Braking beyond wheel adhesion
Roof panels add aerodynamic drag, while an experimental linear device brings coils close to the rail to produce electromagnetic retardation. Both were investigated for faster emergency stopping.
新幹線
Experimental train. The two ends have different noses.
E956 ALFA-X · test specification, 2020
| 編組 | 10 motor cars · 10M |
|---|---|
| 電源 | 25 kV AC · 50 Hz only |
| 牽引控制 | VVVF inverter |
| 煞車裝置 | Regenerative + electrically commanded air braking |
| 車體控制 | 2° air-spring tilt; full-active control throughout |
| 設計溫度範圍 | −30°C to +40°C design specification |
| 試驗速度性能 | Approximately 400 km/h test capability |
E956 experimental platform · JR East 2019/2020 development account
| Powered formation | 10 cars · all powered |
|---|---|
| Test capability / research target | About 400 km/h test capability; research for 360 km/h service |
| Cold design condition | −30 °C |
| Traction switching | SiC devices for efficient, compact high-output equipment |
| Maximum experimental tilt | 2° |
| Condition monitoring | Vibration and temperature sensors on bogie frames and axleboxes |
Roof panels add aerodynamic drag, while an experimental linear device brings coils close to the rail to produce electromagnetic retardation. Both were investigated for faster emergency stopping.
加熱式車底面板及轉向架周圍重新設計的形狀,用於應對積雪附著和含雪氣流。這些屬於2020年技術報告介紹的試驗性措施。
原創側面示意圖。為方便比較,兩端皆朝左。長度比例為16:22,曲線與高度經過簡化。
1號車保留了與E5相近的車內空間。10號車的車頭明顯更長,駕駛室更高,車頭上部輪廓更平緩。JR東日本比較這兩種形狀,以減小進入隧道時產生的壓力波。
JR東日本 · ALFA-X 編成デザイン · 2019-03-15 · トラベル Watch · 10号車側面・運転台 · 2019-02-10 · 鉄道ファン · 10号車の構体 · 2019-02-08 · 2026-11-07On ALFA-X the windows are part of the experiment. JR East designed cars with different window sizes, including a windowless section, to study the car structure and cabin environment. Instruments travel throughout the formation.
JR東日本 · 新幹線の試験車両ALFA-X · 別紙「編成デザイン」 ·啟用年份 · 2019 試験 / trials
查核日期 2026-11-07