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Special feature article

JR East High-speed Rolling Stock Development Koji Asano Director of the Advanced Railway System Development Center, Research and Development Center of JR East Group

1 Introduction

The history of rolling stock for JR East started with the series 200 Shinkansen, which debuted at the opening of the Tohoku/ in 1982 in the Japanese National Railway era. It was initially a 12-car all motor car train with a maximum operating speed for 210 km/h. The Shinkansen network spreading out in five directions later came to have a variety of forms of operation (Fig. 1); and even after the series 200, Shinkansen rolling stock conforming to those forms of operation and with increased speeds was developed. In addition to the standard type of Shinkansen dedicated rolling stock, others appeared such as rolling stock for through service between Shinkansen and conventional lines to and Shinjo and double deck rolling stock for large-volume short-distance transport. A variety of services came to be provided as well, such as GranClass providing a higher level of service and fun-to-ride Looking at high-speed railway trends around the world, we “Toreiyu” and “Genbi Shinkansen” (Fig. 2). see that many countries have achieved commercial operation The Shinkansen, handling long-distance transport, has been in excess of 300 km/h, and Italy has announced further speed forced to compete with airlines and others with the expansion of increases with a goal of 360 km/h commercial operation. And the Shinkansen network. In order to have customers choose the for JR East to transfer high-speed railway technologies abroad, Shinkansen, we need to think up how to make it more attractive we need to accumulate technologies for high-speed running in and amenity-rich. We need to make the Shinkansen something order to maintain competitiveness. people want to ride by means such as shortening travel time to In the midst of this situation, JR East is constantly developing customers’ destinations by increasing speeds, improving amenity Shinkansen rolling stock systems utilizing new technologies in with better ride comfort and comfortable cabin environments, order to provide comfortable, safe, and highly reliable Shinkansen and providing functional services according to individual rolling stock that will please customers. customers’ demands. Shinkansen-conventional Standard type line direct service type Fun train type Shinkansen scheduled to open between Shin-- and in 2030

Sapporo opened between Shin-Hakodate- Shin- and Shin-Hakodate in March Hokuto 2016 (148.4 km)

Shin-Aomori Series E2 Series E3 Toreiyu (127.3 km)

Akita Joetsu Shinkansen Yamagata (303.6 km) Shinkansen Shinjo (148.6 km) Shinkansen opened Yamagata between Nagano and Kanazawa in March 2015 新潟 Series E6 GENBI SHINKANSEN （Nagano - Joetsumyoko 59.4 km) Series E5

Joetsumyoko Double deck type To Kanazawa Nagano （713.7 km ） Omiya

Hokuriku (Nagano) Ueno Shinkansen (117.4 km) Mini Shinkansen Commercial track Series E7 Series E4 Fig. 1 JR East Shinkansen Network Fig. 2 JR East Shinkansen Rolling Stock

JR EAST Technical Review-No.36 1 Special feature article

This article gives an overview of high-speed rolling stock 2.2 FASTECH Project development up to now and introduces technical development Fig. 4 shows the development concepts for test vehicles in the for future Shinkansen rolling stock. FASTECH project.

High-speed Rolling Stock Prototype for rolling stock 2 Development at JR East operating at 360 km/h Achieve rolling stock that can operate at 360 km/h 2.1 History of Development for Shinkansen Speed Increases Increasing the speed of the Shinkansen is a never-ending issue for Test platform to technical development at JR East. We have overcome this issue, identify phenomena Near future comfort when running mobility space increasing commercial operating speeds, and advanced railway at high speed proposal stage technologies. Identify limits and adjust Design interior space befitting Simply running fast is not enough; and in order to achieve items to bring about near-future Shinkansen and safe speed increases with comfort, we have conducted high-speed optimum specs for make proposals inside and mass-production vehicles outside the company running tests by a variety of test vehicles (Fig. 3). The series 400 Shinkansen recorded a maximum speed of 345.8 km/h in test Fig. 4 FASTECH360 Development Concept runs in 1991, and the STAR21 test train reached 425 km/h in 1993. In the Shinkansen speed increase project (FASTECH), The FASTECH360 trains were developed under the concept which started in 2002, we developed, tested, and evaluated with of being a “prototype for rolling stock operating at 360 km/h”, the FASTECH360 high-speed test vehicles. The FASTECH a “test platform to identify phenomena when running at high project went beyond aiming to achieve maximum tests speeds, speed” and a “near future comfort mobility space proposal stage”. having objectives of shorter travel time and top class reliability They are prototype vehicles for verifying technologies ahead of and comfort for rolling stock in commercial service and of implementation in next-generation rolling stock in service. environmental friendliness. Two trains were produced: FASTECH360S (hereinafter, the “360S”) exclusively for Shinkansen lines and FASTECH360Z

1988-1991 1991-1998 2002 Project starts→ (hereinafter, the “360Z”) for through service on Shinkansen and 2005-2009 (test runs) conventional lines (Fig. 5).

Speed increase Top level reliability, comfort, and Maximum speed for harmony with the environment Maximum speed of high-speed test train of 345.8 km/h recorded with 425 km/h recorded. series 400 ( "Tsubasa" rolling stock)

*FASTECH: Abbreviation for "FASt TECHnology". 360 is target speed in technical development

Fig. 3 JR East Development for Increased Shinkansen Speeds (Test Runs)

Fig. 5 Shinkansen High-speed Test Trains (FASTECH360)

Being test trains, technical development went forward on four technical themes with a goal of maximum commercial operating speed of 360 km/h: Improvement of running speed, ensuring safety and reliability, consideration for the environment, and improvement of passenger comfort. Wayside equipment was also improved along in line with production of test trains. Running tests were conducted from 2005 to 2009 to comprehensively evaluate and verify rolling stock and wayside facilities in the environment of the target commercial speeds.

2 JR EAST Technical Review-No.36 Special feature article

2.3 Overview of Major Technical Development To ensure safety when running when earthquakes strike, we 2.3.1 Improvement of Running Speed (Fig. 6) conducted development for shortening the emergency braking Since current collection devices account for a large percentage distance and deviation prevention car guides that prevent cars of wayside noise made in high speed running, we developed from deviating greatly from the track even in derailment. And a current collection system with one pantograph per trainset in order not to cause increased risk in an earthquake with greater where there were previously two pantographs per trainset. For speeds, we have improved the trainset braking force control that the pantograph, we developed a new low-noise pantograph that makes full use of adhesion of each car of the train as well as has a “multi-segment slider” made up of many segments that braking control in wheel slip or slide. We have also developed an can flexibly follow overhead contact lines by supporting each unconventional braking method using equipment for increasing segment of the slider with springs. This development and factors air resistance. such as lighter weight and higher tension of contact wires enables Blocks of snow falling from Shinkansen cars running at high extremely stable current collection even in fast running. speed can damage wayside equipment and cars. So, to reduce the volume of snow accumulation on cars, we tested items such as High output, small and light main circuit system bogie structure that is difficult for snow to adhere to and a snow Improvement of [ First unit (Car No. 2 and 3) ] running speed Main circuit system characterized by running melting heater. Securing high-speed current wind-cooled and collection performance water-cooled main traction converters Running wind-cooled and water-cooled main traction converter Ensuring reliability of parts and components for driving system High reliability and [ Second unit (Car No. 4 and 5) ] low noise driving device Ensuring safety Main circuit system with a synchronous motor and reliability with permanent magnets Axle bearing for Slider Synchronous motor [ Third unit (Car No. 6 and 7) ] with permanent magnets high-speed running Durability test with actual load

Main circuit system Improvement of braking performance Measures taken Spring characterized by running and reduction of emergency braking distance in earthquakes wind-cooled main transformer [Equipment for increasing air resistance] Cooling fin [Basic brake for Pantograph with high-speed running] multi-segment slider Running wind-cooled main transformer

Deviation prevention car guide Fig. 6 Overview of Major Technical Development Prevention of snow accretion and fall (Improvement of Running Speed) [Equipment for Segmented lining increasing adhesion] Center-mounted In order to achieve stable high-speed running, we have brake disc Ceramic particle injector Bogie end cover with snow melting heater developed many types of high-output compact and light main Fig. 7 Overview of Major Technical Development circuit systems with differing characteristics in their motor system (Ensuring Safety and Reliability) and cooling system. We have also built an onboard information network and equipped trainsets with a car information control 2.3.3 Consideration for the Environment (Fig. 8) unit that transmits control commands and controls devices. Noise control is an important issue for increasing Shinkansen Using that, we have been able to make full use of adhesion in the speeds because it is particularly important in to keep down high-speed range for a method of controlling optimal torque and noise along railway lines. The main measures for rolling stock are braking distribution based on the axle position in the trainset in reduction of noise from pantograph frames as a countermeasure case of wheel slip or slide. We have confirmed the effectiveness of against aerodynamic noise from pantographs, single arm type that method that can secure accelerating force and braking force low-noise pantographs, pantograph noise insulating panels, for the whole trainset. smooth covers between cars, smoother handles of the cab door, snowplow covers, plug-type doors, countermeasures against 2.3.2 Ensuring Safety and Reliability (Fig. 7) bogie cover aerodynamic noise, and development of noise In order to handle the increased load on bogies and their absorptive structures for skirts of the underpart of the car body components at higher running speeds, we have designed bogies and the underfloor part. As for wayside spot measures, we have and axles based on data of test vehicles produced in the past conducted technical development of a new noise barrier that has and developed new types of basic brakes, axle bearings, drive a higher diffracting attenuation effect by improving the upper devices, etc. We also developed a new monitoring system that part of the barrier. can detect abnormality in bogie vibration, axle bearings and As countermeasures against tunnel micro-pressure waves that drive devices in high-speed running. In addition to durability increase as the running speed of the Shinkansen increases, we tests at actual loads, we confirmed in running tests high-speed compared and verified compared two types of long nose shapes running stability at up to the 400 km/h range. With the 360Z, and different nose lengths. For wayside improvements, we we verified performance when passing through tight curves on developed a tunnel entrance hood with ducts and a light-panel conventional lines. tunnel entrance hood to reduce cost.

JR EAST Technical Review-No.36 3 Special feature article

2.4 Application of FASTECH Development Results to Trains Control of tunnel micro-pressure waves [Long nose of lead car (16 m)] [Reduced cross section] in Commercial Operation Optimized shape of lead car Present car Consideration for (comparison of two different shapes) (series E2) 11.2 m2 the environment Car No. 1: As a result of studying environmental measures and cost Stream-line Type 954 Car No. 8: 10.8 m2 performance based on the aforementioned FASTECH360 Arrow-line

[Pantograph noise insulating panel] [Smooth cover between cars] (Smoother car body) test results, we set the commercial operating speed of series E5 Noise control

[Lower noise pantograph] and E6 rolling stock—successors to the series E2 and E3—at 320 km/h, the fastest in Japan. Single Z-shaped noise June 2005 April 2007 insulating panel (June 2005) arm type [Under-floor noise absorption structure] Major items applied to series E5 Shinkansen rolling stock as <-shaped arm type a result of development in the FASTECH project are as follows

Bottom side Flat noise insulating panel (April 2007) Skirt of equipment (Fig. 10). ○ Environmental performance Fig. 8 Overview of Major Technical Development · Long nose shape (nose length of 15 m) lead car (Consideration for the Environment) · Bogie covers, smooth full covers between cars, low-noise 2.3.4 Improvement of Passenger Comfort (Fig. 9) pantographs In order to reduce horizontal and vertical vibration in high ○ Improved running performance and ensuring reliability speed running, we made a complete review of the specifications · Main circuit devices, multi-segment slider pantographs, and features of bogies and made many adjustments through brake devices running tests. Furthermore, we changed actuators of the active ○ Improvement of comfort suspension system from air type to electromagnetic direct driven · Electronic full active suspension (all cars of the trainset) type and roller spring type to improve the response and control · Air spring stroke type of car body tilting system characteristics, reducing horizontal vibration. While the initial target of 360 km/h commercial operation For better ride comfort in curves, we introduced an air spring speed was not quite reached, we achieved rolling stock that stroke type of car body tilting system with a simple structure. This met requirements for safety, reliability, and comfort at speeds enabled faster speed in curves while controlling excess centrifugal 45 km/h faster than before. As so, we believe the project has acceleration. And as a way to prevent car body vibration in been a major success. tunnels caused by aerodynamic excitation in coupled operation, ○Environmental performance Bogie cover Smooth full Low-noise the anti-vibration device control method was improved on for Long nose shape lead car covers between pantograph that reduces tunnel car micro-pressure waves better ride comfort. ○Improved running performance and securing reliability [Proposal of comfortable moving space • Pantograph Improvement of in the near future/Comfortable seats] • Main circuit device passenger comfort Passenger cabin of FASTECH360S • Brake device

Improvement in quietness on train

Car No. 6 (ordinary car, Car No. 7 (ordinary car, ○Improvement of comfort Car No. 5 (special car) 2-2 seat arrangement) 2-3 seat arrangement) ○Rolling stock specifications Improved ride comfort by equipping all Passenger cabin of FASTECH360Z cars of the trainset with electronic full Better ride comfort in curves by air Car body with high Pre-mass production rolling stock spring stroke type of car body tilting sound insulation Sanitary space of active suspension system FASTECH360S Trainsets 10 cars (8M2T) [Prevention of Controller Improvement in Body car body vibration] Body Aluminum alloy body Vibration ride comfort Prevention of detected Controller Car No. 12 (special car) Max. speed (rolling stock 320 km/h vibration by Sensor [Better ride performance) new actuators comfort in curves] Control VVVF inverter Bogie system control AC motor

Car No. 13 (ordinary car) Fig. 10 Development Results Applied to Series E5 Shinkansen Electromagnetic actuator Ladies-only area

Car body tilting system Active suspension system Car No. 15 (meeting space)

Fig. 9 Overview of Major Technical Development (Improvement of Passenger Comfort) Maintaining quietness even in high-speed running is important for passenger comfort. With an aim at achieving a level of quietness where passengers can talk as usual on the train even at 360 km/h, we improved sound insulation of the car body and reduced noise from areas such as air conditioning devices and underfloor devices on FASTECH360 cars. We also developed seats with better ride comfort and easier-to use sanitary spaces.

4 JR EAST Technical Review-No.36 Special feature article

(1) An important issue brought up in increasing Shinkansen speeds Technical Development for 3 Next-generation Shinkansen is reducing wayside noise when trains run at high speed. The main sources of noise with the Shinkansen are pantographs 3.1 Image of Shinkansen to Achieve and the area around bogies. In reduction of pantograph noise, As mentioned in the introduction, it is our mission to make the we investigated through simulations elements causing noise, Shinkansen attractive and comfortable so that it will be chosen evaluated shapes to counter those in wind tunnel tests and the by customers. In considering an image of the Shinkansen that like, and investigated means of sound insulation and absorption; will be a successor to the series E5 and E6, the keywords we work and we are proceeding with development of comprehensive with are “safety/stability”, “amenity”, “efficiency”, “environmental sound reduction measures. As for aerodynamic noise from bogie performance”, and “intelligence” (Fig. 11). components, we are working to identify sources of sound and Achieving safety/stability is the mission of a railway operator investigating countermeasures against that. For aerodynamic in order to allow customers to use it with peace of mind. As noise generated with rotation of brake discs, a particular source such, we aim for resilient railway systems that enable the status of sound around the wheels, we are developing a disc cooling fin of rolling stock and wayside equipment to be identified in real shape that reduces noise (Fig. 12). time and that information to be shared and that are not easily

FLOW FLOW affected by external factors. For amenity, we aim for increased Pantograph head

convenience of arriving at destinations quicker due to speed (A) Current shape (B) Improved shape Examples of surface pressure fluctuation increases as well as to provide functional services according to • Development through simulation, wind tunnel tests, Noise insulating panel etc. of new pantograph that can further reduce customer demands and a quality cabin space. For efficiency, aerodynamic noise • Investigate further reduction of current collection we aim to reduce maintenance by monitoring and condition- noise by noise insulation and absorption • Identification by simulation, wind tunnel tests, etc. of based maintenance (CBM), to reduce costs by best matching sources of aerodynamic noise generated under cars and investigation of countermeasures

Bogie model used for tests Traction motor Yaw damper equipment and rolling stock, and to streamline equipment. For [dB] Noise difference Gear case Brake caliper Axle box Wheel

environmental performance, we aim to maintain and improve • Development of low-noise shape for Average reduction of aerodynamic noise generated 1/3 octave band center frequency (after scale conversion) [Hz] the wayside environment in terms of noise and micro-pressure with rotation of brake discs Test results Disc Noise level dB(A) All open (standard condition)_100.3 dB waves and to improve energy conservation performance. In All blocked_77.3 dB

Center frequency order to achieve those goals, we believe that rolling stock needs Test results (difference with/without presence of opening, static tests) to be made “intelligent” by utilizing IoT and AI. Fig. 12 Wayside Noise Reduction Measures

(2) How to slow down and stop from high-speed running as Safety/stability Amenity quickly as possible is an important issue in ensuring safety when Meeting diverse customer demands Particular attention earthquakes strike. Currently, trains are only equipped with Rolling stock/wayside equipment status monitoring Functional service Resistant to natural disaster, snow, and cold Quality cabin space mechanical brakes (disc, caliper, and lining) that rely on adhesion Improved quality of transport Shorter travel time between wheels and rails, but we are developing non-adhesive deceleration increasing systems to compliment in earthquakes Environmental Efficiency performance adhesive braking insufficient at high-speed ranges and reduce Cost structure reform Friendly to wayside area and the globe braking distance. One of those is an “aerodynamic drag plate Monitoring and CBM Improve environmental performance Best match of equipment and rolling stock Refine advantage in energy conservation unit”, which is downsized and distributed equipment for Simplification of equipment increasing air resistance, nicknamed “cat ears” with FASTECH.

Utilization of IoT and AI Another is a “linear deceleration increasing device” that applies Make rolling stock "intelligent" linear technology (Fig. 13).

Fig. 11 Major Characteristics of Next-generation Shinkansen Compliment in earthquakes adhesive braking insufficient at Adhesive Non-adhesive deceleration high-speed ranges and reduce braking distance, without brakes increasing device reducing cabin space • Aerodynamic drag plate unit • Mechanical brakes Development of non-adhesive deceleration increasing device • Linear deceleration increasing device

3.2 Issues in Speed Increases and Elemental Development (1) Aerodynamic drag plate unit (2) Linear deceleration increasing device (Improvement of FASTECH cat ears Arriving at the destination quicker is an important element in (aerodynamic drag increasing device) (Eddy current deceleration increasing device utilizing linear technology) terms of customer service, and faster speeds will continue to be Movable type that only approaches rails when activated (Does not contact rails) Space where installed an issue to pursue. Through R&D in the FASTECH project, we FASTECH360 cat ears aerodynamic drag increasing device) AC current Ensure aerodynamic drag by downsizing and distributing electromagnet Inverter have been able to narrow down issues in aiming for the 360 km/h Retracted Deployed speed range, but the hurdles to overcome are extremely high for 1 m

all of those. Those issues cannot be overcome overnight, but we 0.5 m Aerodynamic drag plate unit Drag plate Rail continue to make efforts in R&D based on experience up to now Eddy current as we aim to make further progress. The following introduces Image of attachment of aerodynamic drag plate unit Exterior of linear deceleration increasing device (proposed) some typical examples. Fig. 13 Reduction of Stopping Distance

JR EAST Technical Review-No.36 5 Special feature article

(3) One characteristic of Shinkansen rolling stock operation by JR East is through service between Shinkansen and conventional line sections. Rolling stock for such through service must have high-speed running stability on Shinkansen sections and curve performance on small-radius curves on conventional lines. As maximum running speed on Shinkansen sections increases, it becomes more difficult to maintain performance in both areas. However, we are working to overcome that issue by optimizing bogie specifications such as longitudinal stiffness of primary suspension and yaw damper attenuation (Fig. 14).

Must meet conditions for both Shinkansen ■History of countermeasures against lateral force and conventional lines, which differ greatly with FASTECH360Z(E955)

(2) Reduction of primary (1) At completion Conventional Shinkansen section: suspension stiffness • No hunting up to high-speed range line sections: High-speed running • Critical speed of hunting: Reduced • Conventional line curve Performance stability Long • Conventional line curve performance in curves performance Exceptional lateral Lateral force reduced force generated

Countermeasures against lateral force High-speed running ○Reduced longitudinal stiffness of primary performance: High Curve performance: Low suspension High-speed running performance: Low ○Reduced distance between axles Curve performance: High Distance ○Reduced yaw damper attenuation between axles (3) Reduction of distance between axles ○Track measure (CWT, rail grinding, etc.) • Critical speed of hunting: Reduced • Lateral ride comfort: Reduced Distanc • Conventional line curve performance between axles Short Same as (2)

Soft Longitudinal stiffness Hard of primary suspension

Yaw damper Lateral stiffness of Longitudinal stiffness primary suspension +Attenuation switching of primary suspension (2) adopted type yaw damper

Fig. 14 Investigation of Performance of Rolling Stock for Through Service Between Shinkansen and Conventional Lines

4 Conclusion

JR East announced its “medium-to-long-term vision for technological innovation” in November 2016. The concept of this vision is to bring about a revolution in mobility by actively utilizing IoT, big data, and AI. Achieving the next-generation Shinkansen we are working on will play a part in this revolution in mobility. We would like to achieve intelligent Shinkansen rolling stock that utilizes IoT and AI technologies, which are seeing rapid technical advances, and create a Shinkansen that passengers can use safely, comfortably, and with peace of mind. We intend to make that a reality through technical development while performing trail and error in defining and achieving intelligent rolling stock.

6 JR EAST Technical Review-No.36