board sensing device and the diagnosis software. It is known that a car-body acceleration is effective for making rough estimate of track condition. This diagnosis software uses RMS of car-body acceleration as evaluation index for basic analysis. However, the RMS values can't isolate the track faults due to the lack of frequency information. Thus, continuous wavelet transform (CWT) and discrete wavelet transform (DWT) are employed to extract different type of the track faults. The validity of this software was evaluated by simulation studies. Simulation results showed that the diagnosis software is useful for track condition monitoring. Monitoring experience in a local railway line showed that the system is effective for practical use.

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In the running test for collecting data of subway vehicles, it is cumbersome to simultaneously obtain vehicle velocity and running position because of a request for temporal wiring from wheelset or driver's console to the data logger. Furthermore, GPS and related position detection cannot be applicable. In this study, the measuring system of vehicle velocity and position by making the most of information collected by accelerometers. The system aims to estimate vehicle velocity and position just using three dimensional accelerations and is easily mounted on a vehicle car-body. In general, time integration of acceleration contains offset value and causes so-call drift that may cause deterioration of the estimation. In order to reduce such an unhopeful effect, the way to reset the value of drift when the vehicle stops at each station is mentioned. Furthermore, information of map with longitudinal slope along track is also utilized. Only using such a low cost and easily attachable system, the way to estimate vehicle velocity and running position are mentioned in this paper.

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