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Issue 2 No.
March 2023 Electric Drive for Locomotives 2 Mar. 2023

DOI: 10.13890/j.issn.1000-128X.2023.02.002 Article number: 1000-128X(2023)02-0014-22

Development and Prospect of Bogie Technology for China's High-speed EMUs

Li Qiuze1 , Shan Wei2 , Zhang Yingchun1 , Yang Guangxue3 , Liang Shulin4 (1.CRRC

Changchun Railway Vehicles Co., Ltd., Changchun 130062, Jilin; 2. China Railway

Corporation, Beijing 100844, China; 3. School of

Mechanical and Electronic Control Engineering, Beijing Jiaotong University, Beijing 100044,

China; 4. State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China)

Abstract: Bogies are running devices that support, pull and brake the car body and can rotate relative to the car body. They have vibration buffering and guiding functions, and determine the

safety, reliability and running quality of trains. China's high-speed EMU bogies have gone through three stages of development: technology introduction, absorption innovation and independent

innovation. Through continuous technological innovation and practice, they have achieved results in key technologies such as structural lightweight, safety and reliability, dynamic performance and

intelligence. The test bench, circular track, and test line scientific research tests and long-term line service tracking tests carried out on the structural strength and dynamic performance of the bogies

have laid a solid theoretical research and engineering practice foundation for the independent development of China's high-speed EMU bogies in the independent innovation stage. This article

systematically reviews the structural parameters and technical bottlenecks of China's high-speed EMU bogies in three development stages, and points out the technical research direction of the

next generation of high-speed rail and CR450 EMU bogies; from the perspective of the basic structure of the bogie, it systematically discusses the technical development history and trends of the

bogie overall integration, frame, wheelset axle box and positioning device, suspension device, drive system, basic brake and auxiliary device, and proposes research directions for independent

technological innovation and engineering application innovation; it discusses the research status and development direction of five key technologies of bogie lightweight design, strength reliability,

vehicle system dynamics, intelligent design and experimental testing.

Keywords: high-speed EMU; bogie; structural design; strength reliability; vehicle system dynamics;
intelligence; high-speed train

Technological development and prospect of China's high speed EMU bogies

LI Qiuze1 , SHAN Wei2 , ZHANG Yingchun1 , YANG Guangxue3 , LIANG Shulin4

(1. CRRC Changchun Railway Vehicles Co., Ltd., Changchun, Jilin 130062, China; 2. China Railway Corporation, Beijing 100844,
China; 3. School of Mechanical Electronics and Control Engineering, Beijing Jiaotong University, Beijing 100044, Chinaÿ4. State
Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu, Sichuan 610031, China)

Abstract: Bogie is the running device that supports, pulls and realizes the brake of vehicle body, buffers vibration and rotates relaÿ tive to the
vehicle body, which determines the safety, reliability and quality of train operation. The bogie of China's high-speed EMU has undergone three
stages of development: technology introduction, innovation based on absorption, and independent innovation. Through continuous technological
innovation and practice, achievements have been made in key technologies such as structural lightweight, safeÿ ty and reliability, dynamic
performance, and intelligence. The scientific research and testing conducted on test benches, circular tracks, and dedicated testing lines for the
structural strength and dynamic performance of bogies, as well as the long-term service tracking testÿ ing of the lines, have laid a solid foundation
for theoretical research and engineering practice and the independent development of Chiÿ na's high-speed EMU bogies in the stage of independent
innovation. This paper systematically reviews the structural parameters and techÿ nical bottlenecks of China's high-speed EMU bogies in three
development stages, and points out the technical research direction of the next-generation high-speed EMU and CR450 bogies. From the perspective
of the basic structure of bogie, this paper systematically disÿ

Funding project: National Natural Science Foundation of China (12072020)

Corresponding author: Liang Shulin (1967-), Ph.D. in Engineering, senior engineer, research direction is vehicle engineering structure reliability and dynamics; E-mail: liangshulin@swjtu.edu.cn Citation format: Li

Qiuze, Shan Wei, Zhang Yingchun, et al. Development and Prospect of Bogie Technology for China's High-speed EMUs[J]. Locomotive Electric Drive, 2023(2): 14-35.

CitationÿLI Qiuze, SHAN Wei, ZHANG Yingchun, et al. Technological development and prospect of China's high speed EMU bogies[J]. Electric
Drive for Locomotives,2023(2): 14-35.
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 15

cusses the development process and trend of bogie's overall integration, frame, wheel-set axle box and positioning device, suspension
deÿ vice, driving system, foundation braking and auxiliary device, and puts forward the research direction of technological independent
innoÿ vation and engineering application innovation. This paper also discusses the research status and development direction of five key
techÿ nologies: lightweight design of bogies, strength reliability, vehicle system dynamics, intelligent design, and experimental testing.
Keywords: high-speed EMU; bogie; structural design; strength reliability; vehicle system dynamics; intelligence; high-speed train

160 km/h, the maximum test speed of the concentrated power DJJ2 "China Star" EMU reached 321.5 km/

0 Preface h, and the maximum test speed of the dispersed power "Pioneer" EMU reached 292.2 km/h[5] . This stage

is usually referred to as the domestic exploration stage. Since 2004, China's high-speed EMU has

Railways are the main arteries of the national economy, important national infrastructure and experienced three stages of

popular means of transportation. They play an important role in people's livelihood, national strategic development: technology introduction, absorption and innovation, and independent innovation.

security and economic development. The Party Central Committee and the State Council attach great The EMU model has also developed from "Harmony" to "Fuxing". During the technology introduction stage

importance to the development of railways, and plan and guide the development direction of railway and absorption and innovation stage, the types of EMUs have changed a lot, but the corresponding bogie

technology. In January 2004, the State Council approved the first "Medium- and Long-Term Railway models have not changed much. The platform models and corresponding bogie models are shown in Table

Network Plan" in China's history. It was revised in 2008 in light of the new development situation and new 1. The bogie products and bogie technology development discussed in this article are all for EMU products

requirements. In February 2021, the CPC Central Committee and the State Council issued the "Outline of after 2004.

the National Comprehensive Three-dimensional Transportation Network Plan", with a planning period of

2021 to 2035 and a long-term vision to the middle of this century [1] . After 17 years of development, China's

1.1 Technology introduction stage In

railway network has developed from "four vertical and four horizontal" to "eight vertical and eight horizontal".

2004, the former Ministry of Railways determined the technical route and implementation plan of
In line with the "14th Five-Year Plan" goals, China will build a "comprehensive three-dimensional transportation network".

"introducing advanced technology, jointly designing and producing, and building Chinese brands". In June
With the construction of the railway network, China's railway locomotive and vehicle equipment

2004, the technology introduction of three types of 200 km/h EMUs was completed through the "Technology
technology has also been rapidly improved, and China's high-speed trains have performed particularly well.

Transfer Agreement for 200 km/h Railway EMU Project" and the "Domestic Manufacturing Contract for 200
As of March 2021, China Railway has a total of 3,918 standard EMUs (with 8-car trains as one standard set)

km/h Railway EMU Project". The EMUs were put into operation in April 2007 and became the main model
[2] . The operating speed of the trains covers various speed levels within the range of 160~350 km/h, and

for the 6th major speed increase [6-10] . The power bogie of the CRH1 EMU is shown in Figure 1; the power
the next generation of high-speed rail and CR450 EMUs are being developed. Among them, bogies, as one

bogie model of the CRH2 EMU is SKMB-200, see Figure 2; the power bogie model of the CRH5 EMU is
of the "nine key technologies" of high-speed trains[3] , have both achieved systematic and rapid development

CW250D, see Figure 3. In November 2005, the former Ministry of Railways signed a procurement contract
and faced new challenges.

and technology transfer agreement for 300 km/h EMUs with Siemens and introduced the CRH3 EMUs. The

CRH3 EMU was put into operation in 2008, and its power bogie model is CW300D, as shown in Figure 4.
This paper reviews the development history of high-speed EMU bogies in my country. From the

The main technical parameters of the bogies of these four types of EMUs introduced by technology are
perspective of the basic structure of the bogie, it systematically discusses the structural and technical

shown in Table 2. The overall technical level of the four types of EMUs introduced by technology exceeds
development history, development trends and research directions of the bogie's overall integration, frame

that of various types of EMUs developed in the domestic exploration stage, but there is a certain degree of
composition, wheelset axle box and positioning device, suspension device, drive system, basic brake and

inadaptability to the domestic application environment, as follows: ÿ

auxiliary device; from the five aspects of bogie lightweight design, strength reliability, vehicle system

There are many faults in the operation of EMUs, one of the main reasons is the overspeed
dynamics, intelligent design technology and experimental testing technology, it discusses the research

operation of some lines. The continuous operation speed of the EMU depends on the comprehensive
status and direction of key bogie technologies, in order to provide a reference for technological development.

performance of the EMU systems (car body, bogie, traction, braking, network, etc.). The bogie system

alone has a higher operating speed, but it cannot represent the continuous operation capability of the whole

vehicle. ÿ The design standard system and the inspection and maintenance system are not suitable for
1 Development history of bogies
China's national conditions.

The bogie is a running device that supports the vehicle body and rotates relative to the vehicle

body. It usually includes a frame, axle box, spring damping device, basic braking device and drive device,

etc., and performs functions such as load bearing, traction, cushioning, steering and braking[4] . SKM(T)B-200 bogies adopt the Japanese JIS standard, and the other three types of bogies adopt the

European EN standard system. Frequent maintenance based on these standards puts a lot of pressure on

From 1997 to 2004, my country has carried out five major speed increases. During the users. ÿ CRH1A,

development of railway locomotives, passenger cars, domestic diesel multiple units and electric multiple The technology of CRH2A and CRH5A EMUs is mature but not advanced, and their speed improvement

units, my country has carried out research, trial production and mass production of bogie systems. The potential is not great. The CRH3C EMU has the most advanced design concept and technology among

continuous operating speed of trunk trains has been increased from 80 km/h to several models.
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Table 1 Correspondence between China's main EMU models and bogie models

Table 1 Table of China's main EMU modals and corresponding bogie modals

Technology introduction Absorbing innovation Innovation

Continuous Continuous Continuous

OEM
Bogie model Application Model operating Bogie model Application Model operating Bogie model Application Model operating

speed/ (km·h-1 ) speed/ (km·h-1 ) speed/ (km·h-1 )

CRRC Changchun Railway

CW250(D) CRH5A 200 CW250(D) CRH5G 250 CW350(D) CRH400BF 350
Vehicles Co., Ltd. ("CRRC

Changchun Railway CRH380B/

CW300(D) CRH3C 300 CW400(D) 350 CW351(D) CRH300BF 250
Vehicles Co., Ltd.") BL/CL

SKMB-300 CRH2C QTY-400E1

250 CRH400AF 350
SKTB-300 (Phase 1) SWT-400E1
CRRC Qingdao Sifang

Co., Ltd. ("Sifang Co., SKMB-200 CRH2A/B/ SWMB-350 CRH2C SWM-400E2

200 300 CRH300AF 250
Ltd.") SKTB-200 AND SWTB-350 (Phase 2) SWT-400E2

SWMB-400 CRH380A/
350
SWTB-400 AL

Qingdao Sifang Bombardier

CRH1A /
Railway Transportation Equipment
CRH1 200
B/E
Co., Ltd. (hereinafter referred to as

"BST Corporation") CRH380D CRH380D 300

Fig. 1 CRH1 power bogie

Figure 3 CW250D power bogie
Fig. 3 CW250D power bogie

Fig. 2 SKMB-200 power bogie

Fig. 4 CW300D power bogie

1.2 Absorption and innovation stage

In the absorption and innovation stage, the technical improvement of the bogie is carried out Failure, to meet the user's requirements for continuous operating speed, improve the adaptability of the

around user needs. On the one hand, the operation of the prototype EMU bogie needs to be solved. EMU to the operating environment, on the other hand, it is necessary to develop a continuous operating speed
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 17

Table 2 Main technical parameters of imported bogies

Table 2 Main technical parameters of the introduced bogie

CRH1 bogie SKM(T)B-200 bogie CW250(D) bogie CW300(D) bogie

Parameters Operating speed/ 200 200 200 300

(km·h-1 ) Maximum operating speed/ 250 250 250 330

(km·h-1 ) Track 1 435 1 435 1 435 1 435

gauge/mm Axle load/t 16.5 14.0 17.0 17.0

Fixed wheelbase/mm 2 700 2 500 2 700 2 500

920/830 (motor vehicle)

Wheel diameter (new wheel/worn wheel)/mm 915/835 860/790 890/820
920/860 (trailer)

Bogie mass (train/trailer)/t Applicable 8.20/6.30 7.40/6.80 8.06/7.60 9.65/7.50

vehicle type CRH1A/B/E CRH2A/B/E CRH5A CRH3C

Vehicle life/year 30 20 30 30

Prototype Bombardier Regina Kawasaki Heavy Industries E2-1000 Alstom SM3 Siemens Velaro-E

The new 350 km/h EMU meets the vehicle demand of the 350 km/h lines of the Beijing-Tianjin Line, Wuhan- Table 3 Main technical parameters of the innovative bogie

Guangzhou Line and the pilot section of the Beijing-Shanghai Line [11-12] . Table 3 Main parameters of innovated bogies

Various types of bogies imported from China have experienced failures during operation in China,
after technology absorption

so domestic companies have carried out corresponding technical optimization and upgrades. In view of the
SWM(T)B-400 bogie CW400(D) bogie
mismatch between the bogie and the car body mode of the CRH1 EMU, which caused the local line to be parameter

prone to instability when the speed was greater than 200 km/h, a new LMD wheel tread was designed and
Operating speed/(km·h-1 ) 350 350

the suspension parameters were optimized. In view of the mismatch between the inspection and maintenance Maximum operating speed/(km·h-1 ) 380 380

system of the SKM(T)B-200 bogie and user needs, and the frequent hydraulic foundation brake failures, Track gauge/ 1 435 1 435

based on the user needs of an operating speed of 250 km/h, the upgraded design was carried out in mm Axle load/t 15 17

Fixed wheelbase/mm 2 500 2 500

cooperation with Japan's KYB Company on the basis of technology introduction, resulting in the development

Wheel 920/830 (motor

of new models of power bogie SKMB-300 and trailer bogie SKTB-300. In view of the frequent failures of the 860/790
diameter (new wheel/worn wheel)/mm vehicle) 920/860 (trailer)
transmission system of the CW250(D) bogie and the insufficient safety margin of the critical speed of some
Wheel tread type LMA S1002CN/LMB-10
rotating parts when the operating speed was greater than 200 km/h, the transmission ratio was changed
Motor bracket leaf spring elastic
[13-15] , the brake beam strength was improved [16] , and the anti-snaking damper parameters were Traction motor hanging method Rigid bolt connection
suspension

optimized [17] , so that the bogie has the continuous operation capability of 250 km/h.
Bogie mass
7.40/6.80 9.65/7.50
(Motor vehicle/trailer)/t

In addition to optimizing and upgrading the imported bogies, new bogies were also innovatively Application CRH380A/AL CRH380B/BL/CL

designed, as shown in Table 3. Among them, Sifang Co., Ltd. designed the power bogie SWMB-350 and model Vehicle life/year 20 30

trailer bogie SWTB-350 to meet the requirements of an operating speed of 300 km/h; it designed the power Strong vibration and noise were generated between the wheel structure and the track structure, resulting in

bogie SWMB-400 and trailer bogie SWTB-400 to meet the requirements of an operating speed of 350 km/h. the fracture of some vehicle parts. Analyzing the formation mechanism of wheel polygons and exploring

Compared with the SKM(T)B-200, the bogies have added anti-roll torsion bars, increased the number of anti- suppression measures became the focus of technical research at this stage. Domestic scholars have

snaking shock absorbers, changed the basic brakes from hydraulic brakes to air brakes, and the design and conducted a large number of studies [26-28] . Among them, the literature [29] systematically summarized

production of the axle system adopt European standards [18-21] . At the same time, in response to the and analyzed the roundness wear of high-speed train wheels from the aspects of wheel polygon

demand for an operating speed of 350 km/h, CRRC Changchun Railway Vehicles Co., Ltd. designed the characteristics, formation mechanism, and impact range, and proposed countermeasures, providing

power bogie CW400D and trailer bogie CW400 based on the imported CW300(D) technology. Compared theoretical support for the subsequent independent innovation of bogie design and operation and maintenance management.

with the CW300(D) bogie, the bogie has a second-stage vertical shock absorber added to the structure,

1.3 Independent Innovation Stage

optimized the motor hanger structure, designed a new LMB-10 wheel tread, changed the anti-snaking shock

China's high-speed EMUs have achieved rapid development in the two stages of technology
absorber parameters, proposed dynamic stiffness and dynamic damping requirements, and optimized the

introduction and absorption innovation. By the end of 2013, a total of 15 models had been developed based
dynamic parameters. These upgrades of CRRC Changchun Railway Vehicles Co., Ltd. also solved the line

on four technical platforms, but there are still shortcomings: First, the technical standard systems of the four
adaptability problems such as bogie instability alarm, vehicle shaking and swaying of CRH3C EMUs [22-25] .

platforms are very different, and the traction, braking and network interfaces are all different. The EMUs
The polygonal wheel problem of the EMUs at this stage made the vehicles

cannot be interconnected, which is not conducive to the use of EMUs; second, the EMUs have different

maintenance schedules and systems, the operating mileage of the bogie disassembly and overhaul is

different, and the spare parts cannot be interchangeable, which is not conducive to the use of EMUs;
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In addition, some key systems of EMUs in the stage of absorbing innovation are still restricted by technology

introduction, so there are intellectual property risks in achieving the goal of "going out". At the end of 2012, in order

to implement the "Belt and Road" initiative

and the goal of EMU "going out", China Railway Corporation planned and launched the development of

China's standard EMUs [30] , and put forward three top-level requirements: ÿ Carry out positive innovation design

to achieve full independence; ÿ Realize the interconnection and component standardization of EMUs; ÿ Build a

Chinese standard system for EMUs. The top-level requirements for the bogie system mainly include: adopting a

modularly designed H-shaped frame without bolster bogie to strengthen the safety redundancy design of structure

and performance; adopting a large wheel diameter of 920 mm and a wear-type tread to improve the wheel-rail

matching relationship; optimizing the bogie two-system suspension parameters, reducing the unsprung mass,

Figure 5 SWM-400E1 power bogie

reducing the wheel-rail dynamic effect, improving the running stability, comfort and structural safety; and realizing

Fig. 5 SWM-400E1 power bogie

the standardization and interchangeability of major components. The main technical parameters of the bogie are

shown in Table 4 [31] .

Table 4 Main technical parameters of the independently-developed 350 km/h bogie

Table 4 Main parameters of 350 km/h bogie with

independent innovation

parameter name Parameter value or description

Maximum operating speed/(km·h-1 ) 350

Maximum test speed/(km·h-1 ) 385

Fixed wheelbase/mm 2 500

Fig. 6 SWT-400E1 trailor bogie

Track gauge/mm 1 435

Wheelset inner distance/mm 1 353(0, +2)

Wheel diameter (new wheel/worn wheel)/mm 920/850

Journal center distance/mm 2 000

Journal diameter/mm 130

Axle inner hole diameter/mm 30

Maximum design axle load/t 17

Bogie deadweight Motor vehicle is not larger than 10 t, trailer is not larger than 8 t

Wheel tread type LMA or LMB-10

Comply with the requirements of "High-speed Electric Multiple Unit Vehicle

Dynamic performance index
Test Specification"

Meet the requirements of UIC 615-4, UIC 515-4, EN 13749, and

"Interim Regulations on Strength Design and Test Evaluation of

Strength requirements
Railway Vehicles with Speeds of 200 km/h and Above" (Science

and Education Equipment [2001] No. 21)

Figure 7 CW350D power bogie
Fig. 7 CW350D power bogie
Sifang Co., Ltd. and Changke Co., Ltd. completed the development of standard EMUs according to the The new bogie has unified the technical conditions and drawings of important components and vulnerable parts

requirements of top-level indicators and technical conditions. In June 2015, two standard EMU prototypes were such as wheels, bearings and brake discs, achieved the unified interchangeability of 23 components, reduced the

completed and rolled off the assembly line. After that, they completed type tests on the Daxi High-speed Railway types and quantity of spare parts, and reduced operation and maintenance costs; the CW350(D) bogie is equipped

and completed 600,000 km of operation assessment on the Zhengzhou-Xuzhou High-speed Railway. In January with a wheel shaping device to solve the problem of wheel polygonization, and solves the problem of lateral

2017, the standard EMUs obtained the type certificate and manufacturing license. On June 25, 2017, the standard instability alarm by adopting new dynamic parameters characterized by the LMB-10 wheel tread.

EMUs were officially named CR400AF and CR400BF "Fuxing" EMUs. The bogie models of the EMUs are

SWM(T)-400E1 (see Figures 5 and 6) and CW350(D) (see Figures 7 and 8). In 2018, the main engine manufacturer further standardized the model and developed the 250 km/h

"Fuxing" EMU CR300AF and CR300BF, with bogie models SWM(T)-400E2 and CW351(D) respectively. In the

future, the "Fuxing" EMU with a speed of 200 km/h will be developed based on this platform.

The two bogies based on independent innovation have achieved unified repair schedule and maintenance
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 19

"Xinghao" intercity EMU and urban EMU bogies. Guided by adaptability, we study the dynamic performance tracking and evaluation and parameter adjustment

system, and the adaptive adjustment technology of bogie suspension parameters; guided by intelligent

operation and maintenance, based on the integration of 5G, artificial intelligence, big data and other

technologies, we study the application technology of data penetration throughout the life cycle of EMUs.

2. Evolution and unification of bogie structure

2.1 Bogies There are many

classification criteria for bogies, including speed, number of axles, track gauge, axle box

positioning method, power source and purpose, etc. [34] . It is easier to understand the

classification of vehicles and corresponding bogies by combining power source and purpose,

which is in line with the division of labor of vehicle manufacturing enterprises in the railway

industry and the division of labor of vehicle operation and management units. At the same time,
Fig. 8 CW350 trailor bogie
there are corresponding technical conditions and requirements in the industry standards. Based

on this, bogies can be divided into freight car bogies, passenger car bogies, diesel locomotive

bogies, electric locomotive bogies and EMU bogies. Although these bogies differ in many
1.4 Next-generation high-speed rail and CR450 EMU bogies The
aspects such as purpose, speed, operating line environment, special performance requirements
overall design requirements for the next-generation high-speed rail and CR450 EMUs,
and operation and maintenance system, they are roughly the same in structural composition,
which are aimed at a commercial operating speed of 400 km/h, are: safe, comfortable, green,
usually including frame, wheelset axle box and positioning device, suspension device (including
and intelligent. Based on this requirement, the research focus and innovation direction of the
primary suspension, secondary suspension and traction device), basic braking device and
bogie are bogie structure, strength reliability, dynamic performance, and intelligence, including:
auxiliary device. Diesel locomotive bogies, electric locomotive bogies and EMU power bogies
ÿ Bogie
also include drive devices.
structure: With the goal of reducing the axle weight of the whole vehicle, reducing the
The main technical parameters of the bogie are: continuous operating speed, maximum
mass of the bogie assembly and the unsprung mass, carry out research on frame suspension
test speed, limit, track gauge, axle weight, wheel diameter, wheel tread type, fixed wheelbase,
integration, drive wheel set integration, and mechatronics design; study elastic frame or axle
axle center distance, bogie mass, strength standards and dynamic standards. The overall
box built-in structure; carry out research on new materials and new technologies related to
integration of the bogie involves strength and dynamics knowledge. The overall structural design
carbon fiber frame, titanium alloy frame, and carbon ceramic brake disc to achieve lightweight
should consider external factors such as operating environment conditions, line conditions,
design of bogie structure. ÿ Strength
production and manufacturing system, maintenance and repair system, etc., consider the
reliability: With the target axle weight and boundary load as input, carry out strength
structural space layout and performance parameter matching of each component of the bogie,
and life assessment research on new structural components of the bogie. Based on the research
and comprehensively consider the fault-oriented safety structural design of each component, as
on traditional structural reliability, load spectrum, track spectrum, and wind load environment,
well as the mechanical, electrical and network interfaces and parameters between the car body.
carry out research on high-cycle fatigue of rotating components, modal stress of bogie structure,
EMU bogies are divided into powered bogies and non-powered bogies (also called
and strength assessment methods and standards for new
trailer bogies). In order to facilitate the manufacture, maintenance and overhaul of the two types
materials. ÿ Dynamic performance: To ensure the safety of vehicle operation and
of bogies, a modular design is basically adopted to achieve consistency in the main structure of
improve ride comfort, research on bogie active control technology and wheelset guidance
EMU and trailer bogies and universal interchangeability of major components, thereby minimizing
control technology was conducted to reduce wheel-rail noise and wheel flange wear. Research
the number of spare parts and unifying the overhaul cycle and service life.
on the train curve passing speed under the limited conditions of 150 mm under-superelevation

of the line curve and lateral acceleration in the passenger compartment less than 1.0 m/s2 was
2.2 Architecture
conducted. The curve passing speed of TGV EMUs produced by ALSTOM in different years
The frame is the foundation of the bogie, which can combine the various parts of the
[32-33] under the above limited conditions is shown in Table 5, which can be compared with the speed in the table during research.
bogie into a whole to bear and transmit various forces and loads. Its structure, shape and size

Table 5 TGV train curve passing speed should meet the positioning and assembly requirements of each component. The EMU frame is

Table 5 Speed of TGV passing through curve an "H"-shaped structure, generally composed of 2 side beams and 2 cross beams. The cross

beams have two structures: profile steel pipes and steel plate welding, as shown in Figure 9. As
years Train model Train speed/(km·h-1 )

1988 TGV88 354 an important load-bearing

1990 TGV117 440 component of the bogie, the frame has gone through three stages of development: cast

2007 TGV-V150 470 steel, cast steel + steel plate welding, and forging + steel plate welding. The frame components

of the EMU bogie are all forging + steel plate welding structures, and the support brackets are
ÿ Intelligence: With vehicle safety as the guide, research on intelligent driving safety

mostly forgings. The steel plates of the bogies produced by CRRC Changchun Railway Vehicles Co., Ltd.
control technology with self-monitoring, self-diagnosis and self-decision-making;
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20 March 2023

The material is S355J2W+N, the material of the welded forging is Q345E, the welding standard complies with High-speed rotating parts are the most complex and important parts on the bogie, which directly affect driving

EN 15085, and the frame strength meets the requirements described in Table 4 of this article. safety. In order to reduce the unsprung mass and meet the requirements of axle flaw detection, the axles of

After the introduction of the technology, the welding technology level and welding equipment high-speed EMUs are hollow axles, and the materials used after unification are EA4T and DZ2; the unified

performance of each main engine factory have been rapidly improved. According to the requirements of the wheels are integrally rolled steel straight plate wheels, made of ER8, ER8C and DZ2, and the wheel tread

EN 15085 welding certification system, the welding quality management level is improved from the six aspects types can be LMA, S1002CN and LMB-10; the unified bearings are integral self-sealing conical or cylindrical

of "people, machines, materials, methods, environment, and measurement"; the welding quality is guaranteed bearings, with an inner diameter of 130 mm and an outer diameter of 240 mm. The composition of the EMU

from multiple aspects such as mechanical welding equipment, welding assembly tooling, welding non- and trailer wheels is shown in Figures 10 and 11 respectively.

destructive testing equipment, and welding environment [35] . Based on this, the strength of the main structure

of the frame is designed for a 30-year service life. At present, the main structure of the frame of various types

of EMUs has not failed, but local support

and hanger cracking failures occur from time to time. The frame structure design should take into

account professional knowledge such as materials, welding, processing, heat treatment, and corrosion

protection. The frame structure is the foundation of the bogie. Its research directions include: ÿ lightweight

design, topology optimization technology, new material application and strength evaluation; ÿ basic theory of

strength analysis and life evaluation; ÿ the main structure of the frame and the support and hanger modal,

focusing on high-frequency modal stress to avoid resonance caused by overlapping with the vibration

frequency area of wheelsets and traction motors; ÿ fault-oriented safety design when the structure of each component fails.

Fig. 10 Power wheel-set and

swing arm assembly

(a) The cross beam is a steel pipe frame

Fig. 11 Trailor wheel-set and

swing arm assembly

2) Axle box positioning device The axle

box positioning device is a structural device that connects the wheelset component and the frame

(b) The cross beam is a steel plate welded component together. It can transfer the lateral and longitudinal forces of the wheel-rail to the frame, withstand

frame Figure 9 Bogie frame composition

and attenuate the impact between the wheel and rail, and provide a guiding function. At the same time, it

Fig. 9 Bogie frame assembly converts the rolling of the wheelset into the translational motion of the vehicle along the track. It plays a

decisive role in the lateral dynamic performance, curve passing performance of the bogie and the suppression

2.3 Wheelset axle box and positioning device of the snaking motion of the wheelset. There are many ways to position the wheelset and the frame in the

The wheel set axle box and positioning device includes two parts: wheel set components and axle wheelset axle box device, including guide frame type, guide column type, tie rod (plate) type and swing arm

box type. Due to the development of rubber

positioning. 1) Wheel set node vulcanization manufacturing technology, the stiffness of the node can be selected through

components The wheel set components include wheels, axles, brake discs, bearings, axle boxes design and the node structure is simpler; and because of the use of integral self-sealing axle box bearings,

(power wheelsets also include gear boxes) and other components. These components are the axle box body is replaced by a swing arm and a hoop,
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 21

The structural design is simplified and the unsprung mass is reduced, thus promoting the It is the current development trend; shock absorbers include lateral, vertical and anti-snaking types.

development of the swing arm positioning method. The advantage of this wheelset positioning The type and quantity, stiffness and damping parameters to be set need to be determined through

method is that its longitudinal and lateral positioning stiffness can be selected through the design of dynamic simulation analysis; whether to set anti-roll torsion bar and the determination of torsion bar

the rubber joint, which can better meet the application requirements of the high-speed EMU bogie stiffness value are related to the bogie structure and vehicle rollover coefficient, and need to be

[36] . The EMU bogie basically adopts the wheelset axle box swing arm positioning method, and the determined through dynamic simulation analysis; the clearance setting, stiffness and damping

wheelset and the frame are connected through the swing arm parameters of the lateral buffer device also need to be analyzed through dynamic simulation; the

rubber node. The research content and direction of the wheelset axle box and positioning bogie traction device mainly has two structural types: Z-type double tie rod and single tie rod. The

device include: ÿ the material properties of wheels and axles, structural design and strength traction device realizes the normal transmission of traction and braking force through the connection

reliability, flaw detection and maintenance; ÿ the relationship between the dynamic change of the with the bogie and the car body, constraining the relative position of the car body and the bogie

wheel tread shape and the vehicle dynamic performance response, the corresponding relationship while allowing the bogie to rotate relative to the car body. Some secondary suspensions have a

between the wheel diameter and the wheel-rail contact stress and the vertical wear of the tread, and connecting

the optimization of the wheel tread shape and its application limit value that meet the high-speed bolster between the car body and the bogie, while others do not [37] , as shown in Figures

operation; ÿ the positioning structure and design method with the goal of no wear, low cumulative 13 and 14. There are three advantages of setting a connecting bolster: ÿ It is convenient for the

fatigue, anti-instability, and independent adjustment and optimization of parameters; ÿ the reliability quick separation between the bogie and the car body; ÿ The additional air chamber of the air spring

installation method of the new brake disc, axle box bearing and gearbox. can be set in the bolster to reduce the external air cylinder; ÿ The bogie is relatively independent,

and two types of detection and adjustment can be performed when there is no wind and wind during
2.4 Suspension 1) Primary
static pressure measurement, reducing the workload of the vehicle landing adjustment. The
suspension The primary
disadvantage of setting a connecting bolster is that it will increase the weight and cost of the whole vehicle.
suspension is mainly composed of axle box springs (mostly spiral steel springs or rubber

springs) and hydraulic shock absorbers, which are used to transmit and buffer the vertical force

between the wheel set component and the frame component to reduce the dynamic impact caused

by track unevenness. The main function of the spring is to buffer the impact. In addition to absorbing

the vibration energy generated by the impact, the primary vertical shock absorber also has an overall

lifting function. Through the active fault-oriented safety design principle, a nonlinear vertical stop is

set in the steel spring component, as shown in Figure 12, to avoid a large vertical drop when the

spring breaks and affect the safety of the vehicle.

Figure 13 Setting up the two-stage suspension of the connecting bolster

Fig. 13 Secondary suspension assembly with connection bolster

Fig. 12 Primary suspension

assembly
Figure 14 Two-stage suspension without connecting bolster
The research directions of primary suspension include: ÿ Active vibration reduction
Fig. 14 Secondary suspension assembly without connection bolster
technology, steel spring and rubber pad stiffness matching research; ÿ The influence of primary

stiffness on the dynamic performance of the bogie and the influence on the strength of the steel The support methods of air springs are divided into two-point support, three-point support

spring; ÿ Steel spring strength design and anti-fatigue and four-point support[38] . European countries generally adopt two-point support or three-point

manufacturing technology support mode, but anti-roll torsion bars must be installed; Japan adopts a four-point support mode.

research. 2) Secondary suspension The secondary suspension device is set between the Under the conditions that the air spring span is large enough and the operating speed is not too

bogie and the car body to buffer and attenuate the vibration between the frame and the car body, high, it is allowed not to install anti-roll torsion bars. When the air spring adopts two-point support,

and to transmit the vertical force, longitudinal force (traction and braking force) and lateral force the two air springs on the same bogie are controlled by a height valve. It has the advantages of

between the car body and the bogie. It usually includes spring components, shock absorbers, lateral simple structure and low manufacturing and maintenance costs. It can prevent the vehicle body

buffer devices, anti-roll torsion bar components and traction devices. The secondary suspension from tilting in the event of damage, so that the vehicle will not be inflated or exhausted when passing

spring has gone through the development process of laminated leaf springs, steel springs and air springs, andthrough
the air aspring
curve.is Itused.
can suppress the high-frequency excitation of the track to a certain extent, but
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This method has high requirements for the anti-roll torsion bar, and it is relatively difficult to adjust

when the vehicle is completed. When the air spring adopts four-point support, each height valve

controls one air spring, and a differential pressure valve is set between the two air springs of each

bogie. The structure is relatively complex, but this method can provide the vehicle with anti-roll stiffness

and facilitate the adjustment of landing. The research directions of the secondary suspension include:

ÿ Active lateral control technology based on lateral shock absorbers; ÿ The influence of dynamic

stiffness and dynamic damping of anti-snaking shock absorbers on vehicle performance, and the

influence of anti-roll torsion bar stiffness on crosswind overturning; ÿ Research on air spring stiffness

and damping characteristics under different external load excitations; ÿ The influence of secondary

suspension parameter matching on vehicle stability and comfort.

Figure 16 Hanger drive system

2.5 Drive system The EMU Fig. 16 Driving system with motor mounted on the hanging

drive system includes traction motor, coupling and wheelset gearbox. According to the
bracket

suspension position of the traction motor, it can be divided into axle suspension, body suspension and

frame suspension drive systems [39] . In the

axle suspension drive system, most of the mass of the traction motor is unsprung mass,

which is generally used in low-speed EMUs. In the body suspension drive system, the traction motor is

suspended on the car body, and the traction and braking force between the traction motor and the

wheelset gearbox are transmitted through the universal joint. However, due to the mass and size of

the universal joint, the critical speed of the universal joint is low, so the maximum operating speed of

the train is limited. The current CRH5 EMU adopts the body suspension drive system, and the system

composition is shown in Figure 15. In the frame suspension drive system, the traction motor is installed

on the frame, and the traction and braking force between the traction motor and the wheelset gearbox

Figure 17 Elastic suspension drive system

are transmitted through the coupling. According to the installation structure of the traction motor and
Fig. 17 Driving system with motor mounted on the bogie via rubber joint
the frame, the frame suspension drive system is divided into hanger type, elastic frame suspension

and rigid frame suspension, specifically:

ÿ Rigid frame suspension: The traction motor is directly mounted on the frame with bolts, as

shown in Figure 18. Its advantages are small coupling displacement requirements, compact drive

system structure, and increased motor size and power, but higher requirements for frame strength.

Fig. 15 Driving system with motor mounted on

the vehicle body

ÿ Hanger type: The traction motor is rigidly connected to the hanger, and then the motor Figure 18 Rigid frame suspension drive system

hanger is connected to the frame with a leaf spring to achieve the decoupling of the two traction motors Fig. 18 Driving system with motor rigidly mounted on the bogie

from the frame. This method is the suspension method of the traction motors of the CW300D and

CW400D bogies, and the system is shown in Figure 16. ÿ Elastic frame The research directions of the drive system include: ÿ Research on the structural layout and

suspension type: The traction motors are connected to the frame through rubber nodes, and kinematic posture of the drive system, analyze the transmission relationship of force and torque

the decoupling of the two motors from the frame is achieved by optimizing the stiffness of the rubber between components, and the motion space posture under various working conditions, and improve

nodes. The CW350D and CW351D bogies use this method, as shown in Figure 17. Bombardier's the stability and reliability of the transmission of each component; ÿ Improve traction power performance,

CRH1 and CRH380D EMU bogies also use this connection method. optimize motor control and adhesion control strategies, study AC transmission control technology,

achieve stable motor power output, improve the power-to-weight ratio of traction motors, and develop high-power,
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 23

3. Improve the load-bearing capacity, displacement capacity and critical speed of the coupling and Since the EMU was put into use, many mechanical and electrical failures have occurred in the

universal shaft, and reduce the size and mass; 4. Develop a high-performance, high-reliability, low-mass auxiliary devices during operation, affecting the operation order of the EMU. Therefore, the research

and small-size gearbox; 5. Study the coupling relationship between the dynamic performance of the directions include: comprehensively determining the interface relationship and fastening method between

drive system and the dynamics of the vehicle system; 6. Study the on-board and ground safety detection the auxiliary device and the bogie, reducing the mass while ensuring the function and strength; studying

and monitoring devices of each component of the drive system. the vibration mode of the auxiliary device itself and the mounting bracket to avoid the overlap of the

resonance area between the systems; studying the integration and electromagnetic compatibility issues

of various sensors.

2.6 Basic Braking Basic

braking devices provide braking force to slow down or stop the running vehicle. Basic braking
3 Development and Prospect of Key Bogie Technologies
devices include tread brakes, magnetic rail brakes, wheel disc brakes and axle disc brakes. Parking

brakes are provided according to requirements and equipped with manual release function. The basic
3.1 Lightweight structure design technology

brakes of EMUs are in two forms: wheel disc and axle disc.
Vehicle lightweight design is the most important means to reduce vehicle total energy

Some vehicles are also equipped with tread cleaning devices, as shown in Figure 19. The
consumption and achieve green environmental protection [19,41] . Lightweight design methods for bogie

pneumatic brake caliper unit currently mainly has two types: the traditional brake cylinder structure with
structures such as reducing bogie axle weight, inter-sprung mass and unsprung mass can effectively

a 3-point suspension interface and the compact structure with a 4-point suspension.
reduce wheel-rail interaction force [42] and improve vehicle safety, stability and comfort. 1)

Research on traditional bogie lightweighting Bogie mass

is an important parameter affecting the dynamic performance of the bogie. The mass is divided

into unsprung mass, inter-sprung mass and sprung mass. The operating speed, deadweight and bogie

axle weight of the vehicle are very important technical indicators, which directly affect the mass of the

bogie.

Taking one of the CR300BF EMUs as an example, the vehicle operating speed is 250 km/h,

the curb weight is 54,000 kg, the axle weight is 17 t, and the mass statistics of the various components

of the power bogie are shown in Table 6. The mass ratio of the traditional axle box external power bogie

to the vehicle mass is basically the same as that in Table 6. The power bogie mass accounts for about

35% of the vehicle mass, the unsprung mass of each bogie is about 4.0 t, and the inter-sprung mass is

about 4.4 t. The trailer bogie mass accounts for about 28% of the vehicle mass, the unsprung mass of
(a) Disc brake (b) Disc brake
each bogie is about 3.6 t, and the inter-sprung mass is about 3.0 t. The mass ratio of each part shown in

Figure 19 Foundation brake device Table 6 determines the weight reduction direction for the study of bogie

Fig.19 Foundation brake rigging lightweighting: ÿ Reduce the unsprung mass of the bogie, and carry out research on integral

rolled steel small-diameter wheels, hollow axles, light metal axle boxes, lightweight axle box bearings,
At present, the integration, miniaturization, lightweight and modularization of foundation brakes

compact primary reduction gearboxes, and lightweight axle end equipment [43-44]. ÿ Reduce the mass
are still the technical development direction[40] . Its research directions include: with the goal of reducing

and moment of inertia between the springs, develop lightweight welded steel structural frames, study
the unsprung mass of the bogie, research on new friction materials with high heat melting, lightweight
titanium alloy structural frames, and develop non-metallic structural frames; study the suspension method
and more wear resistance, and the development of high-power integrated foundation brake devices,

of the traction motor, suspend all or part of the mass of the traction motor on the car body, and improve
carbon-ceramic brake discs and aluminum-based brake discs for engineering applications; with the goal

the power-to-weight ratio of the traction motor; study integrated, high-power basic braking devices; try to
of reliability, availability, maintainability and low life cycle cost, research on new foundation brake devices

concentrate the equipment near the center of the bogie to reduce the moment of inertia between the
such as magnetic rail brakes and eddy current brakes.

springs. ÿ The mass on the secondary sprung frame should be classified as a car body weight reduction

category and needs to be considered uniformly during car body design. 2) Research on lightweight

2.7 Auxiliary devices bogies based on new structures and new materials

In order to improve the performance of the whole vehicle, receive line signals, and enhance the

intelligence level of the whole vehicle, many auxiliary equipment are arranged

on the bogie. The wheel flange lubrication device, sand spreading device, stone sweeper, signal Using an axle box built-in bogie to replace the traditional axle box external bogie can achieve

detection device and obstacle detection device are installed at the end of the bogie; the anti-line device, lightweight. At present, the axle box built-in trailer bogie with the highest operating speed is ICE4. The

ground return device, anti-skid speed sensor, ATP and LKJ speed sensor for the train automatic control axle box built-in power bogie is also mainly used in subways and urban rail vehicles with low speed, light

system are installed at the axle end; the lateral instability detection sensor and over-phase detection weight and small axle weight. Assuming the vehicle operating speed is 250 km/h, the axle weight is 17 t,

sensor are installed on the frame; the gearbox ground return device, axle box and gearbox bearing and the vehicle curb weight is 54,000 kg, the mass proportion of each part of the axle box built-in power

temperature sensor, vibration sensor, etc. are also installed on the bogie. bogie designed by CRRC Corporation Limited that can be engineered is shown in Table 6. It can be

seen from Table 6 that

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Compared with the bogie with external axle box, its weight reduction effect is more obvious. However, in order to use The technology is still in the research stage and needs further improvement before it can be applied

the power bogie with internal axle box on the EMU with higher speed, it is necessary to further develop the power-to- in engineering.

weight ratio (target value is 1.2 kW/kg) and the traction bogie with higher power-to-weight ratio (target value is 1.2 kW/kg).

Table 6 Comparison of the mass of various parts of power bogies with external and internal axle boxes

Table 6 Weight comparison of each parts between outboard and inboard power bogie

Axle box external bogie Axle box built-in bogie

system Included Parts
mass/kg % of vehicle mass mass/kg Proportion of vehicle mass/%

Unsprung mass Wheel set axle box, 2/3 gear box, 1/2 steel spring, brake disc, shaft end equipment, etc. 4 070 15.07 3 300 12.20

Frame composition, 1/3 gearbox, 1/2 steel spring, secondary suspension, traction motor, basic brake
Spring mass 4 388 16.25 3 350 12.40
device, tread cleaning device, etc.

Sprung mass Contact bolster, center pin, anti-snaking damper seat, anti-roll torsion bar seat, height valve, etc. 928 3.44 350 1.29

Total bogie mass 9 386 34.76 7 000 25.89

Siemens[45] proposed the “I-beam” frame side beam design concept. Its structural reliability is an important guarantee for the safe operation of high-speed trains [3] . Due

In order to achieve structural weight reduction, as shown in Figure 20. to the impact of wheels and rails, the higher the train speed, the stronger the vibration and the faster

the failure. The structural reliability of bogie components not only affects driving safety, but also

becomes a limiting factor for train speed increase. 1)

Expanding the scope of strength research objects

Strength reliability requires that the main structure and components of the bogie frame are

safe and reliable throughout their respective life cycles, without any failures that affect structural
Figure 20 Siemens "I-beam" bogie
safety, such as fracture, welding, shedding, wear, corrosion, etc. The object of strength reliability
Fig. 20 Siemens bogie with "I" beam
research is the main structure of the bogie and its components. In the early days, due to the

The research directions for achieving weight reduction through new bogie structures include:
backward theoretical simulation analysis methods and limited test equipment, the research objects

increasing frame flexibility, eliminating primary or secondary suspension; lightweight and integrated
of the bogie were limited to the main components such as the frame, wheels, and axles. With the
design of drive system; integrated design of basic brake system, etc. The weight reduction design of
mass use of EMUs and the continuous increase in speed, the scope of components for bogie
bogie components also needs to rely on the improvement of simulation and manufacturing
strength reliability research has gradually expanded, including bolsters, axle boxes, axle box
technology, study the topology optimization of components, optimize components through 3D printing
bearings, gearbox components, swing arms, steel springs, air springs, anti-roll torsion bars, center
manufacturing technology[46] and adopt topology optimization design method to improve the strength
pins and traction rods, shock absorbers, rubber parts, and various hangers. During the research, the
simulation level and strength test
strength analysis and fatigue life evaluation of components should be conducted from three
level. Another way of lightweight design is to reduce the weight of bogies by relying on new
dimensions: finite element simulation analysis, test bench test, and line dynamic stress test. 2)
materials. Changchun Railway Vehicles Co., Ltd. has developed a titanium alloy frame based on the
Construction of simulation-bench-line closed-
CR450 EMU project, and the frame weight has been reduced by about 700 kg. Reference[47]
loop research system The strength analysis and fatigue life evaluation of
introduces the efWING elastic bogie made of carbon fiber reinforced plastic material of Kawasaki
bogie components are usually evaluated from three levels: simulation analysis, bench test,
Heavy Industries, Japan. Its structure is shown in Figure 21.
and line operation test (determination of component stress during operation). Through iterative

cycles, the simulation analysis model, test bench loading method and boundary load, line test

method, and data processing method are continuously revised to form a closed loop of simulation

analysis-bench test-line test, improve the credibility of strength analysis and fatigue life evaluation,

and conduct forward design of the bogie main structure and component structure from the dimension

of strength.

Fig. 21 efWING elastic bogie

The TB/T 1335, UIC 615-4, UIC 515-4 and JIS 4207 standard systems used to guide

structural design and testing are gradually replaced by the EN 13749 standard. The simulation
Research on the application of high-strength and lightweight new materials such as aluminum alloys,
analysis outlines, test bench test outlines and line test outlines compiled by various OEMs and test
magnesium alloys, titanium alloys, and carbon fibers, research on the welding, processing, and manufacturing

units put forward more detailed requirements for load application, boundary constraints and test data
processes of new materials, as well as the strength assessment standards and assessment systems of materials,

collection and processing; the assessment of weld strength is no longer limited to the traditional
will be new topics facing new material weight reduction [48-49] .

Goodman curve and SN curve assessment methods, and has gradually expanded to the use of DVS

3.2 Strength Reliability Technology The 1612, BS 7608,

components of high-speed trains are exposed to random loads for a long time. BS 7910, JIS 4207 and other standards are used for evaluation.
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 25

3) Load spectrum testing and establishment , which leads to increased modal stress in its main structure and components. The corresponding load

The core work of simulation analysis and bench test is to confirm the composition of the basic load spectrum needs to be expanded, that is, the influence of dynamic stiffness and dynamic damping should be

system[50] . The existing international general load specifications UIC 615-4, UIC 515-4, JIS 4207 and EN considered in a wide frequency domain, which makes strength reliability and vehicle system dynamics blend

13749 used to guide frame design and testing do not clearly stipulate the load action mode. The strength together and forms a cross-disciplinary approach. Changchun Railway Vehicles Co., Ltd. analyzed and

evaluation of the frame structure is carried out by combining load conditions[51] . The current international solved the crack failure of the motor hanger of CRH380CL EMU from the two aspects of strength and

specifications cannot guarantee that it has sufficient reliability under operating conditions after completing dynamic performance; many scholars have also explored and tried. Reference [68] established a dynamic

fatigue tests according to the existing load combination conditions, nor can it truly reflect the damage during model of the CRH3 EMU trailer, simulated and analyzed the load spectrum characteristics of the frame

the operation of domestic high-speed EMU lines[52-54] . At the same time, there are differences in under various working conditions, and established the frame load spectrum under different working

manufacturing quality of parts during welding and processing. Therefore, in actual use, some parts may have conditions; Reference [69] used standard load spectrum, load spectrum obtained based on multi-rigid body

premature failure problems. In order to accurately determine the load and improve the reliability of bogie system dynamics simulation and stress spectrum of actual line test to analyze the strength of a trailer bogie

structural strength and fatigue life assessment, the relevant industry team carried out line load testing and and compared the differences between the three load spectra.

load spectrum compilation research[55-58] , proposed the damage consistency criteria that must be followed

3.3 Vehicle system dynamics technology 1) Vehicle

in the establishment of load spectrum[59] , and gave a load spectrum establishment method suitable for

system dynamics system expansion

complex structures. The technical route for studying the structure load spectrum is shown in Figure 22 [60] .

Vehicle system dynamics is a science developed for wheel-rail vehicles based on vibration dynamics

and multi-body system dynamics [70] . With the increase in train speed, the research content has been

further expanded in addition to vehicle system dynamics based on wheel-rail contact dynamics: Reference

[71] studied vehicle-track coupling system dynamics; Reference [72] studied train aerodynamics; Reference

[73] extended the traditional vehicle system dynamics and constructed a large-scale system dynamics of

high-speed trains, forming a large-scale coupled dynamics system of high-speed trains with high-speed

characteristics of vehicle-track wheel-rail coupling, vehicle-air fluid-solid coupling, vehicle pantograph-

contaminant coupling, and electromechanical coupling, as shown in Figure 23. Based on the theoretical

framework of high-speed train coupled large-scale system dynamics, a simulation analysis technology
Fig. 22 Research route of
platform was constructed, the pantograph model, train model and line model were refined, the core algorithm
frame load spectrum
was innovated, and a basic theoretical breakthrough in the development of China's high-speed rail
This study used a high-precision force measuring frame as a sensor to test different line loads,
technology was achieved [74] .
conduct frame force system analysis and load identification, and compile a line load spectrum for finite

element simulation analysis, test bench testing, frame structure improvement, frame life assessment, frame

fault reproduction, etc. This research idea and method has been used to solve many engineering application

failures, such as the cracking of the 209P frame [61] and the insufficient strength of the traction motor hanger

of the CRH3 EMU. The line load spectrum test research has promoted the forward design of bogie structure

reliability in China and established China's international industry position in this direction.

With reference to the research methods and ideas of the frame load spectrum, the strength analysis

and fatigue life assessment of other important parts of the bogie can be carried out. Reference [62] uses the

axle as a sensor to test the line load of the subway vehicle axle, and uses the wave center method to Fig. 23 System-coupled dynamics
compile the load spectrum under typical working conditions to evaluate the structural strength and residual research
fatigue life of the axle; References [63-65] study the line load spectrum of steel springs, swing arms and anti-
framework of HST

roll torsion bars. These attempts and preliminary explorations can be applied to the strength analysis and 2) Dynamic performance evaluation and test specification update The research

fatigue life assessment of other parts of high-speed EMUs. 4) New direction of strength research As train object of vehicle system dynamics is the vehicle of high-speed trains, and the research content is

speeds the running stability, stability and safety of vehicles under straight, curved and turnout conditions. There are

continue to increase, the industry's many foreign standards for vehicle dynamics

understanding of bogie strength goes beyond the traditional scope. A new basic theoretical research testing, including

system and experimental verification system need to be established in the high-cycle fatigue of rotating parts UIC 518ÿUIC 513ÿEN 14363ÿEN 12299ÿJIS E4023ÿ

and the modal stress of bogie suspension parts [66-67] . The intrinsic connection and law between the 49 CFR 213, etc. Each standard has a different focus. Please refer to Table 7 for details.

vibration modal stress and structural stress of bogie components will become an emerging discipline or In 1985, my country first compiled GB/T 5599-1985 "Railway Vehicle Dynamics Performance

research direction. Evaluation and Test Specification"; in 2004, due to the evaluation indicators and limits lagging behind the

As the train speed increases, the wheel-rail dynamic force intensifies, the excitation frequency European standards of the same period, when the EMU technology was introduced, the evaluation indicators

bandwidth increases, the high-frequency components increase, and the bogie dynamic performance deteriorates. and limits of dynamics performance were separately compiled.
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The technical documents for bidding were prepared. In 2008, the former Ministry of Railways The treatment method is clearer. Compared with GB/T 5599-1985, the main changes in the new

issued Document No. 28 of Railway Transport (2008) "High-speed EMU Vehicle Test standard include: ÿ The overturning coefficient index has been deleted, and dynamic stress has

Specifications" for 300 km/h EMUs. In 2019, GB/T 5599-1985 was revised based on actual been used to evaluate structural fatigue; ÿ The data sampling and processing methods,

operating conditions and test experience to form GB/T 5599-2019 "Road Vehicle Dynamics derailment coefficient assessment limits, wheel weight reduction rate assessment limits, wheel

Performance Evaluation and Test Certification Specifications " [75] , which was implemented in axle lateral force assessment limits and other items have been modified; ÿ The content of

July 2020. locomotive dynamics assessment has been added; the lateral stability assessment and comfort

The scope of application of the newly revised standard covers standard gauge index assessment have been added.

locomotives and rolling stock. The assessment indicators and limits are more comprehensive

and clear. The data collection and

Table 7 Summary of dynamic test standards for locomotive and rolling stock
Country or organization Standard standard name main content

UIC 518: 2009 Testing and evaluation of the dynamic performance of railway vehicles - Criteria for the evaluation of passenger vibration comfort in Stability
International Union of Railways
UIC 513: 1994 railway vehicles with a view to safety, running quality and line fatigue and comfort

EN 14363:2016 Railway applications - Acceptance tests for railway vehicle running characteristics - Running performance tests and stationary Stability
Europe
EN 12299:2009 tests Railway applications - Passenger ride comfort - Measurement and evaluation and comfort

Japan HE E4023 Method for measuring vibration characteristics of railway vehicles Comfort

USA 49 CFR 213 Rail safety standards stability

GB/T 5599—2019 Specification for evaluation and test of dynamic performance of rolling stock; Method Stability/ComfortStability/

China TB/T 2360—1993 and standard for test and evaluation of dynamic performance of railway locomotive; ComfortStability/Comfort

Railway Transport [2008] No. 28 Specification for test of complete vehicle of high-speed EMU

3) Vehicle forward design based on dynamics At present, the Due to the complexity of the wheel-rail system, inaccurate boundary load conditions, strong

wheel-rail relationship, bow-net relationship, fluid-solid coupling and electromechanical nonlinearity of actual vehicle parameters, and simplification of the model, few problems are

coupling studied in vehicle system dynamics mainly focus on the analysis of external influencing exposed in the vehicle simulation analysis, bench test and line type test stages. Most of the

factors of the vehicle system. In the dynamics research of various systems inside the vehicle, vehicle dynamics performance deterioration failures occur during passenger operation, especially

there are still many theoretical studies and few guidance for engineering applications. Related in the later stages of wheel wear, such as vehicle shaking and swaying, frame lateral instability

studies have given performance parameters (stiffness and damping) of certain suspension alarm, body vibration, and excessive noise inside the vehicle.

components, but the parameters cannot be realized in actual production; In terms of structural Dynamic simulation analysis and experimental research have solved many EMU

position parameters (connection point position coordinates, structural center, center of gravity, operation faults, such as the lateral instability alarm fault of CRH380B EMU. Through internal

torque and moment of inertia, etc.), these studies have given few suggestions. In actual research cause analysis, a new set of dynamic parameters characterized by LMB-10 wheel tread was

and development, structural design is mostly carried out first, and then suspension parameters proposed; through external cause analysis, a new profile 60N for track rail grinding was proposed.

are optimized. At present, the role of vehicle system dynamics simulation analysis is mainly to At present, CRH380B EMU adopts two sets of dynamic parameters characterized by two tread

predict vehicle dynamics performance, optimize dynamic suspension parameters, reproduce and types, and the lateral instability alarm fault has been solved. With the deepening of vehicle

analyze vehicle dynamics failures, and forward guidance for the design of various vehicle system dynamics research, the frequency range of vehicle shaking, jitter, anti-snaking shock

systems has not yet been achieved. Therefore, vehicle dynamics design should be combined absorber failure, specific thresholds for early warning and alarm have been preliminarily

with vehicle structural design, and forward design of vehicle system structures and parameters
determined, and corresponding solutions have been formulated.

should be carried out around the internal and external influencing

factors of the vehicle system, with the focus on: ÿ Overall vehicle design: marshaling

method, dynamic trailer layout and dynamic trailer ratio, car body section design, mass 3.4 Intelligent Design Technology The

distribution and moment of inertia design, car end connection design (coupler and buffer device, development of the Internet of Things, big data, and artificial intelligence technologies has promoted the

windshield and workshop shock absorber), etc.; ÿ Car body design: car body and construction and development of intelligent high-speed rail. Creating a safer, more reliable, economical, efficient,

locomotive size, cross-sectional shape, load- warm and comfortable, convenient, fast, energy-saving and environmentally friendly intelligent high-speed rail

bearing method, mass, mode and vibration type, etc.; ÿ Traction braking design: traction system will become the future trend of China's high-speed rail and even the world's high-speed rail development

power performance characteristic curve, traction braking [76] . The intelligent high-speed rail system is a complex and large-scale information-physical system engineering.

acceleration and deceleration control curve, etc.; ÿ Bogie design: frame structure, Based on the analysis of the design methods and research ideas of the intelligent system framework at home and

suspension structure and parameters, wheelset structure and tread type, traction device and abroad, industry-related scholars have planned the intelligent high-speed rail system architecture in China, combined

parameters, drive with the connotation and characteristics of China's intelligent high-speed rail, drawn an overall blueprint, clarified the

system structure and parameters, etc. Vehicle system dynamics research includes four system composition, determined the functional modules and the protocols and interfaces for communication and

coordination between modules, and provided research and development guidance for 15 application systems of intelligent high-speed rail.
aspects: simulation analysis, bench test, line test and line long-term service performance tracking test. Because
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 27

The project provided guidance for the development of intelligent railways[77-79] and carried out engineering practice on the Beijing- The flaw detection module of ultrasonic and conventional ultrasonic multi-probe combined array flaw detection technology is

Zhangjiakou High-Speed Railway and the Beijing-Xiong'an High-Speed Railway [80]. In the future, China's high-speed railways should used to realize the flaw detection of wheels.

promote technological and management innovation in intelligent construction, intelligent equipment, intelligent operation, intelligent Table 8 Summary of ground safety monitoring equipment

maintenance and repair, and intelligent services, and comprehensively improve the level of intelligent railways in China[81] .
Table 8 Summary of ground safety monitoring equipment
Intelligent EMU is one of the on-site subsystems of railway intelligent equipment [77] . The intelligence of bogies is
name Function Introduction

mainly used to improve the safety of trains and provide information support for intelligent railways. Bogie intelligence
Installed on the line where the train passes, it uses optical imaging and imaging contrast technology to
TED
technology includes: ÿ Research on high-speed bogie safety-related simulation models, variable detection methods and detect deformation, looseness, foreign body intrusion, missing and other faults of running parts.

online evaluation technology of operating status to achieve basic support at the theoretical level; ÿ Develop real-time Installed on the line where the train passes, it uses trackside acoustic diagnosis technology to automatically detect
THEN
monitoring, adjustment and control devices for high-speed bogie operating status to achieve software development and Measure the faults of the outer ring, inner ring and rolling element of the axle box bearing

Installed on the train route, it tests the impact between the wheel and the rail, and realizes dynamic
hardware manufacturing at the engineering application level. The current status and development direction of bogie
TPDS
monitoring of wheel polygonization and wheel diameter jump.
intelligence include: ÿ On-board monitoring and diagnosis technology for operational safety and comfort. Guided by vehicle

Installed on the train route, it uses infrared thermal imaging and infrared detection technology to
safety, THDS
Automatically detect the temperature of key components in the running area

develop fault detection, diagnosis and alarm systems[82] , analyze fault

Installed on the train route or in the maintenance depot, it uses optical section image measurement
characteristics of important components and fault-prone components of bogies, determine fault characteristic quantities, and
LY technology to automatically detect the wheelset dimensions, wheel scratches and peeling conditions; in addition,

select
By adding a flaw detection module, the wheel flaw detection can be realized

appropriate sensors to achieve fault detection, diagnosis and alarm functions. Fault detection equipment includes

three parts: sensors, data acquisition and processing systems and terminal equipment. The data acquisition and processing ÿ Fault prediction and health management (PHM) technology for bogie maintenance. In the 1980s, the United States first

system is the core of the entire detection system[83-84] and contains high-performance processors, data acquisition modules, proposed

power conversion modules, bus modules, storage modules, etc. Sensor types include: stress (strain), torque, displacement, the concept of prediction and health management (PHM) and applied it to the engine monitoring of the Hornet

acceleration, temperature, frequency, oil sample and image, etc. At present, frame lateral instability monitoring and F404 fighter in 1982 [87] . Later, the application of railway vehicles was to pick up system status information through

temperature detection devices for axle box bearings and gearbox bearings have been applied in batches, and vibration ÿ advanced sensor technology, use intelligent algorithms to analyze system status and perform fault diagnosis and prediction,

monitoring and stress (strain) monitoring are in the research stage. With vehicle comfort as the guide, a dynamic performance and put forward maintenance suggestions to support user decision-making [88-89] .

tracking and evaluation and parameter adjustment system is developed to enable the bogie to have the function of

automatically identifying line conditions and actively adjusting bogie parameters (such as positioning node stiffness, air

spring stiffness, shock absorber stiffness and damping, etc.), so as to achieve real-time adjustment of suspension

characteristics according to line excitation to obtain better vehicle dynamic performance. In terms of vehicle stability and At present, the maintenance and management of EMUs is carried out through regular preventive maintenance[90] .

comfort monitoring, the determination of its threshold is not universal yet, so it is also in the The ultimate goal of adopting the PHM system is to grasp the performance change trend and safety and reliability trend of

research stage. ÿ Ground monitoring and diagnostic technology for safe operation. components, determine the reliability and life cycle of components, study digital maintenance technology, realize the

transformation from preventive maintenance to condition maintenance, reduce the maintenance cost of the entire life cycle,

and form a condition maintenance system based on "multi-dimensional condition assessment and prediction and prevention

under economic benefit constraints". In 2016, the former China Railway Corporation established the "EMU Health

Management and Operation and Maintenance Decision System Research" project to conduct experiments and research.

However, many studies and engineering implementations are still at the level of theoretical discussion, framework and

management platform construction. There are not many studies on the reform of maintenance schedule and system, the

realization of true condition maintenance, and effective savings in maintenance costs[91] . At the same time, the system

To ensure the safety of EMUs, the existing 5T detection equipment (THDS TCDS) is optimized and upgraded for also involves the transformation of management concepts and work functions. There is a technical overlap between the PHM

monitoring and diagnosis of running parts, and then installed along the high- , TFDS , THEN ,
TPÿ system and the safety monitoring system of the bogie. The variables studied by the two are the same, including vibration

DS , speed railway line. At the same time, new equipment (such as TEDS[85] and LY[86] equipment) is developed for acceleration, noise, stress (strain), and temperature; the research

monitoring along the high-speed railway line or in-depot diagnosis and maintenance. The ground safety monitoring equipment path is the same, both of which are to analyze the mapping relationship through simulation and actual measurement

of EMUs is shown in Table 8. At present, the TEDS automatic identification system still has problems such as high false research. How to unify fault models and algorithms, realize data fusion and sharing, and reduce the number and types of

alarm rate, low accuracy, and inaccurate sensors will be the focus of future research.

fault model. It is necessary to establish a fault image database, unify data collection standards, and formulate

standard data formats and rules to further improve timeliness and accuracy. The TADS bearing fault detection device realizes

line networking detection and hierarchical alarm management, with an accuracy rate of more than 95%. The LY equipment

also needs to improve its accuracy, increase the judgment of the equivalent taper of the wheelset and the polygonization of In short, the intelligentization of EMU bogies is centered around the strength, safety, reliability, dynamic stability,

the wheels, and install a phased array ultra-high precision bearing fault detection system. safety and stability of components. Vehicle strength reliability theory and vehicle system dynamics are the basis of EMU

intelligence. Only with basic theory, sensor technology, testing and data processing can the intelligentization of EMUs be

realized.
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28 March 2023

Only by developing and innovating management technologies together can we accelerate the transformation Design, manufacture, inspection, testing and certification of parts and components. The interim technical

of EMU from intelligent to smart. In addition, bogie intelligence is only a part of railway intelligence. The conditions related to bogies are shown in Table 10.

research on railway intelligence and train intelligence should carry out top-level architecture design, and Table 10 Technical requirements for bogie components

comprehensively plan the functions and interfaces, transmission and storage, models and algorithms,
Table 10 Technical specifications of bogie parts
hardware installation, data format, human-machine interface, maintenance operations, etc. between various
standard encdoing Technical Condition Name
systems and components.
TJ/CL 275 Interim Technical Requirements for EMU Wheels

TJ/CL 276 Interim Technical Requirements for EMU Axles

3.5 Experimental testing technology
TJ/CL 277 Interim technical requirements for gearbox components of EMUs

Since the 1980s, Chinese high-speed rail researchers have carried out basic research on vehicle
TJ/CL 278 Interim technical requirements for anti-roll torsion bars of

system dynamics, train aerodynamics, wheel-rail relationship, pantograph relationship and fluid-solid
TJ/CL 279 EMUs Interim technical requirements for air springs of EMUs

relationship, and gradually established an experimental research platform, forming the basic theoretical TJ/CL 280 Interim technical requirements for EMU coupling (drum gear)

system and experimental system of China's high-speed rail, supporting the independent innovation of TJ/CL 281 Interim Technical Conditions for EMU Wheelset

China's high-speed rail, and achieving important breakthroughs in technology, theory and experiment [74] . TJ/CL 282 Composition Interim Technical Conditions for EMU Traction Rod Composition

TJ/CL 283 Interim technical requirements for universal joint shafts of EMUs
Basic theoretical research and experimental testing research are the foundation of EMU technology

TJ/CL 284 Interim technical requirements for hydraulic shock absorbers of

innovation, and the technological development of EMU has also promoted the progress of basic theory and
TJ/CL 285 EMUs Interim technical requirements for axle box springs of EMUs
experimental testing technology. Experimental testing technology is not only a necessary step in forward
TJ/CL 286 Interim technical requirements for axle boxes and end covers of EMUs
design, but also an important means to analyze faults and confirm solutions. 1) Test bench test ÿ Test
TJ/CL 287 Interim technical requirements for axlebox bearings of

bench type test. Test bench tests can be divided into routine
TJ/CL 288 EMUs Interim technical requirements for bogies of EMUs

tests, type tests and research tests

TJ/CL 289 Interim technical requirements for the composition of EMU bogie frames

according to their types, and can be TJ/CL 290 Interim technical requirements for axle box positioning nodes of EMUs

divided into strength tests and dynamic tests according to their contents. During the technology
ÿ Research test on test bench. Test is the
introduction and innovation absorption phases, CRH1, CRH3 and CRH5 EMUs were tested in accordance
best means to study the strength of vehicle components and vehicle system dynamics. Research
with UIC and EN standards, as shown in Table 9. CRH2 EMUs were tested in accordance with the
test on test bench mainly includes two aspects: First, the main purpose of research test on operational fault
Japanese JIS series of industrial standards. The tests were mainly conducted on components that affect
is to reproduce fault on test bench, find the root cause of fault and determine the solution; Second, to
safety, such as the frame, wheels, axles, bearings and steel springs. Table 9 Test bench type test
conduct engineering verification of new theories, new products and new technologies, master the law

through scientific exploration and improve technical capabilities. There is no ready-made test standard and

judgment basis for research test. The formulation of test outline needs to consider the actual line load and

boundary conditions, the selection of fault characteristic parameters, testing and data processing, and
Table 9 Type test on bench
shorten the test cycle through strengthening test. At present, the relevant tests are shown in Table 11. The
Classification Test Name According to the standard
implementation of research test solves many operational faults, such as wheel polygonization, insufficient

Research test * ÿ

dynamics Vehicle rolling test strength of motor hanger and brake system hanger,
Refer to TB/T 3115—2005
etc. Figure 24 shows the bogie parameter test bench, which plays a great role in analyzing,
Static strength and fatigue strength
UIC 615-4/UIC 515-4/EN 13749
predicting and reproducing line faults, verifying basic theories and improving the accuracy of simulation
test of the frame

analysis. 2) Line test ÿ Line type test. It is difficult to organize line test, so line test is more of a line type
Wheel static strength and
EN 13262
fatigue strength test test with the whole train as the research object, and the test content includes traction performance, braking
strength
Axle static strength and fatigue performance, dynamic
EN 13261
strength test
performance, pantograph current

Axle box bearing bench test EN 12082

collection performance,

Steel spring fatigue test EN 13906

aerodynamics, high-voltage insulation, grid-side harmonics, weighing limit, etc. The test directly

Note: * During the technology introduction stage, the rolling vibration test is a research test and is not used as a type test or verification test. related to the bogie is the dynamic performance test, which is divided into circular track test and main line

Collection standards.
type test. According to the relevant standards such as Railway Transport [2008] No. 28 "High-speed EMU

In the independent innovation stage, based on the innovation of basic theories, drawing on Whole Vehicle Test Specification", IEC 61133: 2006 "Railway Facilities-Railway Vehicles-Whole Vehicle

domestic and foreign standards and combining China's actual application experience, we formulated Tests before Assembly and Operation", GB/T 5599-2019 "Locomotive and Rolling Stock Dynamic

national standards, railway industry standards, enterprise standards and normative documents, and Performance Evaluation and Test Evaluation Specification", a test outline is compiled and the environmental

established a technical standard system for China's high-speed EMUs[92] . The Interim Technical test is carried out.

Conditions for TJ/CL Series EMU Parts formulated by China Railway Corporation clarified the technical

requirements, inspection methods, inspection rules, marking, packaging, transportation and storage

requirements of parts, and clearly defined routine tests and type tests, which were used to guide the construction of China's high-speed EMUs.
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season2 Li Qiuze, Shan Wei, Zhang Yingchun, Yang Guangxue, Liang Shulin: Development and prospects of bogie technology for China's high-speed EMUs 29

Table 11 Test bench research test Table 12 Main line type tests of China's EMUs

Table 11 Investigation test on bench Table 12 Main on-line type tests of China's EMU
Classification Test bench and main research contents
Speed level/
years Test circuit Model
ÿ Vehicle rolling vibration test bench: study the snaking motion stability, critical speed of instability, (km·h-1 )

vehicle stability and comfort, study the vibration characteristics of the suspension system, the natural 2006 CRH1A/CRH2A/CRH5A 200~250
Jiaoji Line Beijing-

frequency of vibration transmission law, carry out sweep frequency excitation test, simulate line
2008 Tianjin Line CRH2C (first stage)/CRH3C 300~350
excitation track spectrum excitation test
2009 Wuhan-Guangzhou Line CRH3C /CRH380BL 300~350

ÿ Wheel-rail test bench: study the wheel-rail relationship and wheelset fatigue reliability, and conduct
2009 Zhengxi Line CRH2C (Phase 2) 300~350
wheel-rail friction and wear tests
2010 Beijing-Shanghai Line Pilot Section CRH380A/AL, CRH380B/BL 300~350

ÿTrain-track coupling relationship test bench[72] : This is to study the comprehensive performance of track
2012 Harbin-Dalian Line, CRH380BG 300~350
displacement, stiffness, damping, etc. by focusing on the strength, life and dynamic characteristics of track
2014 Lanzhou-Xinjiang CRH5G 200~250
components (fasteners, sleepers, track slabs).
dynamics
2015 Line, Daxi Line, CR400AF/CR400BF 300~350
ÿ Wheelset high-frequency excitation vibration test bench [72] : to study the vibration, fatigue reliability
2016 Zhengzhou-Xuzhou Line CR400AF/CR400BF 300~350
and structural stress response of wheelsets under high-frequency excitation; to study wheel polygonization,
2019 Chenggui Line CR300AF/CR300BF 250
wheelset peeling, abrasion and other flat scars, and shaft end mounting fasteners, brake disc bolts, etc.

ÿ Suspension component test: study static and dynamic stiffness and damping characteristics, air Table 13 Bogie line type test items
springs, shock absorbers, rubber nodes, and steel spring stiffness, etc.
Table 13 Items bogie on-line type test list
ÿ Bogie parameter test bench: study the suspension system stiffness, damping ratio, damping
Test items Evaluation indicators Limits
coefficient, as well as the turning moment, friction moment, turning stiffness and vehicle compliance

coefficient; carry out wheel load reduction test, interference inspection, vibration mode and other research Axle lateral force 49.54~53.55 kN

Operation stability Derailment coefficient Q/ 0.8

ÿ Carry out strength, stiffness and fatigue tests on torsion bar components and universal shafts

ÿ Carry out axle line load spectrum test calibration test P wheel load reduction rate ÿP/P The continuous load reduction peak value shall not exceed 0.80

ÿ Carry out ground return wear and performance tests ÿ Filter at 0.5~10 Hz, no more than 6 consecutive
Lateral stability Lateral acceleration of the frame
strength Carry out wheelset composition test bench tests peaks reaching or exceeding 8 m/s2 are allowed

ÿ Carry out modal testing Lateral acceleration of vehicle Filtered at 0.5~40 Hz, ÿ2.5 m/s2
Operation quality
ÿ Carry out key mechanical parameter tests on Vertical acceleration of vehicle Filtered at 0.5~40 Hz, ÿ2.5 m/s2

bearings ÿ Carry out drive system tests

Horizontal stability index Passenger room: ÿ2.5, driver's room: ÿ2.75

Vertical stability index Passenger room: ÿ2.5, driver's room: ÿ2.75

Running stability

Passenger room:
Comfort index
ÿ2.0 Driver room: ÿ3

ÿ Tracking research on long-term service performance of

lines. In order to deeply study the changing rules of the dynamic performance of EMUs

under operating conditions and the strength reliability of important components with the increase of

operating time (mileage) and ensure the safe and reliable operation of EMUs, long-term service

tracking test research is carried out on new EMUs or newly opened lines. This test is a research

test, and there are no ready-made test specifications and judgment standards. The test tracking

mileage is 600,000 km, 1.2 million km and 2.4 million km.

Fig. 24 Bogie parameter kmÿ

test bench The long-term line service performance tracking test uses the EMU operation time (or

The scientific research tests carried out also include: bogie load characteristic test, important operating mileage) as the horizontal axis to study the relationship between the ambient temperature,

component stress test, suspension scheme performance comparison test, bogie component failure line status, wheel-rail tread wear status and vehicle performance changes, and master the change

simulation test, etc. law and evolution process of the vehicle dynamics performance; track the changes in the vibration

Line type tests and the research tests carried out on them have promoted the technological acceleration of the wheelset, frame, gearbox, traction motor and car body, study the vibration

progress, speed improvement and iterative development of new models of China's EMUs. In transmission law of the vehicle suspension system, and study the vibration reduction effect of the

particular, the independently innovated CR400AF/BF EMUs have carried out high-speed vibration reduction components; track the dynamic stress changes of important components, study

comprehensive tests for about 7 months on the "Datong-Xi'an" high-speed test line. The main line the strength of bogie components, and carry out fatigue life assessment. The content of the long-

type tests for EMUs carried out in China in recent years are shown in Table 12. The test items, term line service performance tracking test related to the bogie is shown in Table 14.

evaluation indicators and limits The long-term service performance tracking research of the line provides data support for

related to bogies in the line type test of EMUs are shown in Table 13. the analysis and solution of existing EMU operation failures and the design of the structure and

parameters of new EMU bogies; it also provides data for simulation analysis and bench test research.
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30 March 2023

It also provides data support for the operation and maintenance of EMUs, the formulation of scientific and The differences in the number of Chinese high-speed EMUs in operation, operating mileage and

reasonable maintenance cycles, and the reduction of operation and maintenance costs and life cycle costs. operating environment have provided a large amount of application data and actual cases for the inspection

At the same time, this strategy of conducting experimental research on the long-term service performance of and maintenance technology of EMU bogies. The next step will be to carry out basic theoretical innovation

high-speed rail lines also provides data support for the development of China's EMU technology and core and engineering application technology innovation around the inspection and maintenance of EMU bogies,

technology innovation. establish a technical system for the operation and maintenance of Chinese high-speed EMUs, reduce the

Table 14 Contents of long-term line service performance tracking test maintenance cost of EMUs throughout their life cycle while ensuring safety, reliability, stability and comfort,

improve the comprehensive economic benefits of EMUs, enhance the technical level of EMU bogie products,
Table 14 Test content of long-term on-line service performance
tracking and promote the innovative development of China's high-speed rail equipment technology and operation and

maintenance technology.
Serial number Test and research content

Wheel shape: tread and rim wear shape, wear amount and wear rate, wheel roundness, wheel polygonization, wheel hardness
1
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