Tygl1 Gm01 Tsx Ers Rk02 a 期中設計轉向架技術資料

桃園市政府捷運工程局
桃園捷運綠線 GM01 標機電系統統包工程

Taoyuan Rapid Transit Green Line GM01
E&M System Turnkey Project
車輛系統 RST System
期中設計轉向架技術資料
Technical Description of Bogie for DDR
文件編號：TYGL1-GM01-TSX-ERS-RK02 版次 A
提送日期：中華民國一一○年七月十三日
桃園都會區大眾捷運系統航空城捷運線 GM01 標機電系統統包工程
符合性檢查對照表 Conformity Cross Reference List
文件名稱: 期中設計轉向架技術資料檢核日期: 110/07/13

Document Title Technical Description of Bogie for DDR Date
文件版次 Version: A
符合與否
對應文件章節
項次參考文件/章節需求內容說明 Applicable 備註
Corresponding
Item Section Description 是是 Remark
Section
Yes Yes
1 ER2_2.11.(1).A.a A. 概述 General Refer to v
Appendix G
a.轉向架之設計與製造應使其在正常環境 No.1
下，能連續使用 30 年而無需對轉向架框進行
重大之重造、修理或補強工作。廠商應提供 P G-2
相關之理論依據，並以過去之設計及經驗來
佐證其設計之適當性。
The bogies shall be designed and constructed to
continue in service, given normal usage, for at
least 30 years, without major rebuilding, repair,
or strengthening of the bogie frame structural
members. The Contractor shall provide
theoretical evidence to support his design and,
by reference to previous design and experience,
its suitability.
2 ER2_2.11.(1).A.b b.轉向架之設計與製造應使其零組件具有最 2.2 v
2.3
大之互換性。同一類型之轉向架應具有互換
性。轉向架之設計應儘可能減少因牽引力、
P 2-3~9
煞車力或動態懸吊力等所產生之輪重轉移效
應(Weight Transfer Effect)。
Bogies shall be designed and manufactured to

have as many items as possible to be
interchangeable between bogies. Bogies of the
same type shall be interchangeable with each
other. Bogies shall be designed such that the
weight transfer effect shall be as small as
possible whether due to traction, braking, or
dynamic suspension forces.
3 ER2_2.11.(1).A.c c.所有轉向架框架均應進行目視及磁粉探傷檢 2.3 v
查。每 10 座框架應有一座接受放射線探傷檢
本文件著作人為德商西門孖股份有限公司/中華工程股份有限公司/韓商現代樂鐵股份有限公司共同承攬
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A 2021/7/13
符合與否
對應文件章節
Corresponding
Section
Yes Yes
查或全框架之超音波探傷檢查，相關檢查程 Refer to
Appendix G
序與報告應提送業主審核。 No.3
All Bogie frames shall be inspected by visual and
magnetic particle methods. Every 10 frames P 2-6~9
shall have a radiographic inspection or a full P G-2
frame ultrasonic inspection. The relevant

inspection procedures and report shall be
submitted to the Employer for approval.
4 ER2_2.11.(1).B.a B. 懸吊特性 Suspension characteristics Refer to v
Appendix G
a. 在任何列車操作速度下，所有懸吊元件應 No.4
避免共振，並將車體震盪(低頻高振幅)及振動
(高頻低振幅)降至最低。懸吊系統之設計，應 P G-2
能使車輛在加速至最大操作速度期間，其轉
向架或車體均不得產生不穩定震盪。廠商應
提送相關之分析資料予業主審核。
At all train operating speeds, all suspension
elements shall avoid resonance and minimize
vehicle vibration (low frequency high amplitude)
and vibration (high frequency low amplitude).
The suspension system shall be so designed that
the bogie or the carbody is not subject to
unstable oscillations during the acceleration to
the maximum operating speed. The Contractor
shall submit the relevant analytical information
to the Employer for approval.
5 ER2_2.11.(1).B.b b. 在車輪完全磨耗、最大常風風速 30m/s 以 Refer to v
Appendix G
及正常軌道狀況下，列車以任何速度行駛 No.5
時，其任何部位均不得超出廠商所設計之動
態包絡線。 P G-3
No part of the car, under any operational speed,
shall infringe the dynamic envelope under
conditions of fully worn wheels and steady wind
speeds up to 30m/s.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
6 ER2_2.11.(1).B.c c.當下列任一種異常狀況與本規範第 Refer to v
Appendix G
2.11(1).B.b 節所規定之各種正常列車及軌道 No.6
狀況同時發生時，仍應滿足該節之相關規
定： P G-3
(a) 任一一次懸吊彈簧崩塌。
(b) 任一組合之空氣彈簧洩氣。
(c) 最大陣風風速達 35m/s。
When any of the following abnormal conditions
coincides with the normal conditions of the
train and track as specified in Section
2.11 (1).B.b of this Code, the relevant provisions
of that section shall be met:
(a) Any one primary spring element failed and
collapsed;
(b) Any combination of air springs deflated;
(c) Wind forces gusting up to 35m/s.
7 ER2_2.11.(1).B.d d.廠商應於設計階段將本規範第 2.11(1).B.b 及 Refer to v

Appendix G
2.11(1).B.c 節所述每一種情況下之車輛極端位 No.7
置(含車底設備)，以及轉向架(含其所載裝設
備)包絡線等之三視圖送業主審查。
P G-3
Drawings showing car extreme positions
(including under floor equipment) for each of
above conditions (Refer to 2.11.(1 ).B.b and
2.11.(1 ).B.c) and a bogie mounted equipment
envelope (including loaded equipment) in
relation to the car in 3 planes are required to be
reviewed by the Employer at the stage of design.
8 ER2_2.11.(1).B.e e.廠商應特別注意如何限制車體之側搖(Roll)。 Refer to v

Appendix G
最大側搖發生時，車輛仍不得超出動態包絡 No.8
線。
Particular attention shall be given to the
limitation of carbody roll. P G-3
Under the most extreme roll, car shall not

violate the dynamic envelope.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
9 ER2_2.11.(1).C 轉向架懸吊系統應配合車體設計，使車輛在具 Refer to v
Appendix G
有超高梯度(Cant Gradients)之彎道上仍可安 No.9
全、順利行駛。本項需求應以分析及測試加以
驗證。在配合實際軌道超高梯度及 AW0 載重
P G-4
條件下，車輪荷重減少量之最大限值為： a.
車輛正常行駛狀況時：DQ/Q=0.55 b. 一個轉向
架之空氣彈簧全部洩氣時：DQ/Q=0.60 c. 全部
空氣彈簧皆洩氣時： DQ/Q=0.65 其中，Q：平
直軌上靜止車輛的車輪標稱垂直荷重。 DQ：
由於軌道超高梯度引起的車輪垂直荷重減少
量。
Wheel Loads and Cant Gradients
The bogie suspension system shall be designed in
such a way that the vehicle can travel safely and
smoothly on curves with Cant Gradients.
This requirement shall be verified by analysis and
testing. With the actual track cant gradient and
AWO load conditions, the wheel load
reduction of the maximum limit:
a. A car in normal running condition:
DQ/Q = 0.55
b. All air springs on one bogie deflated:
DQ/Q =0.60
c. All air springs deflated:
DQ/Q =0.60
Where
Q: Nominal vertical wheel load with vehicle
standing on straight and level track
DQ: Reduction in vertical wheel load due to
track cant gradient.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
10 ER2_2.11.(1).D 轉向架旋轉阻力 Bogie Rotational Resistance Refer to v
Appendix G
轉向架旋轉阻力不得造成輪緣過度磨耗或引 No.10
起輪緣攀爬，但應足以避免轉向架在直軌上發
生蛇行(Hunting)現象。廠商應分析證明，不論
P G-4
車輪處於新輪或磨損狀況(車輪踏面 50mm 寬
度上有 1mm 凹陷(Hollow)，當車輛以任何可能
之速度行駛於彎軌上時，皆不會發生輪緣攀
爬。 The rotational resistance shall not cause
excessive flange wear nor cause any possibility of
flange climbing but shall be adequate to avoid
bogie hunting on straight track. The Contractor
shall show by analysis that no flange climbing
occurs on any curve when the car is
in the new wheel condition or in a worn wheel
condition (1.0 mm hollow over 50 mm tread
width) and moving at all possible speeds.
11 ER2_2.11.(1).E.a E. 轉向架框 Bogie Frame Refer to v

Appendix G
a. 廠商應提送轉向架框架結構強度(含疲勞強 No.11, 12
度)分析資料予業主審核，分析結果應作為應
變計貼附位置與數量之參考，並應與轉向架相
P G-5
關強度測試之測試結果互相比對。對於任何節
點或單元，若其分析值與測試值之符號相反，
業主得要求廠商重建有限元素模型與重做分
析。對於分析值與測試值大小相差超過 20%的
節點或單元(除非此值甚小)，廠商亦應提出書
面說明。轉向架框架結構強度分析文件應依技
師法及相關規定辦理簽證。
The Contractor shall submit FEM analysis on the
bogie frame's structural strength (including
fatigue strength) to the Employer for approval.
Strain gauges and bogie test results shall be
correlated with the FEM analysis. If the sign of
any analysis and test values is opposite of any
node or element. The Contractor shall remodel
and reanalyze the structure of FEA by the
Employer requested.
The Contractor shall submit the report to the
Employer, for any predicted value (except of very
low level) that differs by more than 20 percent
from a test result value. The FEM documents of
the frame structure of the bogie shall be in
accordance with the Professional Engineers Act
and relevant certification.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
12 ER2_2.11.(1).E.b b. 廠商應提出證據，以證明所銲接之轉向架 Refer to v
Appendix G
框可以承受鐵路環境下正常運轉所產生之各 No.13
種應力。證據應包含類似設計在捷運環境中成
功運轉之使用實績。
P G-5
Evidence shall be submitted demonstrating the
ability of the above welded frames to withstand
the stresses imposed during the normal
operation in the railway environment. This
evidence shall include reference to existing
proven and similar designs operating in a similar
rapid transit environment together with
associated service experience.
13 ER2_2.11.(1).E.c c. 轉向架框之設計，應儘可能輕量化，並應避 Refer to v

Appendix G
免整個轉向架框之質量集中於其端部 No.14
The bogie frame shall be designed as light as
possible and particularly minimize the
concentration of masses at the extremities of the P G-5
bogie.
14 ER2_2.11.(1).F.(a F. 懸吊系統應包含一次懸吊及二次懸吊系統 Refer to v
) Appendix G
Suspension system shall include primary
No.15
suspension and secondary suspension system:
Primary Suspension System
(a)轉向架之設計應具適當之側向勁度，以確保 P G-6
車輛能夠平穩地通過彎道，且車體儘可能不會
碰觸到側向橡膠擋塊
The design of the bogie shall be of an appropriate
lateral stiffness to ensure that the vehicle passes
smoothly through the curves and the vehicle
body does not touch the lateral rubber stops as
far as possible.
15 ER2_2.11.(1).F.(b (b)應能使車廂在任何載重狀況下，均能維持 2.6.3 v
)
其標稱地板高度(Nominal Floor Height) Shall
maintain a constant nominal floor height P 2-22~25
irrespective of passenger weight.
16 ER2_2.11.(1).F.(c (c)應能提供與乘客載重成比例之訊號，傳輸 Refer to v
) Appendix G
至推進與煞車控制器中的載重偵測設備(Load No.17
Weighing Equipment)。
Shall provide a signal, proportional to passenger
load, to the propulsion and brake control load P G-6
weighing equipment.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
17 ER2_2.11.(1).F.(d (d)空氣彈簧應配備緊急彈簧(橡膠擋塊)，以便 2.6.3 v
) 2.6.4
空氣彈簧洩氣時，緊急彈簧得以支撐車體。當
轉向架某一側之空氣彈簧局部或完全洩氣時， Refer to
Appendix G
其另一側之空氣彈簧應即洩氣，以確保車輛於
No.19
任何操作速度下仍能在廠商所設計之動態包
絡線範圍內安全地行駛，且應將故障狀態顯示
於本規範 2.20 列車控制和管理系統。 P 2-22~26
Emergency springs (rubber stop blocks) shall be P G-6
provided and will support the car-body in the
event of deflation of the air springs. When one
side of air spring becoming wholly or partially
deflated, the opposite side air spring shall be
correspondingly exhausted to ensure that the
car-body operates satisfactorily and safely within
the dynamic envelope up at any operating speed.
And the fault status shall be displayed in the train
control and management system in the
specification 2.20.
18 ER2_2.11.(1).F.(e (e)二次懸吊系統應配備適切之隔離裝置，以防 Refer to v
) Appendix G
止空氣彈簧破裂而導致儲氣筒壓力明顯之下 No.20
降。
The secondary suspension shall be equipped
with adequate isolation device to prevent P G-6
significant loss of main reservoir pressure
following a burst air spring.
19 ER2_2.11.(1).F.(f) (f)車輪踏面重新切削後，車廂應可經由在空氣 2.6.3 v
彈簧加裝墊片以及調整水平閥桿等方式，以調
校其地板高度，加裝墊片之工作應能在車體與 P 2-22~25
轉向架不分離之狀況下由一人完成。
Car floor height correction is required after repro
filing the wheels by adjusting the leveling valve
rod and by shimming the air spring as necessary.
Access for shimming shall not require removal of
the car body from the bogies and shall be
achieved by one person.
20 ER2_2.11.(1).G.a G. 車輪與車軸 Wheels and Axles 2.5 v
2.5.2
a.每一輪軸組應包含一支車軸以及兩個車
輪。輪轂(Wheel Hub) 之兩側均應突懸於車輪 Refer to
Appendix G
座面(Wheel Seat)之外。 No.22
Each wheelset shall consist of an axle and two P 2-16~20
wheels. Wheel seat shall be overhung by wheel P G-7
hub surface at both ends.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
21 ER2_2.11.(1).G.b b. 車輪之設計應具備減低噪音量功能之減噪 APPENDIX F v
輪，尤其是在彎軌路段應能減低高頻噪音或吱 Refer to
吱尖銳聲音(Squeal)，且車輪應為可多次切削 Appendix G
No.24
之單體(Monoblock)結構，廠商應於設計階段提
送相關設計資料予業主審核，其內容至少須包
含減噪輪降低噪音之能力分析、使用實績及其 P F-2~5
P G-7
安全性等資料。廠商另必須執行減噪輪之減噪
功能測試，其測試程序應提送業主審核。
The design of the wheels shall be provided with
noise reduction wheels for reducing the noise
level. Wheel shall be multi-wear monoblock type
and has the function of noise reduction,
especially reduce high frequency noise or squeal
in the curve track. In the beginning of design
stage, the Contractor shall submit wheel
technology document to the Employer for
approval, at least including analysis of the noise
reducing wheel's ability to reduce noise level,
service record, capability of noise reduction and
wheel product safety. The Contractor shall also
perform the noise reduction function test of the
noise reduction wheel and the test procedure
shall be submitted to the Employer for approval.
22 ER2_2.11.(1).G.c c. 車軸可為空心或實心，車軸強度計算資料應 Refer to v
Appendix G
提送業主核准。每根車軸均應依照 AAR 輪/軸 No.25, 26
手冊進行超音波探傷檢查，並於表面加工後進
行磁粉探傷檢查，廠商應提供相關測試程序與
P G-7~8
檢驗結果
Axles shall be hollow or solid. Axle strength
calculations shall be submitted to the Employer
for approval. Each axle shall be ultrasonically
inspected per AAR Wheel and Axle Manual and
magnetic particle inspected following finish
machining. Inspection procedure and report
23 ER2_2.11.(1).G.d d. 車輪踏面曲線應符合 UIC 510-2，輪寬 135 2.5 v
2.5.1
mm 之規定。車輪之鋼材應符合 AAR 輪/軸手 2.5.2
冊 M-107 之 B 級標準或其同級品。車軸之鋼
材應符合 AAR 輪/軸手冊 M-101G 級標準或其
P 2-16~20
同級品。
Wheel tread profile curve shall comply with VIC
510-2, wheel width l35 mm of the provisions.
Wheels shall be of steel conforming to AAR
Wheel and Axle Manual M -107 class B or
符合與否
對應文件章節
Corresponding
Section
Yes Yes
equivalent. Axles shall be of steel conforming to
AAR M -101 Class G or equivalent.
24 ER2_2.11.(1).G.e e. 輪/軸組合及拆卸的方法應提送業主核准。 Refer to v
Appendix G
車輪拆卸應輔以液壓工具。 No.28
Methods for assembling and dismantling the
wheelsets shall be submitted to the Employer for
approval. Removal of the wheel shall be aided by P G-8
hydraulic assist.
25 ER2_2.11.(1).H.a H.軸箱 2.5.3 v
H. Axle Box
a.軸箱內應配備雙列式滾錐軸承，且在 AW3 載 P 2-18~20
重下(包括動態效應)，應有 1,600,000 km 之 L10
軸承壽命
a. Axle bearings shall be double row taper roller
bearing units, sized to attain an LI0 bearing life of
1,600,000 km under AW3 loading
(including dynamic force effects).
26 ER2_2.11.(1).H.b b.為防止潤滑油脂洩漏或水份/灰塵滲入，並確 2.5.3 v

2.5.4
保潤滑油脂之最長壽命，軸承應有軸封。廠商
應提供內含潤滑油脂並密封之模組式軸承，且
P 2-18~20
於大修以外期間應無須添加或更換潤滑油脂。
在任何狀況下，潤滑油脂不得洩漏或排放至輪
/軌面上。
b. The housings shall incorporate seals to
prevent leakage of grease and infiltration of
water and dirt and maximize lubricant life. The
Contractor shall provide sealed mold type of
bearing with lubrication internally and without
supplementing or replacing lubricant oil at the
regular maintenance except overhaul. Bearing
lubricant shall not, in any circumstances, be
allowed to leak or discharge on to the wheel/rail
surfaces.
27 ER2_2.11.(1).I.a I. 轉向架安裝 Bogie Mounting 2.6.2 v
2.7
a. 車體與轉向架間應可輕易的組立，以利於
轉向架間之互換。當車體頂舉或吊起時，轉向
P 2-22
架仍可與車體保持一體。
P 2-26~28
It shall be easy to assemble between the car-
body and the bogie, in order to facilitate the
interchange of bogies. As jacking or lifting the
car-body, the car-body and bogies shall remain
as a complete unit.
28 ER2_2.11.(1).I.b b.轉向架與車體間之推進力及煞車力設計方 2.7 v
式，應由以對角方向配置且具有彈性元件之
符合與否
對應文件章節
Corresponding
Section
Yes Yes
牽引桿(Traction Rod)傳遞。廠商亦可採用其他 Refer to
Appendix G
具有實績之設計，但應先經業主核准。其所 No.33
使用之相關之牽引桿彈性元件應具有足夠的
勁度及阻尼功能，以免速度碼變化或到站停
車時，列車抖動嚴重，影響行車舒適度。對 P 2-26~28
P G-9
於採用有承樑轉向架所配置之環軸承及摩擦
元件之設計應避免轉動時產生之異常噪音。
Propulsion and braking forces between the bogie
and the car-body shall be transmitted by
diagonally opposed traction rods incorporating
resilient components or by other proven
methods as approved by the Employer. To avoid
train shake violently to reduce ride quality when
train speed code changes or when subject to
programmed stopping, the traction rod
incorporating resilient components shall have
enough stiffness and damping function. For the
use of a bolster bogie configured ring bearings
and friction components, the design shall avoid
the abnormal noise generated when turning.
29 ER2_2.11.(1).I.c c. 若空氣彈簧阻尼(Damping)容量不足，廠商 2.6.4 v
應提供阻尼器，以控制車體之垂直與水平運 Refer to
動。廠商應注意阻尼器之品質，應避免其做動 Appendix G
No.34
時產生異音。
Dampers shall be provided to control vertical and
horizontal motion about the secondary springs if P 2-25~26
the air springs do not incorporate sufficient P G-9
damping capacity. The Contractor shall pay
attention to the quality of the damper to avoid
to produce different sound when it is active.
30 ER2_2.11.(1).I.d d. 轉向架與車體間之電纜及撓性橡皮管應有 2.11 v
適當的長度，以允許營運或維修時，轉向架能
有所需之旋轉自由度。各該電纜及橡皮管應妥 P 2-33~34
善地固定並以鎧裝保護，以避免擦損(Chafing)，
且其接頭不得承受張力。
Cable and flexible hose loops between the bogie
and car-body shall be adequate to allow the full
range of bogie movement in service and
maintenance. The cables and hoses shall be
suitably clamped and shielded to prevent chafing
and joints shall not be subjected to tension.
31 ER2_2.11.(1).I.e e. 若轉向架上配備有液壓減震器 (Hydraulic Refer to v

Appendix G
Damper)，則其更換作業除相關之安全托架外， No.36
符合與否
對應文件章節
Corresponding
Section
Yes Yes
應無需拆卸其他零組件。更換車輪組
(Wheelset)時，應儘可能減少所需拆卸之轉向 P G-10
架零組件。
If hydraulic dampers are equipped in bogie, it
shall be replaced without removing any other
items except associated safety brackets.
Wheelsets shall be replaced with minimum
dismantling of bogie components.
32 ER2_2.11.(1).J 至少在列車前導車軸之車輪皆應配備輪緣潤 2.9 v
滑器(Flange Lubricator) 。輪緣潤滑器，包含功

能、性能、控制、機構及潤滑材質特性等應提
P 2-29~31
送業主核准。採用固態潤滑材質之輪緣潤滑器
應考量操作時避免產生噪音。採用濕式潤滑材
質之輪緣潤滑器只有在所屬車軸居前導位置
時方可啟動，且應於循彎時才作動，但列車停
止時不得作動。
Flange lubricators shall be installed at least on
the wheels of the leading axle. The flange
lubricator, including function, performance,
control, mechanism and lubricant characteristics
Lubricants with solid lubricating material shall be
considered to avoid noise during operation. The
use of liquid lubricating material of the flange
lubricator only be turned on when the axle is in
leading position, and be actuated only when
curving; However, it shall not be actuated when
train stops.
33 ER2_2.11.(1).K.a K. 設備安裝支撐及強度 Mounted Equipment 2.4 v
bracket and strength
Refer to
a. 馬達及齒輪箱安裝方式應另具備用支撐功 Appendix G
能之安全支架(Safety Bracket)，以防止意外脫 No.39
落而直接掉落軌面。為承受堅硬軌基 (Solid
Track Base)所產生的力量，廠商應特別注意各 P 2-10~16
該支撐所需之適當強度。車軸與馬達箱殼間應 P G-11
有足夠的間隙，以避免車軸刮傷。
Motors and gear box mounted design shall be
provided with safety brackets to prevent the
motors or gear box from incidentally dropping
down to the track. Attention is drawn to the need
to provide adequate strength to accept forces
due to solid track base. There shall be sufficient
clearance between the axle and motor housing
to avoid axle scratching.
符合與否
對應文件章節
Corresponding
Section
Yes Yes
34 ER2_2.11.(1).K.b b. 所有安裝於轉向架框架上及車軸上之設備 Refer to v
Appendix G
(包括安裝支架及相關螺栓扣件等)，其強度設 No.40
計(包括疲勞強度與衝擊強度)應考量隨機性衝
擊和振動負荷，以確保電聯車於使用壽命期限
P G-11
內均能正常而可靠地運轉，而不會產生疲勞破
壞。廠商應依據 IEC 61373，提送強度分析計算
資料予業主審核。
All equipment mounted in bogie frame and axle
(including fasteners such as bolts etc.) shall be
designed to achieve enough strength (including
fatigue and shock strength) under random
vibration and shock environment to ensure that
EMU can operate normally and reliably without
causing fatigue failure within its life cycle. The
Contractor shall submit the strength calculation
document based on the IEC61373 to the
Employer for approval.
35 ER2_2.11.(1).L.a L. 轉向架吊耳及頂塊 Bogie Lifting Lugs and 2.3 v
Jacking Pads
a.轉向架框上應設有適當數量與位置之吊耳(L P 2-6~7
ug)，俾能在機廠內維修時將轉向架框吊離車
輪組或吊起整具轉向架。
The bogie frame shall be fitted with sufficient
lugs at suitable locations for lifting off the bogie
frame or lifting the complete bogie during
maintenance in the workshop.
36 ER2_2.11.(1).L.b b.轉向架框之對角處均應設置水平頂壓及垂 Refer to v
Appendix G
直頂升墊塊(Pad)，以供電聯車復軌之用。 No.42
The design of the bogie frame shall incorporate
horizontal and vertical pads at diagonal positions
for rerailing operations. P G-11
37 ER2_2.11.(1).M.a M. 傳動裝置 Transmission device 2.4 v
2.4.1
a.傳動裝置應為平行軸式(Parallel Drives)且附 2.4.2
有油量檢視窗之齒輪箱。齒輪表面應硬化處
理並磨光。 P 2-10~16
廠商應提送傳動裝置之詳細資料，其中包含
主要及關鍵元件之材料及熱處理法。
The transmission device shall be a parallel drives
gearbox with an oil level inspection window. The
gear surface shall be hardened and polished.
The Contractor shall provide details of the
transmission device, including the material of the
符合與否
對應文件章節
Corresponding
Section
Yes Yes
main and critical components and the heat
treatment.
38 ER2_2.11.(1).M.b b. 齒輪箱之設計應使其檢視及調整頻率不得 Refer to v
Appendix G
高於每 800,000 km 一次，且壽命不得低於 No.44
1,600,000 km。
The gearbox shall be designed so that its
frequency of inspection and adjustment shall not P G-12
exceed one per 800,000 km and its life cycle shall
not be less than 1,600,000 km.
39 ER2_2.11.(1).M.c c. 齒輪箱之運轉應具備低噪音之要求，廠商應 Refer to v
Appendix G
提供相關功能測試。 No.45
Gearbox operation shall have low noise
requirements and the Contractor shall provide P G-12
related functional testing.
40 ER2_2.11.(1).M.d d. 齒輪箱內配備之軸承，應具有 1,600,000 km Refer to v
Appendix G
之 L10 軸承壽命。 No.46
Bearings provided in the gearbox shall have an L
1 0 bearing life of 1,600,000 km. P G-12
41 ER2_2.11.(1).M.e e. 廠商應提供齒輪箱相關零組件之強度計算 Refer to v
Appendix G
予業主審核 No.47
The Contractor shall provide the strength
calculation of the relevant parts of the gearbox P G-12
to the Employer for approval.
42 ER2_1.17.3.(1) 銲接除非另行規定或核准，銲接須依照相關 Appendix D,E v
現行規範中之規定以符合美國銲接工程協會
(AWS)或英國標準學院(BSI)之要求或其他經業 P D-1~P E-2
主同意的國際標準之要求。
Welding shall subject to regulations given in
current specification to meet requirements set
by American Welding Society (AWS) or British
Standard Institute (BSI) or other intemational
standards approved by the Employer.
43 ER2_1.17.3.(2) 銲工和銲接程序檢定，須依據美國機械工程師 Appendix D,E v
協會 (ASME) 鍋爐和壓力容器規章第 Ⅸ 節
(ANSI/ASME BPV-IX)，或英國標準規範 BS 4871， P D-1~P E-2
電銲工之工作依核定銲接程序作業審核測試，
並依 BS 4870 規範銲接程序的審核測試之條款
規定。
Certification of welding operators and
procedures shall subject to regulations given in
specification ANSI/ ASME BPV -IX: boiler and
pressure container by the American Society of
Mechanical Engineers (ASME) or BS4871 by BSI.
Works performed by welding operators shall be
符合與否
對應文件章節
Corresponding
Section
Yes Yes
verified according to regulations set in
specification BS4870 welding procedure review
and test.
44 ER2_2.1.(2) 列車前後兩端應具有路軌障礙物之偵測裝置。 Refer to v
Appendix G
為避免誤訊號之發生，該裝置所採用之電子偵 No.50
測零組件，應採用 IEC60529 IP67 之防水等級，
其偵測方式及設計相關細節應提送業主審核。
P G-13
There shall be railway obstacle detection devices
on front and rear ends of the train. To avoid
erroneous signals, the electronic detection
components of the apparatus used, it should be
IEC60529 IP67 waterproof rating, the detection
methods and design details should be
45 ER(2)2.24 table2- 轉向架框架（含承樑）結構需經 150%過載強 Appendix A v
1 1.2.C
度測試，卸載後轉向架框架結構任何部份不得 Refer to
產生永久變形。 Appendix G
The structure of the bogie frame (including the No.51
bogie frame bolster) shall be tested with 150% of
overload strength. Any parts of the bogie frame P A-1~6
must not produce permanent deformation after P G-12
unloaded.
46 ER(2)2.24 table2- 轉向架框架（含承樑）結構之疲勞強度測試需 Appendix A v
1 1.2.D
求如下： Refer to
1.以下列綜合負載測試 200 萬週期： Appendix G
No.52
a.垂直負荷：AW2’×(1±40%)；
b.側向負荷：AW2’×(±25%)；
c.縱向負荷：AW2’×(±20%)； P A-1~6
P G-13
d.(推進系統與摩擦煞車最大出力) ×(±100%)；
AW2’ = AW2 載重減去轉向架空氣彈簧以下之
質量。
2.施力位置、大小及施加頻率應提送業主審
核。
3.測試須以整座架框結構為之，且不得使用油
壓阻尼器。
4.測試結果不得產生疲勞裂縫。
5.本項測試應在轉向架框架結構靜態強度測
試完成後，以同一轉向架測試框架執行。
The fatigue strength test of the structure of the
bogie frame bogie frame (including the bolster)
shall be required as follows:
1. The general loads below are tested with 2
million cycles:
符合與否
對應文件章節
Corresponding
Section
Yes Yes
a. Vertical load: AW2'x(I±40%);
b. Side load: AW2'x(±25%);
c. logitudinal load: AW2'x(±20%);
d. (Maximum output of propulsion system and
friction brake) x(±100%); AW2' = AW2 load
subtracted by mass under air spring of bogie.
2. The application location, the size and the
frequency shall be submitted to the Employer for
approval.
3. The whole frame structure shall be tested, and
hydraulic dampers must not be employed.
4. The test results must not produce fatigue
cracks.
5. This test shall be performed with the same
bogie frame after the static strength is tested.
期中設計轉向架技術資料目錄
Technical Description of Bogie for DDR Table of Contents
目錄
Table of Contents
頁次 Page
1. 目的及範圍 Purpose and Scope ------------------------------------------------------------------------ 1-1

1.1. 目的 Purpose ------------------------------------------------------------------------------------------------- 1-1
1.2. 範圍 Scopes--------------------------------------------------------------------------------------------------- 1-1
1.3. 名詞定義與縮寫 Definition and Abbreviations ------------------------------------------------------ 1-1
1.4. 契約依據及參考文件 Reference Document and Specification ---------------------------------- 1-2
1.4.1. 契約依據 Contractual Basis ------------------------------------------------------------------------------ 1-2
1.4.2. 規範與標準 Specification and Standard -------------------------------------------------------------- 1-3
1.4.3. 參考文件 Reference Document ------------------------------------------------------------------------- 1-4
2. 轉向架系統技術說明 Technical Description of Bogie System ----------------------------------- 2-1

2.1. 簡述 General ------------------------------------------------------------------------------------------------- 2-1
2.2. 轉向架配置 Bogie Configuration ------------------------------------------------------------------------ 2-3
2.3. 轉向架框架 Bogie Frame ---------------------------------------------------------------------------------- 2-6
2.3.1. 轉向架框架材質 Bogie Frame Material --------------------------------------------------------------- 2-7
2.4. 齒輪箱與聯軸裝置 Driving Gear and Coupling ---------------------------------------------------- 2-10
2.4.1. 齒輪箱特性 Specification of driving gear ------------------------------------------------------------ 2-12
2.4.2. 齒輪箱組成 Component of driving gear ------------------------------------------------------------- 2-13
2.5. 車輪組 Wheelset ------------------------------------------------------------------------------------------ 2-16
2.5.1. 車輪 Wheel ------------------------------------------------------------------------------------------------- 2-17
2.5.2. 車軸 Axle ---------------------------------------------------------------------------------------------------- 2-18
2.5.3. 車軸軸承 Axle Bearing ----------------------------------------------------------------------------------- 2-18
2.5.4. 軸箱 Axle Box----------------------------------------------------------------------------------------------- 2-20
2.6. 懸吊系統 Suspension System -------------------------------------------------------------------------- 2-21
2.6.1. 一次懸吊 Primary Suspension ------------------------------------------------------------------------- 2-21
2.6.2. 一次懸吊特性 Characteristics of Primary Suspension -------------------------------------------- 2-22
2.6.3. 二次懸吊 Secondary Suspension ---------------------------------------------------------------------- 2-22
2.6.4. 二次懸吊特性 Characteristics of Secondary Suspension ---------------------------------------- 2-25
2.7. 中心銷系統 Center Pivot System ---------------------------------------------------------------------- 2-26
2.8. 摩擦煞車系統 Friction Brake System ----------------------------------------------------------------- 2-28
2.9. 輪緣潤滑系統 Wheel Flange Lubrication System ------------------------------------------------- 2-29
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A i 2021/7/13
期中設計轉向架技術資料目錄
Technical Description of Bogie for DDR Table of Contents
2.10. 路軌障礙物偵測裝置 Obstacle and Derailment Detector and Deflector -------------------- 2-32
2.11. Cable and hose on bogie system ----------------------------------------------------------------------- 2-33
2.12. Fire Safety Requirement --------------------------------------------------------------------------------- 2-34
附件 A 轉向架框架的原型試驗和有限元素分析計畫 Appendix A Type Test and Finite Element

Analysis Plan of Bogie Frame
附件 B 其他專案之曲率半徑 75M 的使用實績 Appendix B Service History In Other Project With
75m Curve
附件 C 一次彈簧之類型和特性 Appendix C Type And Feature Of Primary Springs
附件 D BS EN 15085 和 BS EN 3834 證書 Appendix D Certification Of BS EN 15085 and BS EN 3834
附件 E 銲接相關標準替換歷史 Appendix E The Superseded History Of Welding Related Standards
附件 F Appendix F Ring Damper of Wheel for Noise Reduction
附件 G Appendix G RST_Requirement Break Down for Technical Description Of Bogie For DDR
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A ii 2021/7/13
期中設計轉向架技術資料表目錄
Technical Description of Bogie for DDR List of Table
表目錄
List of Table
頁次 Page
Table 2-1 轉向架系統的主要特性 Main characteristics of bogie system ----------------------------------- 2-2

Table 2-2 前後轉向架之間的零件互換性 Interchangeability between front and rear bogie ---------- 2-3
Table 2-3 鋼材化學成份表 Chemical composition of Steel Materials---------------------------------------- 2-8
Table 2-4 鋼材機械性質表 Mechanical Properties of Steel Materials --------------------------------------- 2-9
Table 2-5 齒輪箱特性表 Specification of driving gear --------------------------------------------------------- 2-12
Table 2-6 車軸軸承計算參數 Axle Bearing calculation data ------------------------------------------------- 2-18
Table 2-7 一次懸吊特性表 Characteristics of primary spring ------------------------------------------------ 2-22
Table 2-8 二次懸吊特性表 Characteristics of secondary spring --------------------------------------------- 2-26
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A iii 2021/7/13
期中設計轉向架技術資料圖目錄
Technical Description of Bogie for DDR List of Figure
圖目錄
List of Figure
頁次 Page
Figure 2-1 轉向架配置 Configuration of Bogie -------------------------------------------------------------------- 2-5

Figure 2-2 The height of traction connection point --------------------------------------------------------------- 2-7
Figure 2-3 轉向架框架配置 Configuration of Bogie Frame ----------------------------------------------------- 2-9
Figure 2-4 牽引系統 Traction System ------------------------------------------------------------------------------ 2-10
Figure 2-5 牽引系統的安全裝置 Safety Installation of Traction System ---------------------------------- 2-12
Figure 2-6 齒輪箱內部結構 Interal structure of Driving gear ------------------------------------------------ 2-13
Figure 2-7 齒輪箱密封適用示意圖 Sealing application of driving gear ----------------------------------- 2-15
Figure 2-8 油位計 Oil level gauge ----------------------------------------------------------------------------------- 2-16
Figure 2-9 磁鐵洩油螺栓 Magnetic oil plug ---------------------------------------------------------------------- 2-16
Figure 2-10 車輪組 Wheelset Assembly --------------------------------------------------------------------------- 2-17
Figure 2-11 Labyrinth-lip seal of beaing --------------------------------------------------------------------------- 2-20
Figure 2-12 Rubber o-ring for Axle box assembly---------------------------------------------------------------- 2-20
Figure 2-13 一次懸吊 Primary Suspension ----------------------------------------------------------------------- 2-21
Figure 2-7 二次懸吊 Secondary Suspension --------------------------------------------------------------------- 2-23
Figure 2-15 車體高度調整 Height Adjustment of Car-body -------------------------------------------------- 2-25
Figure 2-16 Air spring Internal pressure by vertical load ------------------------------------------------------- 2-26
Figure 2-17 中心銷系統 Center Pivot System -------------------------------------------------------------------- 2-27
Figure 2-18 中心銷系統的頂升止擋支架 Lifting Stop brackets of Center Pivot System -------------- 2-28
Figure 2-19 摩擦煞車系統配置 Arrangement of the Friction Brake System------------------------------ 2-29
Figure 2-20 車輪潤滑器主要圖 Key Plan for Wheel Lubricator --------------------------------------------- 2-30
Figure 2-21 車輪潤滑器 Wheel Lubricator ----------------------------------------------------------------------- 2-30
Figure 2-22 車輪潤滑器方塊圖 Wheel flange lubrication block diagram --------------------------------- 2-31
Figure 2-23 車輪潤滑器電路圖 Wheel flange lubrication diagram ----------------------------------------- 2-31
Figure 2-24 路軌障礙物偵測裝置 Obstacle and Derailment Detector and Deflector ------------------ 2-33
Figure 2-25 Cleat clamp for cable ----------------------------------------------------------------------------------- 2-34
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A iv 2021/7/13
期中設計轉向架技術資料 1.目的及範圍
Technical Description of Bogie for DDR Purpose and Scope
1. 目的及範圍
Purpose and Scope
1.1. 目的 Purpose
本文件說明轉向架系統之概念與技術規範，符合桃園捷運綠線 GM01 標業主需求書
（二）機電系統功能規範第 2.11 章的規範。
This document describes the conceptual understanding and technical specification of Bogie
system to comply Employer Requirement, Part 2 Functional Specifications of E&M system,
the provisions of Chapter 2.11 for the Taoyuan Rapid Transit Green Line GM01 project.
1.2. 範圍 Scopes
本文件參考概念設計相關的契約文件與標準、轉向架概述及規格確認表，驗證明轉向
架符合規範。
This document references the contract documents and standards which are used in
conjunction with this design, a technical description of the bogie, and a compliance table
demonstrating the compliance of the bogie.
1.3. 名詞定義與縮寫 Definition and Abbreviations

中文名稱縮寫英文名稱
Chinese Name Abbreviation Full English Name
自動收費系統 AFC Automatic Fare Collection System
American Society for Testing and

美國材料試驗協會 ASTM
Materials
英國標準 BS British Standard
土建工程 CIV Civil Work
Department of Rapid Transit

桃園市政府捷運工程局 DORTS
Systems
Department of Transportation,
桃園市政府交通局 DOTT
Taoyuan
機電系統工程 E&M Electrical and Mechanical
歐盟標準 EN European Standards
業主需求書 ER Employer Requirement
有限元素分析 FEA Finite Element Analysis
現代樂鐵股份有限公司 HRC Hyundai Rotem Company
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A 1-1 2021/7/13
中文名稱縮寫英文名稱
Chinese Name Abbreviation Full English Name
International Standards
國際標準組織 ISO
Organization
日本産業規格 JIS Japanese Industrial Standards
行車監控系統工程 OCS Operation Control System
Obstacle and Derailment Detector

路軌障礙物偵測裝置 ODD
and Deflector
專案管理單位 PCM Project Control Management
月臺門系統工程 PSD Platform Screen Door
供電系統工程 PSY Power Supply System
車輛系統工程 RST Rolling Stock System
西門孖,中華工程,現代樂鐵共同 Siemens, BES and Rotem

SBR
承攬 Consortium
監造單位 SC01 Supervision Unit
Supervisory Control And

監控及資料擷取系統 SCADA
Data Acquisition
軌道工程 TWK Trackwork
桃園捷運綠線 TYGL Taoyuan Green Line
國際鐵路聯盟 UIC International Union of Railways
1.4. 契約依據及參考文件 Reference Document and Specification
1.4.1. 契約依據 Contractual Basis
(1). GM01 標業主需求書(二) 機電系統功能規範第 2 章車輛系統功能規範-第 2.11

節轉向架
GM01 Employer requirement (2), Chapter 2 – Functional Specification of Vehicle

System – 2.11 Bogie

節一般需求

System – 2.1 Vehicle Design Requirements

節測試

System – 2.24 Test
(4). GM01 標業主需求書(二) 機電系統功能規範第 17.3 章銲接
GM01 Employer requirement (2), Chapter 1 – Core E&M System General

Specifications – 1.17.3 Welding
1.4.2. 規範與標準 Specification and Standard

項次標準名稱
Item Title
JIS G 3114;
1 銲接結構用耐大氣腐蝕熱軋鋼材
Hot-rolled atmospheric corrosion resisting steels for welded structure
ISO 281-1;
2 滾動軸承.額定動載荷和額定壽命
Rolling Bearings - Dynamic load ratings and rating life
EN 13104;
3 鐵路應用 .輪副和轉向架.主動軸.設計方法
Railway applications – Wheel sets and bogies – powered axles – Design method
BS EN 13260;
4 鐵路應用車輪組和轉向架. 車輪組之生產要求
Railway applications-Wheel sets and bogies-Wheel sets-Product requirements
BS EN 13261;
5 鐵路應用車輪組和轉向架. 車軸之生產要求
Railway applications – Wheel sets and bogies – Axles Product requirements
BS EN 13262;
6 鐵路應用車輪組和轉向架. 車輪之生產要求
Railway applications – Wheel sets and bogies – Wheels – Product requirement
EN13749;
7 鐵路應用轉向架框之結構要求的規定方法
Applications - Methods of specifying structural requirements of bogie frames.
EN15085;
8 鐵路應用軌道車輛和部件的銲接
Railway Applications-Welding of railway vehicles and components
ASTM A618;
熱成型銲接和無縫高強度低合金結構管的標準規格
9
Standard Specification for Hot-Formed Welded and Seamless High-Strength Low-Alloy
Structural Tubing
BS 3100;
10 一般工程用鋼鑄件規範
Specification for steel castings for general engineering purposes
UIC 510-2;
牽引車輛: 車輪和車輪組- 關於使用各種直徑的車輪的條件
11
Trailing Stock：wheels and wheelsets. conditions concerning the use of wheels of various
diameters
GM/RT2141
12
鐵路集團標準。Railway Group Standard.
13 EN 286
項次標準名稱
Item Title
空氣或氮氣用非受火簡易壓力容器。第1部分：普通壓力容器
Simple unfired pressure vessels designed to contain air or nitrogen
BS EN 9606-1
14 銲工的認可試驗_熔銲
Qualification testing of welders _Fusion welding
BS EN ISO 15614-1
15 金屬材料銲接過程的規範和鑑定。
Specification and qualification of welding procedure for metallic materials
BS EN 13103-1
16 鐵路應用車輪組和轉向架-含外軸頸的車軸設計方法
Railway applications - Wheelsets and bogies-Design method for axles with external journals
1.4.3. 參考文件 Reference Document

文件編號文件名稱
Document Number Document Title

期中設計轉向架框架結構及疲勞強度分析
TYGL1-GM01-CAS-ERS-RK01
Static and Fatigue Strength Analysis Report of Bogie Frame for DDR
期末設計車軸強度計算書
TYGL1-GM01-CAS-ERS-RT01
Axle strength calculation for FDR
期初設計動態包絡線計算書
TYGL1-GM01-CAS-ERS-RX01
Kinematic Envelope Calculation for CDR
期中設計列車動態與乘車品質分析
Vehicle dynamic and Ride Comfort analysis for DDR
期中設計傳動裝置測試報告
Calculation of Gearbox and Coupling for FDR
期末設計中心銷螺栓強度計算書
Bolt strength Calculation for Bogie Mounted Devices for FDR
矯正性維修手冊轉向架
TYGL1-GM01-MTM-ERS-RA17
Corrective Maintenance Manual for Bogie
檢查表轉向架框架
TYGL1-GM01-PRO-ERS-RK01
Inspection sheet of Bogie frame for DDR
期中設計轉向架靜態強度測試報告(含疲勞強度)
TYGL1-GM01-TRX-ERS-RK03
Load Test report of Bogie frame(included in Fatigue) for DDR
轉向架框架相關性報告
Correlation Report of Bogie Frame for DDR
期中設計車輪車軸測試報告
TYGL1-GM01-TRX-ERS-RT01
Test report for Wheel & axle for DDR
轉向架車輪荷重原型車測試報告
TYGL1-GM01-TRX-ERS-RT02
Factory Test report of Load test of Bogie Wheel
期中設計空壓系統與煞車系統技術資料
TYGL1-GM01-TSX-ERS-RI04
Technical Description of Air Supply and Brake System for DDR
期初設計轉向架一般敘述
TYGL1-GM01-TSX-ERS-RK01
General Description of bogie for CDR
TYGL1-GM01-TSX-ERS-RX01 期中設計路軌障礙物偵測裝置技術資料
文件編號文件名稱
Document Number Document Title
Technical Description of ODD for DDR
期中設計轉向架技術資料 2. 轉向架系統技術說明
Technical Description of Bogie for DDR Technical Description of Bogie System
2. 轉向架系統技術說明
Technical Description of Bogie System
2.1. 簡述 General
轉向架設計採經過營運驗證的轉向架類型，此類型為現今世界上眾多城市所應用。子
系統也都是歷經試驗的系統，性能與適用性已通過多項專案驗證。轉向架為無承樑類
型，採用傳統 H 形框架設計。無承樑轉向架具有多項優點，例如低維修成本與輕量
化。每節車廂由兩組轉向架所支撐，每個轉向架具有兩車軸、一次懸吊及二次懸吊。
The bogie design is based on the service proven bogie types which are currently running in
several cities in the world. Subsystems applied are well-proven system and their
performance and suitability have been proved through previous projects. The bogie is of
bolster less type and a conventional ‘H’ frame design. The bolsterless bogie has lots of
benefits such as low maintenance cost and low weight. The car is supported by two bogies
incorporating two axles, primary suspension and secondary suspension.
轉向架設計配合最高行駛速率 80 km / h 及最高設計速率 90 km / h，確保所有操作條

件下維持良好的乘車品質。
The bogies are designed to service with a maximum operation speed of 80 km/h, maximum
design speed of 90 km/h and assure good ride quality under all operating conditions.
除了前轉向架裝設障礙物與脫軌偵測支架外，前轉向架與後轉向架具有相似的框架配
置。
The front bogie and rear bogie have similar frame configuration except brackets of the
obstacle and derailment detector in the front bogie.
為提高維修性，除了煞車塊、接地碳刷及集電靴以外的所有易磨耗零件均不在本設計
之內。轉向架均裝設必要零件，以確保車輛安全性、舒適度及高效行駛，且轉向架零
件易於取得。
To improve maintainability, all wearing parts except brake pad, earth brush and current
collector shoe have been eliminated from the design. The bogies are equipped with the
necessary parts for the safe, the comfortable and the efficient running of vehicle and
designed to be easily accessible to the parts of the bogie.
行車條件下，車輪輕負載的動態性能及防脫軌安全性均符合要求，同時乘車品質也滿
足要求。轉向架的轉動阻力（X 因素）根據 GM / RT2141 進行分析，評估其在最小主
線曲線上是否滿足 X 因素標準值 0.1。
The dynamic performances for wheel unloading and safety against derailment in
operational conditions meet the requirement. The ride quality will satisfy the requirement.
Bogie rotational resistance(X-factor) will be analyzed according to GM/RT2141 and
evaluated whether it meets X-factor criteria value of 0.1 on the minimum main line curve.
轉向架的結構性元件為車輛全生命使用週期設計，框架、車軸、軸箱及所有主要元件
除消耗性軸承、軸套和磨耗零件外，毋須更新、修理或補強。
The bogie frame, axles, axle boxes and all major components, except the consumable
bearings, bushes and wear parts are designed for the full-service life of the Vehicle, without
the requirement for rebuilding, repair or strengthening of any structural components.
轉向架系統的主要特性如下方 Table 2-1

The main characteristics of bogie system are as following Table 2-1
Table 2-1 轉向架系統的主要特性 Main characteristics of bogie system
項目特性
Item Characteristics
軌距
1,435mm
Track gauge
在 AW3 載重條件下的最大軸重
12tons
Max. axle load at AW3
主線最小曲率半徑
100m
Min. radius of mainline
機廠最小曲率半徑
75m
Min. radius of depot
最大速率（設計/營運）
90/80km/h
Max. speed(design/operation)
轉向架間距
11.5m
Bogie spacing
輪距
2,200mm
Wheel base
頸軸承中心與空氣彈簧的距離
Distance between journal centers and air 2,050mm
springs
輪徑（新/半磨損/全磨損）
850/810/770mm
Wheel diameter (new/half worn/worn)
下方間隙轉向架設備 50mm
Under clearance 50mm for bogie equipment
2.2. 轉向架配置 Bogie Configuration

為滿足可維修性與生產力，儘可能前後組轉向架之設計可以互換零件使用。
To achieve maintainability and productivity, subcomponents are designed to be
interchangeable between front and rear bogie as much as possible.
Table 2-2 前後轉向架之間的零件互換性 Interchangeability between front and rear bogie
數量
互換性
編號項次（每個轉向架）備註
Inter
No. Item Quantity Remark
changeability
(per bogie)
轉向架基本結構相同。
Basic structure of bogie is same.
轉向架框架只有前轉向架的路軌障礙物偵測裝
1 1 X
Frame 置支架不同。
Only the bracket for the ODD in t
he front bogie is different.
車軸
2 2 O
Axle
車輪
3 4 O
Wheel
車軸箱與軸承
4 4 O
Axle box & bearing
一次懸吊
5 8 O
Primary Suspension
二次懸吊
6 2 O
Secondary Suspension
中心銷系統
7 1 O
Center pivot system
煞車單元
8 4 O
Brake unit
橫向阻尼器
9 1 O
Lateral damper
防傾桿
10 1 O
Anti-roll bar
水平閥
11 2 O
Leveling valve
輪緣潤滑器
12 2 O
Flange lubricator
數量
互換性
編號項次（每個轉向架）備註
Inter
No. Item Quantity Remark
changeability
(per bogie)
牽引馬達
13 2 O
Traction motor
齒輪箱和聯軸裝置
14 Driving gear 2 O
& coupling
集電裝置
15 2 O
Current Collect Device
路軌障礙物偵測裝置路軌障礙物偵測裝置只安裝在前導
16 Obstacle Derailment 1 O 轉向架
Detector ODD apply to leading bogie only
止擋器
17 4 O
Stopper
Figure 2-1 轉向架配置 Configuration of Bogie
2.3. 轉向架框架 Bogie Frame

轉向架框架為 H 形，由兩個側框架與兩個管狀橫樑的鋼材組成。所有焊道需外形光
滑，藉此避免突出的銲道接合形狀造成局部應力集中。組合之後，會對轉向架框架進
行機械加工以利後續零件安裝。
The bogie frame is of ‘H’ shape, fabricated with steel plate with two side frames and two
tubular transoms. The configuration of welding area has smooth shape; therefore, the
problems associated with local stress concentration due to the sharp welding joint shape
can be avoided. After fabricating, the bogie frame is machined for parts to be installed.
轉向架框架為車輛全生命使用週期設計，無須更新、修理或補強任何結構性元件，
此類型設計十分成熟。
The bogie frame is designed for the life of the train without rebuilding, repair or
strengthening of structural members and designed well proven type.
根據業主需求書（二）2.24 表 2- 1 項次 1.2.D，將規劃完成轉向架框架強度的有限元
素分析及驗證疲勞強度測試。
The strength of the bogie frame is validated by the finite element analysis, proof and fatigue
testing on a rig in accordance with ER(2) 2.24. Table2-1 item 1.2.D.
整體框架配置為達到良好的載重力移轉，在側框架的中心則裝配有安裝空氣彈簧總成
的支撐座。
The overall frame configuration is designed to permit good load transfer throughout the
bogie frame. The center part of the side frame provides the mounting support for the air
spring assemblies.
構成框架中央部分的管狀橫樑裝設牽引馬達、齒輪箱單元的支架，及用於中心銷裝置
的單一牽引聯結支架。當車輛頂升時，轉向架邊側上的四個止擋器可安全頂升車輪組，
而轉向架橫樑上的兩個頂升支架可以安全抬起轉向架框架或整組轉向架。管狀橫樑則
成為與空氣彈簧連接的儲氣筒。
The tubular transom constituting the center section of the frame has mounting supports
for the traction motor, the driving gear unit and the single traction link for the center pivot
device. When vehicle is lifted, four stoppers on the bogie side frame allow the wheelset to
be safely lifted and two lifting brackets on the bogie transom allow the bogie frame, or
complete bogie, to be safely lifted. The tubular transom is used for air reservoir connected
with air spring.
銲接後即進行氣體測漏測試。
It is tested to check any leakage of air after welding.
銲接程序均依照 EN 15085 執行，轉向架框架的重要銲道區塊進行非破壞檢驗。

All welding process will be done in accordance with the EN15085, and then Non-destructive
test is carried out in critical welded areas of bogie frame.
吊耳的四個吊點銲接在框架側邊且其強度足夠讓起重機可吊起整組轉向架。
Four points of lifting lugs have a sufficient strength and that are welded in side frame to
permit lifting by crane of the fully assembled bogie.
To minimize the weight transfer effect, the height of traction connection point need to be
as low as possible. The height of traction connection point is 330mm from the top of rail.
The height is designed by considering interference and interface with other parts, especially
anti-roll bar.
Figure 2-2 The height of traction connection point
2.3.1. 轉向架框架材質 Bogie Frame Material

轉向框架的鋼材材質是 JIS G 3114 SMA490BP 的銲接結構用熱軋耐候鋼。管狀橫樑的
材質為美國材料試驗協會 (ASTM) 認證之 A618 1A 的熱塑銲接與無縫高強度低合金
結構管，具有耐候特性。轉向架框架局部用 BS 3100 A4 等級的鋼鑄件。
The main material of frame steel is JIS G 3114 SMA490BP, Hot-Rolled Atmospheric
Corrosion Resisting Steel for Welded Structure. The material of tubular transom is ASTM
A618 1A, Hot-Formed Welded and Seamless High- Strength Low-Alloy Structural Tubing,
and has atmospheric corrosion resistance substantially. The steel casting according to BS
3100 class A4 is also partially used in bogie frame.
鋼材的化學成份與機械性質如下 Table 2-3、Table 2-4 所示。

The chemical composition and mechanical properties of steel materials are as following
Table 2-3,
Table 2-4 鋼材機械性質表 Mechanical Properties of Steel Materials.

Table 2-3 鋼材化學成份表 Chemical composition of Steel Materials
化學成份鋼板鋼鑄件鋼管
Chemical Steel Plate Steel Casting Steel Tube
Composition SMA 490BP BS3100 A4 ASTM A618 1A
0.18 以下 0.18 以下
C (碳) 0.18 ~ 0.25
0.18 max. 0.18 max.
0.55 以下 0.6 以下
Si (矽) -
0.55 max. 0.6 max.
1.40 以下 1.04 以下
Mn (錳) 0.2 ~ 1.6
1.40 max. 1.04 max.
0.035 以下 0.05 以下 0.16 以下
P (磷)
0.035 max. 0.05 max. 0.16 max.
0.035 以下 0.05 以下 0.045 以下
S (硫)
0.035 max. 0.05 max. 0.045 max.
0.18 以下
Cu (銅) 0.20 ~ 0.35 -
0.18 max.
Cr (鉻) 0.30 ~ 0.55 - -
Table 2-4 鋼材機械性質表 Mechanical Properties of Steel Materials

機械性質鋼板鋼鑄件鋼管
Mechanical Steel Plate Steel Casting Steel Tube
Property SMA 490BP BS3100 A4 ASTM A618 1A
降伏點或安全應力 365 min.
Yield point or proof stress （厚度 16mm 或以下） 320 min. 345 min.
(N/mm2) (thickness 16 mm or under)
抗拉強度（N / mm2）
490 ~ 610 540 min. 485 min.
Tensile Strength (N/mm2)
延展率（％）
15 min. 16 min. 22 min.
Elongation (%)
衝擊值（J）在 0 °C 時最小值為 27
- -
Impact value (J) Min. 27 at 0o C
Figure 2-3 轉向架框架配置 Configuration of Bogie Frame
2.4. 齒輪箱與聯軸裝置 Driving Gear and Coupling

轉向架每個車軸都配置一組牽引系統，由牽引馬達、撓性聯軸器以及單級減速齒輪
箱組成。
Each bogie axle is provided with one traction system which is comprised of a traction
motor, a flexible coupling and a single stage reduction gearbox.
Figure 2-4 牽引系統 Traction System

牽引馬達牢固安裝在轉向架框架上，通過齒輪聯軸裝置將牽引力和電動煞車力傳遞
給齒輪箱。牽引馬達與齒輪箱平行，由懸吊式接頭牢固安裝在橫樑上。
The traction motor is mounted rigidly on the bogie frame and transfers the traction force
and the electro-dynamic braking force to the driving gear by means of the gear coupling.
The traction motor is parallel with the driving gear and tightly mounted on the transom
with suspended type joint.
為了防止牽引馬達掉落在軌道上，牽引馬達上設計了一個安全支架。如果發生意外
故障，安全支架可防止牽引馬達掉落在軌道上。轉向架從車體拆下後，可以垂直頂
升將個別馬達拆下。
In order to prevent the traction motor falling on the track, the system is designed with a
safety bracket on the traction motor. If an unexpected failure occurs, the safety bracket
will contact and prevent the traction motor from falling down on the track. Individual
motor can be removed by a vertical lift after the bogie has been removed from the car-
body.
單級減速齒輪箱安裝在橫樑與車軸上。
The single stage reduction driving gear is mounted on both of the transom and the axle.
齒輪箱的一側利用扭力桿安裝在橫樑上，扭力桿以橡皮襯套彈性固定在轉向架框架
上，齒輪箱另一側利用齒輪箱內的大齒輪安裝在車軸上，而大齒輪座與車軸之間由
緊密配置固定。安全設備座置於齒輪箱與轉向架間，防止齒輪箱掉落到軌道上。
One side of the driving gear is mounted to the transom by the reaction rod, which is
resiliently fixed by a rubber bush to the bogie frame, and another is mounted to the axle
by the large gear wheel of the driving gear, which is fitted into the axle by an interference
fit. The safety device is fitted between gearbox and bogie to prevent driving gear from
falling onto the track.
齒輪箱配有一個油位視窗，其傳動齒輪外層表面經過硬化處理與研磨。按照規定，
齒輪拆除須以油壓方式進行。撓性齒輪聯軸器是由兩個螺栓連接的半聯結器組成。
一個裝在牽引馬達軸上，另一個裝在傳動齒輪軸上。
The gearbox has an oil inspection sight-glass and the gearing is case hardened and ground.
Provision is made for gear removal by the oil injection method. The flexible gear coupling
consists of two half couplings connected with bolts. One is fitted into the traction motor
shaft and another is fitted into the driving gear shaft.
牽引馬達和齒輪箱利用撓性齒輪聯結器做機械連接，扭力經由聯結器傳遞到車軸。
撓性齒輪聯結器可使牽引馬達與齒輪箱在一次懸吊移動時彼此獨立作動。
The traction motor and the driving gear are mechanically connected by the flexible gear
coupling, through which torque is transmitted to the axle. The flexible gear coupling
allows that the traction motor and the driving gear can move independently of each other
during the primary suspension movement.
Figure 2-5 牽引系統的安全裝置 Safety Installation of Traction System
2.4.1. 齒輪箱特性 Specification of driving gear

The gearbox is of the single-stage cylindrical helical gear type. It is consisting of gears,
bearings, housing, lubrication system, sealing and accessories. The input shaft connects
the coupling via a tapered end which enables the easy assembly and disassembly of the
coupling. An inspection cover is equipped on top of the housing for the inspection of the
inside of the gearbox. The lower housing is equipped with oil filling port and oil drainage
port along with the magnetic plugs which can absorb the iron particles in the lubricant. A
transparent oil level gauge is designed onto the lower housing for the check of oil level
and oil color in normal maintenance.
Table 2-5 齒輪箱特性表 Specification of driving gear
項目參數備註
Item Value Remark
Type Single stage, cylindrical helical gear
Center distance 361mm
Gear ratio 6.41
項目參數備註
Item Value Remark
Max tractive torque 960Nm
Short-circuit torque 9000Nm
Max operation speed 3500rpm
Figure 2-6 齒輪箱內部結構 Interal structure of Driving gear
2.4.2. 齒輪箱組成 Component of driving gear

Gear
The gears are the helical ones with hardened tooth flank. Tooth root strength is
enhanced through shot peening. The accuracy grade of the gear can reach grade 6 of
ISO 1328. The gears are made of material 18CrNiMo7-6 per EN10084 which has good
heat treating performance. The fatigue strength and the anti-wearing performance of
the gears are greatly improved after carburization and quenching. The service
lifetimeof the gears are hereby significantly enhanced.
Housing
The housing is designed to have sufficient rigidity to enable the proper engagement
of gear teeth even under maximum load. FEA is performed for the optimization of the
housing structure to reach light weight design while keeping proper structure and
reliable strength. The detail information of FEA result will be described in TYGL1-
GM01-CAS-ERS-RX07 (Calculation of Gearbox and Coupling).
The housing is made of spheroidal graphite cast iron of EN-GJS-400-18-LT per EN1563.
The material has good performance in terms oflow temperature characteristics and
ductility. It is widely-used material on metro gearbox hereby the reliability is greatly
enhanced.
Beraing
Tapered roller bearings are used on the axle while cylindrical roller bearings and 4
point contact ball bearings are used on the input pinion. This configuration has been
widely used in gearboxes of metro, intercity and high-speed rail applications. It has
the advantages of high rotational accuracy, high rotational speed and high load-
carrying capability. Bearing life L10 is calculated in accordance with ISO 281 and will
be described in TYGL1-GM01-CAS-ERS-RX07 (Calculation of Gearbox and Coupling).
All bearings selected are of well-known types which have been used in railway vehicle
with application achievements.
Sealing
The sealing structure of the gearbox is of non-contact mechanical labyrinth type. It
realizes the function of two-side sealing while at the same time and being more
reliable. Since it is non-contact sealing, the structure inherently has the function of
breathing and avoids the dirt accumulation that could be induced.
Figure 2-7 齒輪箱密封適用示意圖 Sealing application of driving gear

Oil level gauge
Oil level gauge is equipped on the lower housing for the inspection of the oil level.
Upper and lower oil levelsare marked in the center of the gauge. Grooves are also
machined on the housing to indicate the upper and lower oil levels. The gauge is made
of tempered glass with a white background plate installed beneath it for easy
identification of oil level. Sealing washer is used with the oil levelgauge when it is
installed to ensure good sealing performance.
Figure 2-8 油位計 Oil level gauge
Magnetic oil plug

The lower housing is equipped with magnetic oil draining plug and magnetic oil filling
plug. The operating condition of the gearbox can be inspected through the substance
absorbed by the magnetic plug. The body of the plug is made of stainlesssteel. Sealing
washer is also used for the installation of the plug in order to ensure good sealing
performance.
Figure 2-9 磁鐵洩油螺栓 Magnetic oil plug
2.5. 車輪組 Wheelset

車輪組由一體式車輪與實心車軸組成。車輪組設計最大可承受 12 噸軸重。
The wheelset consists of monoblock wheels and a solid axle shaft. The wheelsets are
designed to sustain properly the maximum axle load of 12 ton.
車輪組是依據 BS EN 13260 規定進行組裝。車輪、傳動齒輪、車軸軸承利用壓合
(press-fitting) 方法組裝。
Wheelset is assembled in accordance with BS EN 13260. Wheels, driving gear and axle
bearings are assembled by press-fitting method.
Figure 2-10 車輪組 Wheelset Assembly
2.5.1. 車輪 Wheel
整組車輪輪距直徑在全新時應為 850 mm，最大磨損條件下的輪距直徑為 770 mm。
所有車輪均裝配了車輪碟和降噪設備，降低異常噪音。降噪設備將於期中設計階段
定義。車輪外型依據 UIC510-2 設計。車輪組設有注油孔，將使縱車軸上拆下車輪的
阻力降至最小。
The monoblock wheels have a tread diameter of 850 mm in new condition, and 770 mm
in maximum worn condition. All wheels are equipped with wheel disc and noise damping
equipment to reduce abnormal noise. Ring damper of wheel for noise reduction is
descrided in Appendix F. The wheel profile is designed in accordance with UIC510-2. Oil
injection porting for wheelset is provided to minimize the force of wheel removal from the
axle.
(1). 車輪直徑：850/770（全新／完全磨損）
Wheel diameter : 850/770 (new/ fully worn)
(2). 額定車輪寬度：135 + 1 / -1mm

Rim nominal width : 135 +1/-1mm
(3). 背面尺寸：1360 + 2 / -0mm

Back to back dimension : 1360 +2/-0mm
(4). 車輪材質：AAR M 107 Class B
The wheel material : AAR M 107 Class B
(5). 車輪踏面曲線：UIC510-2
The wheel profile : UIC510-2
2.5.2. 車軸 Axle
實心車軸設計符合 BS EN 13103-1 的動力車軸規範。動力車軸有齒輪箱的安裝基座。
齒輪箱緊密配置方式安裝到車軸上。車軸材質符合 AAR M 101 G 級規範。
The solid axles design meets the requirements of BS EN 13103-1for powered axle.
Powered axles have mounting seats for the gearbox. Gearbox is fitted into the axle by an
interference fit method. The axle material meets the requirement of AAR M 101 Class G.
動力車軸的強度計算書將於後續提送。
Strength calculations of powered axle will be submitted.
2.5.3. 車軸軸承 Axle Bearing

車軸軸承是依錐狀滾珠軸承的標準設計。軸承的詳細尺寸將於期中設計階段確定。
軸承備有經驗證的軸封，可防止水和／或清潔液體進入。依據 ISO 281-1 的方法，在
AW3 車輛載重下，車軸軸承額定壽命超過 1,600,000 km。軸承生命週期計算書將於
後續提送。
Axle bearings are tapered roller bearing design with standard. Detail size of bearing will be
determined at DDR stage. It will be equipped with well proven type sealing to prevent the
ingress of water and/or cleaning fluids. Axle bearing have a rated lifetime more than
1,600,000km under AW3 car loading in accordance with the method in ISO 281-1.
Bearing life calculation
Table 2-6 車軸軸承計算參數 Axle Bearing calculation data
項目參數備註
Item Value Remark
Application data
Static axleload 12 ton Max load
Weight of wheelset 1.7t
Average diameter of
0.81m (850mm+770mm)/2
wheel
Bearing data
Bearing type Tappered roller
Dynamic capacity C 952kN
Inner diameter 130mm
Outer diamer 230mm
Width 150mm
A. Axle load calculation : (12-1.7)/2*9.81 = 50.5 kN
B. Equivalent Radial Axlebox Load Calculation : Kr = fo * frd * ftr * G = 60.4 kN
C. Equivalent Axial Axlebox Load Calculation : Ka = fo * fad * G = 3.84 kN

where :
fo = payload factor: 0.95
frd = dynamic radial factor: 1.20
fad = dynamic axial factor: 0.08
ftr = dynamic traction factor: 1.05
D. Bearing Load Calculation : Fr = Kr +2*fc*Ka = 62.8 kN

where :
fc = h * Da / l = 0.31
Da = shaft diameter 130.00 mm
l = distance between the 2 load centers = 104.50 mm
h = 0.25
with:
h = 0.25 if the load acts at the top or at the bottom of the housing
h = 0.10 if the load acts near to the central plane of the bearing
E. Fa = Ka = 3.84 kN
where:
Fa = mean bearing axial load
Calculation of The Equivalent Load
F. P = Fr + Y * Fa = 72.59 kN
where :
Y = 2.55 (factor pertinent to axial load on the bearing)
Bearing life :
L10 = (C/P)(10/3) * π * D / 1000 = 13.53 million km

Labyrinth lip seal of bearing
The LL (Labyrinth-lip) seal design is applied for bearing assembly to protect
contaminants and to extend bearing service life.
The LL seal design is reduced almost 20°C of bearing operating temperature compare
to former seal design. It contributes to longer grease life and energy savings and the
design is very effective in excluding contaminants.
Figure 2-11 Labyrinth-lip seal of beaing
2.5.4. 軸箱 Axle Box

軸箱裝設在軸承與一次懸吊彈簧之間。頂升安全設備、接地碳刷、煞車系統速度偵
測器與號誌速度偵測器可安裝在軸箱上。軸箱與機廠提供的車輪車床設計相容。
Axle boxes are arranged between the axle bearing and the primary suspension springs.
Lifting safety device, earth brush, brake system speed sensor and signaling speed sensor
can be installed on the axle boxes. Axle box will be compatible with under floor wheel
lathe to be provided for the depot. When assembly front and rear cover of axle box,
rubber o-ring are applied as following figure to prevent leakage of grease and infiltration
of water and dirt during service.
Figure 2-12 Rubber o-ring for Axle box assembly

2.6. 懸吊系統 Suspension System
2.6.1. 一次懸吊 Primary Suspension

轉向架上的一次懸吊系統設計有三個主要目的。
The primary suspension system on the bogie is designed with three principal aims.
(1). 保護轉向架框架與車輛，避免來自軌道震動造成過度衝擊負載。
To protect the bogie frame and the vehicle from excessive shock loads caused by
inputs from the track.
(2). 確保車輛在規定的行車條件下不會脫軌。
To ensure that the vehicle does not derail when subjected to specified track
conditions.
(3). 確保行車速度範圍內轉向架的動態穩定，同時達到良好的曲線行進性能。良好
的曲線行進性能取決於正確的車輪組偏擺撓性阻抗。
To achieve good curving performance while ensuring that the bogie is dynamically
stable throughout its operating speed range. Good curving performance is
dependent on achieving the correct wheel set yaw stiffness.
Figure 2-13 一次懸吊 Primary Suspension
一次懸吊系統的錐形橡膠彈簧安裝在軸箱上方。錐形橡膠彈簧的設計可在允許行車
速度下，使平穩度與曲線行進性能達到最佳平衡。
The conical rubber springs, which are mounted above the axle boxes, are used for the
primary suspension system. The conical rubber spring is designed and specified to achieve
an optimum balance between stability at the specified operating speeds and curving
performance.
此外，頂升止擋與金屬止擋也包含在系統中，可防止車輪組過度撓曲。
Lifting stops and metal stops are also incorporated within the primary suspension system
to protect against excessive wheel set deflection.
一次懸吊設計符合合約的車輪拆卸要求並防止二次懸吊過度膨脹／漏氣所造成的脫
軌現象。
The primary suspension design complies with the specified wheel unloading requirements
in order to guard against derailment for both inflated / deflated secondary suspension.
2.6.2. 一次懸吊特性 Characteristics of Primary Suspension

The Chracteristic of primary spring is as following. The value of stiffness is estimated value
and has tolerance (± 15%). Actual stiffness value will be reported after type test.
Table 2-7 一次懸吊特性表 Characteristics of primary spring
特性參數 Valure
Characteristic AW0 AW3
Cornical rubber spring stiffness (kN/mm)
Longitudinal 3.10 3.85
Lateral 2.27 2.73
Vertical 0.737 0.750
Vertical deflection (mm)

Deflection
22.93 32.05
from free height
Deflection
9.1
from AW0 to AW3
2.6.3. 二次懸吊 Secondary Suspension

轉向架上的二次懸吊系統的設計有兩個主要目的。
The secondary suspension system on the bogie is designed with two principal aims.
(1). 確保良好的乘車品質。
(2). To ensure good ride quality.
(3). 無論在任何車輛動態條件下，車輛均能維持在規定的動態包絡線範圍內。
(4). To ensure the vehicle profile remains within the specified kinematic envelope under
all vehicle dynamic conditions.
Figure 2-14 二次懸吊 Secondary Suspension
為了達成上述目的，轉向架與車體間主要的垂直懸吊系統採用二次懸吊空氣彈簧。
在 AW0 到 AW3 之間的所有車輛載重條件下，氣動水平閥可依據轉向架修正車體偏
移量，以維持車體恆定高度。此系統也能在其工作範圍內抑制車體垂直跳動的恆定
頻率，進而降低轉向架與車體間動態共振的影響。
In achieving these aims, air secondary suspension springs are used as the main vertical
suspension system between the bogie and the car-body. A constant vehicle height is
achieved by the use of pneumatic leveling valves which correct the deflections of the car-
body relative to the bogie, under all condition between AW0 and AW3. The system also
achieves a constant vertical body bounce frequency over its operating range, reducing the
effect of dynamic resonance between the bogie and the car-body.
這類型懸吊系統的垂直跳動性能較柔軟，因此轉向架與車體間連有防傾桿系統，以
抑制過度側傾。
An anti-roll bar system is connected between the bogie and the car-body, to control
excessive roll, due to the softer vertical performance of this type of suspension.
防傾桿是由兩個安裝板與一扭力桿組成，扭力桿利用軸承套裝置安裝在轉向架框架
上。垂直連桿利用圓形橡膠接頭連接到扭力桿上，另一端則利用連接板固定在車輛
底盤上。
The anti-roll bar consists of two mounting plates and a torsion bar which is mounted on
the bogie frame by the bearing housing unit. Then, the vertical link is connected to the
lever of the torsion bar by a round rubber joint which is fixed to the underframe with
respect to the upper plate.

車體藉由側搖沿著一方傾斜時，垂直連桿因與扭轉力量而下降，此時轉動力會透過
扭力桿而傳遞到另一側，並則將車體拉向另一側，因此形成抑制側搖的結構。
When the body is inclined in one direction by rolling, the inclined body descends and
twists the torsion bar through the link, so the rotational force is transmitted to the other
side through the torsion bar, and the force to pull the body on the opposite side is acted.
It becomes a structure which suppresses rolling.
防傾桿可限制車輛的側搖運動，減小車體的側傾角度，以維持車輛行駛的穩定性。
The anti-roll bar is installed to maintain the running stability of the vehicle by limiting the
rolling motion of the vehicle body and reducing the rolling angle of the vehicle body.
空氣彈簧可支撐車體重量，在轉向架和車體之間提供垂直、橫向、旋轉方向的懸吊
支撐。
The air springs support the car-body weight and provide the vertical, lateral and rotational
suspension between the bogie and the car-body.
二次空氣彈簧採用先進的連續式緊急橡膠彈簧設計，在全負載範圍內保持正確的垂
直撓曲，並可達成漏氣時所需的性能。側向撓曲利用彈性先進式側向緩衝裝置加
強，此緩衝裝置可有效控制側向行駛舒適性。緩衝裝置的位置與性能可控制車輛的
運動、以及動態包絡線的位移範圍。
The secondary air spring has a progressive emergency rubber spring in series, which
maintains the correct vertical stiffness over the full loading range and assists in achieving
the required deflated performance. The lateral stiffness is augmented by the resilient
progressive lateral buffers which give good control over the lateral ride comfort. Buffer
location and performance also control vehicle movements, and thus control the
displacement for the kinematic envelope.
轉向架的液壓橫向阻尼器安裝在中心銷與橫樑之間，控制車體的橫向振動。
A hydraulic lateral dampers per bogie, fitted between the center pivot and the transom,
controls lateral car-body oscillations.
若空氣懸吊壓力降低，車體重量則由緊急橡膠彈簧支撐。此系統可使車輛安全協調
所有系統的基本設施功能，在空氣彈簧漏氣的情況下，車輛仍可繼續行駛。
In the event of loss of air suspension pressure, the car-body weight is supported by the
emergency rubber springs. The system allows the vehicle to safety negotiates all system
infrastructure features, and consequently the vehicle can remain in service with deflated
air springs.
當空氣彈簧完全洩漏時，則應用二次懸吊內的緊急用彈簧。當二次空氣彈簧開始作
用時，列車應任何操作速度下保持車身動態穩定。若轉向架有一空氣彈簧完全或部
分漏氣，則兩個空氣彈簧將同時進行氣壓調整，以確保車輛沒有異常的側搖運動，
並可利用位於兩個轉向架空氣彈簧之間的差動閥繼續安全地行駛。
Secondary suspension emergency springs, which become operative in the event of full
deflation of air springs, shall be fitted. The car shall remain dynamically stable throughout
the full speed range of the train under all conditions when secondary air springs are
functional. In the event of one air spring becoming wholly or partially deflated on the
bogie, both of air springs are simultaneously exhausted to ensure that vehicle has not
abnormal roll motion and can continues to operate safely by differential valve located
between two air springs of bogie.
因車輪磨損與車輪旋削所進行的車輛高度調整，則是利用增加二次彈簧組件下方的
墊片調整，無須從車體拆下轉向架，同時水平閥桿亦應同時調整。當車輪每磨損到
6mm 就需要重新進行一次車輪旋削。
Vehicle height adjustment due to wheel wear and re-profiling is adjusted by packing
under the secondary spring assembly without disconnection or removal of the car-body
from the bogie. The leveling valve rod shall be adjusted at the same time. The wheel
needs to conduct re-profiling every 6mm of wheel wear.
Figure 2-15 車體高度調整 Height Adjustment of Car-body
2.6.4. 二次懸吊特性 Characteristics of Secondary Suspension

The Chracteristic of secondary spring is as following. The value of stiffness is estimated
value and has tolerance (± 15%). Actual stiffness value will be reported after type test.
Table 2-8 二次懸吊特性表 Characteristics of secondary spring
特性參數 Value
Characteristic AW0 AW3
Air spring stiffness (kN/mm)
Longitudinal 0.068 0.102
Lateral 0.136 0.157
Vertical 0.283 0.397
Emergency spring vertical stiffness and deflection (kN/mm, mm)
Stiffness 6.96 7.41
Deflection 7.08 10.30
Figure 2-16 Air spring Internal pressure by vertical load
2.7. 中心銷系統 Center Pivot System

中心銷裝置是由一個中心銷體鑄件、單體聯接和橫向阻尼器支架組成，形成轉向架
與車體間的主要連接。單體牽引聯接由鍛鋼製成，兩端各有一個彈性橡膠襯套。此
裝置可使轉向架根據車體結構進行全運動（橫向、垂直、偏擺、俯仰），但限制轉向
架與車體之間的縱向位移。牽引力和煞車力從轉向架經由中心銷裝置傳遞到車體。
The center pivot device, which consists of one cast center pivot body, mono link and
bracket for the lateral damper, forms the main connection between the bogie and the car-
body. The mono traction link is made of forged steel and has a resilient rubber bush at
each end. This allows for full movement of the bogie (lateral, vertical, yaw and pitch) with
respect to the car-body structure but restricts the longitudinal displacement between the
bogie and the car-body. Traction and brake forces are transmitted to the car-body from
the bogie by means of the center pivot device.

橫向阻尼器安裝位置靠近轉向架中心，在轉向架的中心銷與轉向架框架橫樑之間。
橫向阻尼器直徑較小的一側固定在中心銷塊下方，有較大直徑的另一側則固定在轉
向架框架的橫樑上。每側都用兩組螺栓、螺母和鎖固墊圈固定。
The lateral damper is mounted near the center of the bogie between the center pivot and
the transom of the bogie frame. One side with smaller diameter of lateral damper is fixed
on the lower part of center pivot block and another side with larger diameter is fixed on
the transom of the bogie frame. Each side is fixed with two sets of bolt, nut and locking
washer.
Figure 2-17 中心銷系統 Center Pivot System
中心樞軸裝置包括金屬止擋，在車輛被頂升時將轉向架維持在原位，防止轉向架掉
落。頂升車體時，無須事先採取任何措施就可將轉向架與車體一同抬起。在初始狀
態下，轉向架框架上的抬升支座與單體聯接支架之間存在一常態間隙。
The center pivot device includes metal stops to limit the bogie drop when the vehicle is
lifted with the bogie retained in position. When lifting of car-body, bogie can be lifted
together with car-body without any prior action. In the initial condition there is a normal
gap between lifting support on bogie frame and the mono link bracket.
當轉向架的車體頂升時，轉向架的重量由單體聯接支架支撐，該間隙將會閉合。當
車輪進行旋削時，此間隙會減少至填隙片的厚度，車體可藉空氣彈簧下的填隙片調
整補償車體高度。
This gap is closed when the car-body lifted up with bogie attached to allow that bogie
weight is carried by mono link bracket. It is decreased as shim thickness when car-body is
adjusted by shimming under the air spring in order to compensate the car height due to
wheel re-profiling.
Figure 2-18 中心銷系統的頂升止擋支架 Lifting Stop brackets of Center Pivot System
2.8. 摩擦煞車系統 Friction Brake System

摩擦煞車系統由車輪煞車碟、煞車卡鉗裝置以及煞車片組成。摩擦煞車分為氣動煞
車與駐車煞車。氣動煞車是電動氣壓控制式與加壓／釋壓式。駐車煞車是彈簧加壓
／氣壓釋放式。
Each friction brake system consists of wheel brake disc, brake caliper unit and brake pads.
Friction brake is categorized into pneumatic brake and parking brake. The pneumatic
brake is the electro-pneumatic control type and the air pressure-applied/air venting-
released type. The parking brake is the spring-applied/air pressure-released type.
機械駐車釋放設備安裝在每個駐車煞車缸的轉向架側面，操作簡單。
The mechanical parking release mechanism is mounted on the side of the bogie per
parking brake cylinder and operated simply.
電動煞車不足以滿足所需煞車作用力時，摩擦煞車就會啟動，進而由車輛電腦系統
控制啟用混合煞車。
The friction brakes are actuated when the electro-dynamic brake becomes insufficient for
the total required braking effort, resulting in blended braking controlled by the vehicle
computer system.
所有的摩擦煞車裝置都裝有間隙調整器，用於持續調整煞車彈簧，進而自動調整煞
車片和車輪碟之間的間隙，因而不受煞車片與煞車碟的磨損程度影響。這表示無論
煞車片是否磨損，煞車效果始終保持不變。
All of the friction brake units are fitted with a slack adjuster for the continued adjustment
of the brake springs so that the clearance between the brake pad and the wheel disc is
automatically adjusted irrespective of the extent of wear of the brake pads and disc. This
means that the braking effect remains constantly regardless of wear of the brake pads.
Figure 2-19 摩擦煞車系統配置 Arrangement of the Friction Brake System
2.9. 輪緣潤滑系統 Wheel Flange Lubrication System

輪緣潤滑器設計安裝於在每列車的兩端動力轉向架之前輪對，該前導車輪組會依照
行駛方向作動。當列車在曲線段運行時，輪緣潤滑器將自動作動。當列車停止時，
則不會作動。該系統的設計可根據需求，簡單調整噴塗位置、油量、噴塗時間與兩
次潤滑間隔。輪緣潤滑器的詳細資訊將於期中設計階段提供。
The wheel flange lubricator is designed to apply to the leading wheelset of the trainset at
both driving ends of each train, which is operated with respect to the travel direction. The
wheel flange lubricator will be operated during traversing of the curves only and it will not
be operated when train stop. The system is designed for the spray position, oil quantity,
spraying time and interval between lubricant applications to be easily adjusted if
necessary.
Figure 2-20 車輪潤滑器主要圖 Key Plan for Wheel Lubricator
Figure 2-21 車輪潤滑器 Wheel Lubricator
The wheel flange lubrication is supplied with compressed air and electrical power from the
train. The controller box operates the 3/2-way solenoid valve (Y1) curve dependent. The
solenoid valve enables the compressed air to supply for the pneumatic pump. The
pneumatic pump (P1) is supplied with compressed air and delivers the preset. The lubricant
is supplied by the compressed air into the lubricant distributor via the lubricant line, and
distributed to the two outlet ports. From the outlets, the lubricant is routed to the spray
nozzles via high-pressure hoses. The two spray nozzle continuously spray the lubricant onto
the wheel rim flanges during the preset spray time. Once the preset spray time has elapsed,
the break time begins.
Figure 2-22 車輪潤滑器方塊圖 Wheel flange lubrication block diagram
1. Pump unit consisting of ;

1.1. Pneumatic pump with oil tank
1.2 .3/2 way solenoid valve for controlling the pump
B1.A, B1.B Low Level Sensor of tank
2. Mixing distributor 2 outlets
3. Controller unit (Controller + internal curve sensor for direction A)
4. External curve sensor for direction B
B. Spray nozzles
Figure 2-23 車輪潤滑器電路圖 Wheel flange lubrication diagram
2.10. 路軌障礙物偵測裝置 Obstacle and Derailment Detector and Deflector

路軌障礙物偵測裝置（以下簡稱“ODD”）裝設於前導轉向架上，以提前檢測到障礙
物和脫軌。ODD 的檢測桿可完整覆蓋轉向架寬度，並防止障礙物和脫軌。
Obstacle and Derailment Detector and Deflector (hereinafter ‘ODD’) is installed in front
bogie so that ODD can detect obstacle and derailment in advance. It has a detection bar
to cover the full width of the bogie and prevent obstacles as well as detect derailment.
安全是鐵路系統的重要環節。
Safety is an important matter for railway system.
若列車在沒有用圍欄或其他保護物體的軌道上行駛，就需要障礙物偵測系統以確保
行駛安全。ODD 無法防止與障礙物碰撞或脫軌，但可藉由緊急煞車降低事故嚴重程
度。緊急煞車的偵測條件以安全性與可操作性為基礎而設立。
If the trains are running on a track, which is not guarded of objects by fences or other
means, an obstacle detection system is required for safe operations. It cannot prevent
obstacle crash and derailment but reduce the severity level by emergency braking at that
condition. The detection condition for emergency braking is decided by considering with
safety and operability.
在軌道上有障礙物的情況下，偵測桿可能會將障礙物從軌道上推開或縮回，這將由
感應式接近偵測器或微動開關或開關模塊偵測。
In case of obstacle on the track, the detection bar is likely to push away obstacles from the
track or go backward which will be detected by an inductive proximity sensor or micro
switch or on/off switching module.
啟動 ODD 所需的動能等同於以 20 km/h（±3 km/h）行駛速率的列車撞擊 5kg
的物體所產生的動能。偵測桿為 V 形，可將障礙物推到軌道外側。
The kinetic energy required to activate the ODD is equivalent to the kinetic energy
generated by an object with a mass of 5kg hit by a train travelling at 20km/h (±3 km/h).
Detection bar is V-shaped to push away the obstacle to the outside of track.
The detail description is described in TYGL1-GM01-TSX-ERS-RX01 (Technical description of
ODD for DDR)
Figure 2-24 路軌障礙物偵測裝置 Obstacle and Derailment Detector and Deflector
2.11. Cable and hose on bogie system

Cables mounted on bogie frame are for ODD, CCD, WSP and OPG sensor, Earth brush,
Balise antenna. All cables are clamped by cleat unit which has rubber part on contact area
to prevent any demage on those cables. Felxible hoses are for brake cylinder and WFL
nozzle. In case of flexible hose, it connects to each device directly from pipe line.
Interference review between bogie and car-body according to the bogie movement will be
conducted through DPA process.
Figure 2-25 Cleat clamp for cable
2.12. Fire Safety Requirement

(1) Fire safety standard: EN 45545-2, Hazard Level 2
(2) The fire performance for non-metallic materials will be evaluated in accordance with
EN 45545-2 standard and the related documents will be attached in the document
during DDR stage.
期中設計轉向架技術資料附件 A 轉向架框架的原型試驗和有限元素分析計畫
Technical Description of Bogie for DDR Appendix A Type Test and Finite Element Analysis Plan of Bogie Frame
附件 A 轉向架框架的原型試驗和有限元素分析計畫
APPENDIX A TYPE TEST AND FINITE ELEMENT ANALYSIS PLAN OF
BOGIE FRAME
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A A-1 2021/7/13
Appendix A
The structural integrity and the fitness for purpose of the bogie frame will be assessed and
demonstrated by calculation and/or testing against the following criteria;
• Static load is defined the maximum loading which shall be sustained and a full operational condition
maintained in conformance with the Technical Requirement (ER(2) 2.24 table2-1 1.2.C.).
• Fatigue load is defined the service loading which shall be sustained and a full operational condition
maintained in conformance with the Technical Requirement (ER(2) 2.24 table2-1 1.2.D.).
1. Analysis and test of static load conditions
The analysis and test of static load conditions are summarized in the following sections.
1.1 Proof load conditions
1) Criteria for proof load conditions: The loads are applied by increasing the actual calculated load by
150% for vertical load of all load case excluding LC3, and the detailed load for each load condition is
specified in the table below. The maximum stress for all load cases shall not exceed the yield strength
of each material without permanent deformation or any form of damage or deterioration.
2) All load cases is determined by HRC with reference to international standards (EN13749), and HRC
comply with the method of analysis and test required by EN13749. The exceptional acceleration of
EN13749 Table D.1 shall be applied for exceptional static load conditions.
3) The analysis and test are performed for each load case along with the vertical load. The
methodologies of applying loads and constraints for each load case will be described in detail in
‘Finite Element Analysis Report’ and ‘Load Test Procedure’ at DDR stage.
Validation
Load case Section of
Load case Load case description
No. reference standard
Analysis Test
150% of the sum of the maximum

Structural Design Condition
LC1 Vertical load o o
Weight (Design Load: AW4) static
pivot load
1% track twist condition along with
Twist load
LC2 LC1 considering AW4 load o o
(CASE1)
condition (EN13749 AnnexC, C.2.1)
Derailment condition along with
Twist load 100% vertical load considering
LC3 o o
(CASE2) AW0 load condition (EN13749
AnnexC, C.2.1)
100% of the bogie inertia force
under an acceleration of 3 g along
LC4 Longitudinal load o o
with LC1 considering AW4 load
condition
100% of the lateral load by track
shifting limit of the vehicle along
LC5 Lateral load o o
with LC1 considering AW4 load
condition
Additional load case
100% of the load condition according to the
Traction motor considering motor weight along HRC with reference
LC6 o o
mass inertia load with LC1 considering AW4 load to international
condition standards
100% of the load condition (EN13749)
Driving gear considering short circuit torque of
LC7 reaction and traction motor in driving mode o o
TM torque load along with LC1 considering AW4
load condition
150% of the load condition
Brake mass inertia considering brake unit weight
LC8 o o
load along with LC1 considering AW4
load condition
Emergency braking considering brake load in braking
LC9 o o
load mode along with LC1 considering
AW4 load condition
Note: The exceptional acceleration of EN13749 Table D.1 shall be applied for exceptional static
load conditions.
1.2 Service load conditions
1) Criteria for service load conditions: The mean and amplitude stresses of all nodes shall be located
in safety region of fatigue endurance diagram based on the evaluation criteria.
2) The fatigue assessment has been done from the static analysis results by using fatigue endurance
limit approach method. Fatigue endurance limits used for the fatigue assessment are obtained from
Goodman-Smith diagram considering survival rate of 95%.
3) Additional load case (FC2 to FC5) is determined by HRC with reference to international standards
(EN13749), and HRC comply with the method of analysis and test required by EN13749.
4) The analysis and test are performed for each load case along with the vertical load. The
methodologies of applying loads and constraints for each load case will be described in detail in
‘Finite Element Analysis Report’ and ‘Load Test Procedure’ at DDR stage.
Validation
Analysis Test
Vertical load: AW2’ × (1±40%)

Lateral load: AW2’ × (±25%)
Longitudinal load: AW2’ × (±20%)
(Maximum output of propulsion
system and friction brake) ×
(±100%)
AW2’ = AW2 load subtracted by ER(2) 2.24 table2-1
FC1 Main in-service load o o
mass under air spring of bogie. 1.2.D.
The load applied to the bogie when
vehicle in AW2 load condition
accelerates and decelerates under
its maximum tractive effort and
decelerates at emergency brake
rate.
Traction motor
considering motor weight along
FC2 mass inertia o x
with 100% vertical load
service load
considering AW2 load condition
Additional load case
according to the
Brake mass inertia considering brake unit weight
FC3 HRC with reference o x
service load along with 100% vertical load
to international
standards
100% of the load applied to avoid (EN13749)
Anti roll bar the excessive motion of car body
FC4 reaction service rolling along with 100% vertical o x
load load considering AW2 load
condition
Validation
Analysis Test
100% of the load to occur due to

Lateral damper lateral movement of car body
FC5 o x
service load along with 100% vertical load
2.3 Additional load conditions
Additional load conditions are evaluated for exceptional load conditions.
Validation
Load case
Load case description Section of reference standard
No.
Analysis Test
Safety bracket to prevent motor

AC1 - o x
disconnection
Safety bracket to prevent driving gear
AC2 - o x
disconnection
3. Fatigue load test
The fatigue load test is performed a total 2x106 cycles for vertical load, lateral load, longitudinal load
and Maximum output of propulsion system and friction brake load according to Technical
Requirement (ER(2) 2.24 table2-1 1.2.D.).
1) Criteria for fatigue load test: Fatigue cracks are not allowed on bogie frame until the end of test
according to ER2 2.24 Table 2-1 1.2 D and the detail of test procedure and inspection method shall be
further discussed at DDR stage.
2) The methodologies of applying load and constraint will be described in detail in ‘Load Test
Procedure’ at DDR stage.
4. Natural Frequency
A frequency analysis will be performed to derive the first twist mode of bogie frame and to identify a
separation window of at least “4Hz” between the carbody and bogie in the shape of bogie rigid
modes. The load case number is specified by NF1.
Note: For the frequency analysis for the bogie frame, the heavy bogie frame mounted equipment will be included in the
carbody model for the finite element analysis using stiff/rigid beam and point masses located at the equipment C of G
location with respect to the bogie frame. This standard modeling approach will allow us to capture the bogie frame own
frequency modes and that of the masses of the various bogie frame mounted equipment as well. The frequencies of bogie
frame will be documented and reported. A natural frequency sweep of between 0Hz and 40Hz will be carried as to
capture the bogie frame various vibration modes within that frequency range.
Validation
Load case
Load case description Pass/Fail Criterion
No.
Analysis Test
A frequency analysis will be

performed to derive the first twist
mode of bogie frame and to
NF1 Natural Frequency identify a separation window of at o x
least “4Hz” between the carbody
and bogie in the shape of bogie
rigid modes
期中設計轉向架技術資料附件 B 其他專案之曲率半徑 75M 的使用實績
Technical Description of Bogie for DDR Appendix B Service History in Other Project with 75M curve
附件 B 其他專案之曲率半徑 75M 的使用實績

APPENDIX B SERVICE HISTORY IN OTHER PROJECT WITH 75M
CURVE
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A B-1 2021/7/13
期中設計轉向架技術資料附件 B 其他專案之曲率半徑 75M 的使用實績
Technical Description of Bogie for DDR Appendix B Service History in Other Project with 75M curve
Appendix B
HRC design experience of bolsterless bogie with below mininum 75M curve.
2008 2009 2011 2017

Service
Almaty EMU In-cheon LRV Sin-Bundang L2 EMU Cairo L3 EMU
Condition
Kazakhstan Korea Korea Egypt
Bolsterless Bolsterless Bolsterless Bolsterless

Bogie type
Outboard Outboard Outboard Outboard
Min. Curve radius

75R 50R 75R 60R
(M)
Primary Conical Conical Conical Conical

suspension Rubber spring Rubber spring Rubber spring Rubber spring
Secondary
Air Spring Air Spring Air Spring Air Spring
suspension
Speed
Oper./Design 80/100 80/90 110/120 80/100
(km/h)
Axle load 14ton 13ton 16ton 15ton
28 74 48 256
Train set
(56 bogie set) (148 bogie set) (96 bogie set) (512 bogie set)
SM490A SM490A SM490A SMA490BP

Materials ASTM A618 1A STKM18B STKM18B ASTM A618 1A
AAR 201 C ASTM A588 AAR 201 C BS3100 Class A4
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A B-2 2021/7/13
期中設計轉向架技術資料附件 C 一次彈簧之類型和特性
Technical Description of Bogie for DDR Appendix C Type and Feature of Primary Springs
附件 C 一次彈簧之類型和特性
APPENDIX C TYPE AND FEATURE OF PRIMARY SPRINGS
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A C-1 2021/7/13
Appendix C
Primary spring is a device that reduces abrasion and vibration of the wheel and enables stable driving.
Its variety is diverse and has different characteristics for each kind.
1. Roll rubber spring
Roll Rubber Spring should be applied to products that have proven its use and performance. It has
good front and rear and right and left rigidity to ensure good curve passage. However, excessive creep
occurs and the life span is reduced.
2. Conical rubber spring
Conical rubbers springs are mounted on the axle box of the wheelset and beneath the girders of the
side frame by hexagon head bolts and spring lock washers.
Conical rubber spring is a laminated rubber type in which rubber is bonded between pluralities of
conical metal plates. Three-way stiffness adjustment is possible for up and down, left and right, front
and rear to satisfy vehicle driving performance and stability. The lower cylindrical area of core is
inserted at the axle box and attached to a retaining cap by two hexagon head bolts with plain washer
and locking plate with tab.
3. Chevron rubber spring
Chevron rubber spring is a pair of two springs per axle end connected to the journal box, and is made
of a layer of rubber and metal in the shape of a bird wing. It is connected to the side frame of the
bogie frame with a bracket, and the bracket has a flat part on the top to adjust the creep for
continuous load. It connects the bogie frame and the wheel shaft to absorb the vibration transmitted
from the rail, providing a stable ride.
4. Combined spring
Combined spring is consisted of coil spring and rubber spring, which not only suspends but also
guides for the journal box. Lifting stops and metal stops are also incorporated within the primary
suspension system to protect against excessive wheelset deflections. Primary suspension
characteristics shall be optimized to minimize the wheel flange wear on curves in consideration of the
track geometry and operation condition.
5. Link arm type primary spring
The primary suspension is of the radial arm type and is comprised two coil springs, flexible rubber
bush and vertical damper, which not only suspends but also guides for the journal box. The vertical
hydraulic damper for primary spring supplies appropriate damping and function of wheelset lifting.
Metal stop is incorporated within the primary suspension system to protect the excessive deflection.
期中設計轉向架技術資料附件 D BS EN 15085 和 BS EN 3834 證書
Technical Description of Bogie for DDR Appendix D Certification of BS EN 15085 and BS EN 3834
附件 D BS EN 15085 和 BS EN 3834 證書
APPENDIX D CERTIFICATION OF BS EN 15085 AND BS EN 3834
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A D-1 2021/7/13
Appendix D
Certification of BS EN 15085
Certification of BS EN 3834
期中設計轉向架技術資料附件 E 銲接相關標準替換歷史
Technical Description of Bogie for DDR Appendix E The superseded history of welding related standards
附件 E 銲接相關標準替換歷史
APPENDIX E THE SUPERSEDED HISTORY OF WELDING RELATED
STANDARDS
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A E-1 2021/7/13
期中設計轉向架技術資料附件 E 銲接相關標準替換歷史
Technical Description of Bogie for DDR Appendix E The superseded history of welding related standards
The superseded history of welding standards for bogie frame
Welder Certification Welding Procedure Verification

BS 4871-1:1982 BS 4870-1:1981
↓ ↓
BS EN 287-1:1992,2004,2011 BS EN 288-3:1992
↓ ↓
BS EN ISO 9606-1:2013,2017 BS EN ISO 15614-1:2012,2017
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A E-2 2021/7/13
期中設計轉向架技術資料附件 F
Technical Description of Bogie for DDR Appendix F Ring Damper of Wheel For Noise Reduction
附件 F
APPENDIX F RING DAMPER OF WHEEL FOR NOISE REDUCTION
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A F-1 2021/7/13
Appendix F
Squealing noise is a phenomenon that takes place when a wheel is approaching a narrow curve and
the flange of the external wheel gets into contact with the rail head side.
The dynamic effects by wheel and rail contact tends to excite one of the lateral modes of the wheel
that is then selfsustained. The result of high vibration energy is concentrated in one frequency
generating a high noise that is normally more than 10 dB higher than the noise level in the near
frequency bands.
By experience, the frequency, which is excited by dynamic effect, is normally the second resonance of
the wheel when excited by a lateral force. This frequency involves a lateral vibration of the rim. The
level of squealing noise depends on many parameters such as the humidity and temperature that
regulates the friction condition, the wheel speed, track curve radius, wheel and rail profile so on.
The vibration performance of a railway wheel when damped with a metal ring inserted under the rim
have positive effect to reduce the squealing noise. The damping is obtained by the dynamic friction
loads that take place at the wheel groove–ring interface. The dynamic friction redue the rim vibration
by dissipating the vibration energy.
1. Noise reduction evaluation in laboratory
Wheel frequency modes can generate squealing noise are excited by lateral forces.
Frequency Response Function (FRF) of the rim lateral acceleration is generated by a lateral force
The frequency ranges in which squealing noise takes place is around 1000 Hz to 3000Hz and typically
is generated by the second resonance frequency.
2. Result of Noise reduction evaluation
The results show a reduction of more than 30 dB at the second main frequency excited by a lateral
impact force. The reduction ranges for the other frequencies is from 10 to almost 30 dB.
According to the result, depending on the squealing noise pick level obtained on the undamped
wheel, a reduction of more than 10 dB is expected in service when the wheel is damped with the with
the metal ring.
3. Refence List of the project supplied for wheels with damping rings.
期中設計轉向架技術資料附件 G
Technical Description of Bogie for DDR Appendix G RST_Requirement break down for Technical
Description of Bogie for DDR
附件 G
APPENDIX G RST_REQUIREMENT BREAK DOWN FOR TECHNICAL
DESCRIPTION OF BOGIE FOR DDR
文件編碼：TYGL1-GM01-TSX-ERS-RK02-A G-1 2021/7/13
Technical Description of Bogie for DDR Appendix G RST_Requirement break down for Technical Description of Bogie for DDR
RST_Requirement break down for Technical Description of Bogie for DDR

Related technical documents
No. Subsystem Source Chapter Functional requirement Functional requirement_E
and Relevant Clause number
1 RST ER2 ER2_2.11.(1).A.a A. 概述 General The bogies shall be designed and constructed to TYGL1-GM01-CAS-ERS-RK01
continue in service, given normal usage, for at least Static and Fatigue Strength Analysis Report of
a.轉向架之設計與製造應使其在正常環境下，能 30 years, without major rebuilding, repair, or Bogie Frame for DDR
Clause: TBD
連續使用 30 年而無需對轉向架框進行重大之重 strengthening of the bogie frame structural
members. The Contractor shall provide theoretical
造、修理或補強工作。廠商應提供相關之理論
evidence to support his design and, by reference to
依據，並以過去之設計及經驗來佐證其設計之 previous design and experience, its suitability.
適當性。
2 RST ER2 ER2_2.11.(1).A.b b.轉向架之設計與製造應使其零組件具有最大之 Bogies shall be designed and manufactured to have TYGL1-GM01-TSX-ERS-RK02
as many items as possible to be interchangeable Technical Description of Bogie for DDR
互換性。同一類型之轉向架應具有互換性。轉 between bogies. Bogies of the same type shall be Clause: 2.2, 2.3
向架之設計應儘可能減少因牽引力、煞車力或 interchangeable with each other. Bogies shall be
designed such that the weight transfer effect shall
動態懸吊力等所產生之輪重轉移效應(Weight
be as small as possible whether due to traction,
Transfer Effect) braking, or dynamic suspension forces.
3 RST ER2 ER2_2.11.(1).A.c c.所有轉向架框架均應進行目視及磁粉探傷檢 All Bogie frames shall be inspected by visual and TYGL1-GM01-PRO-ERS-RK01
magnetic particle methods. Every 10 frames shall Inspection sheet of Bogie frame for DDR
查。每 10 座框架應有一座接受放射線探傷檢查 have a radiographic inspection or a full frame Clause: TBD
或全框架之超音波探傷檢查，相關檢查程序與 ultrasonic inspection. The relevant inspection
procedures and report shall be submitted to the
報告應提送業主審核。
Employer for approval
4 RST ER2 ER2_2.11.(1).B.a B. 懸吊特性 Suspension characteristics

At all train operating speeds, all suspension TYGL1-GM01-CAS-ERS-RX02
elements shall avoid resonance and minimize Vehicle dynamic and Ride Comfort analysis for
a. 在任何列車操作速度下，所有懸吊元件應避 vehicle vibration (low frequency high amplitude) DDR
Clause: TBD
免共振，並將車體震盪(低頻高振幅)及振動(高頻 and vibration (high frequency low amplitude). The
suspension system shall be so designed that the
低振幅)降至最低。懸吊系統之設計，應能使車
bogie or the carbody is not subject to unstable
輛在加速至最大操作速度期間，其轉向架或車 oscillations during the acceleration to the maximum
體均不得產生不穩定震盪。廠商應提送相關之 operating speed. The Contractor shall submit the
relevant analytical information to the Employer for
分析資料予業主審核。 approval.

5 RST ER2 ER2_2.11.(1).B.b b. 在車輪完全磨耗、最大常風風速 30m/s 以及 No part of the car, under any operational speed, TYGL1-GM01-CAS-ERS-RX01
shall infringe the dynamic envelope under Kinematic Envelope Calculation for CDR
正常軌道狀況下，列車以任何速度行駛時，其 conditions of fully worn wheels and steady wind Clause: 3.2, 5, 6
任何部位均不得超出廠商所設計之動態包絡 speeds up to 30m/s.
線。
6 RST ER2 ER2_2.11.(1).B.c c.當下列任一種異常狀況與本規範第 2.11(1).B.b When any of the following abnormal conditions TYGL1-GM01-CAS-ERS-RX01
coincides with the normal conditions of the train Kinematic Envelope Calculation for CDR
節所規定之各種正常列車及軌道狀況同時發生 and track as specified in Section Clause: 9
時，仍應滿足該節之相關規定： 2.11 (1).B.b of this Code, the relevant provisions of
that section shall be met:
(a) 任一一次懸吊彈簧崩塌。
(a) Any one primary spring element failed and
(b) 任一組合之空氣彈簧洩氣。 collapsed;
(c) 最大陣風風速達 35m/s。 (b) Any combination of air springs deflated;
(c) Wind forces gusting up to 35m/s
7 RST ER2 Drawings showing car extreme positions (including TYGL1-GM01-CAS-ERS-RX01

ER2_2.11.(1).B.d d.廠商應於設計階段將本規範第 2.11(1).B.b 及
under floor equipment) for each of above Kinematic Envelope Calculation for CDR
2.11(1).B.c 節所述每一種情況下之車輛極端位置 conditions (Refer to 2.11.(1 ).B.b and 2.11.(1 ).B.c) Clause: APPENDIX B
(含車底設備)，以及轉向架(含其所載裝設備)包 and a bogie mounted equipment envelope
(including loaded equipment) in relation to the car
絡線等之三視圖送業主審查。
in 3 planes are required to be reviewed by the
Employer at the stage of design
8 RST ER2 ER2_2.11.(1).B.e e.廠商應特別注意如何限制車體之側搖(Roll)。最 Particular attention shall be given to the limitation TYGL1-GM01-CAS-ERS-RX01
of carbody roll. Kinematic Envelope Calculation for CDR
大側搖發生時，車輛仍不得超出動態包絡線。 Under the most extreme roll, car shall not violate Clause: APPENDIX B
the dynamic envelope.

9 RST ER2 ER2_2.11.(1).C 轉向架懸吊系統應配合車體設計，使車輛在具 Wheel Loads and Cant Gradients TYGL1-GM01-CAS-ERS-RX02
The bogie suspension system shall be designed in Vehicle dynamic and Ride Comfort analysis for
有超高梯度(Cant Gradients)之彎道上仍可安全、 such a way that the vehicle can travel safely and DDR
Clause: TBD
順利行駛。本項需求應以分析-DDR 及測試加以 smoothly on curves with Cant Gradients.
This requirement shall be verified by analysis and
驗證-FAT。在配合實際軌道超高梯度及 AW0 載 TYGL1-GM01-TRX-ERS-RT02
testing. With the actual track cant gradient and Factory Test report of Load test of Bogie Wheel
重條件下，車輪荷重減少量之最大限值為： a. AWO load conditions, the wheel load Clause: TBD
車輛正常行駛狀況時：DQ/Q=0.55 b. 一個轉向 reduction of the maximum limit:
a. A car in normal running condition:
架之空氣彈簧全部洩氣時：DQ/Q=0.60 c. 全部 DQ/Q = 0.55
空氣彈簧皆洩氣時： DQ/Q=0.65 其中，Q：平 b. All air springs on one bogie deflated:
DQ/Q =0.60
直軌上靜止車輛的車輪標稱垂直荷重。 DQ：由 c. All air springs deflated:
於軌道超高梯度引起的車輪垂直荷重減少量。 DQ/Q =0.60
Where
Q: Nominal vertical wheel load with vehicle
standing on straight and level track
DQ: Reduction in vertical wheel load due to track
cant gradient.
10 RST ER2 ER2_2.11.(1).D 轉向架旋轉阻力 Bogie Rotational Resistance

The rotational resistance shall not cause excessive TYGL1-GM01-CAS-ERS-RX02
flange wear nor cause any possibility of flange Vehicle dynamic and Ride Comfort analysis for
轉向架旋轉阻力不得造成輪緣過度磨耗或引起 climbing but shall be adequate to avoid bogie DDR
Clause: TBD
輪緣攀爬，但應足以避免轉向架在直軌上發生 hunting on straight track. The Contractor shall show
by analysis that no flange climbing occurs on any
蛇行(Hunting)現象。廠商應分析證明，不論車輪
curve when the car is
處於新輪或磨損狀況(車輪踏面 50mm 寬度上有 in the new wheel condition or in a worn wheel
1mm 凹陷(Hollow)，當車輛以任何可能之速度行 condition (1.0 mm hollow over 50 mm tread width)
and moving at all possible speeds.
駛於彎軌上時，皆不會發生輪緣攀爬。

11 RST ER2 ER2_2.11.(1).E.a E. 轉向架框 Bogie Frame The Contractor shall submit FEM analysis on the TYGL1-GM01-CAS-ERS-RK01
bogie frame's structural strength (including fatigue Static and Fatigue Strength Analysis Report of
a. 廠商應提送轉向架框架結構強度(含疲勞強度) strength) to the Employer for approval. Strain Bogie Frame for DDR
Clause: TBD
分析資料予業主審核，分析結果應作為應變計 gauges and bogie test results shall be correlated
with the FEM analysis. If the sign of any analysis and
貼附位置與數量之參考，並應與轉向架相關強
test values is opposite of any node or element. The
度測試之測試結果互相比對。對於任何節點或 Contractor shall remodel
單元，若其分析值與測試值之符號相反，業主 and reanalyze the structure of FEA by the Employer
requested.
得要求廠商重建有限元素模型與重做分析。
12 對於分析值與測試值大小相差超過 20%的節點 The Contractor shall submit the report to the TYGL1-GM01-TRX-ERS-RK10
Employer, for any predicted value (except of very Correlation Report of Bogie Frame for DDR
或單元(除非此值甚小)，廠商亦應提出書面說 low level) that differs by more than 20 percent from Clause: TBD
明。轉向架框架結構強度分析文件應依技師法 a test result value. The FEM documents of the
frame structure of the bogie shall be in accordance
及相關規定辦理簽證。 Load Test report of Bogie frame(included in
with the Professional Engineers Act and relevant Fatigue) for DDR
certification Clause: TBD
13 RST ER2 ER2_2.11.(1).E.b b. 廠商應提出證據，以證明所銲接之轉向架框 Evidence shall be submitted demonstrating the TYGL1-GM01-CAS-ERS-RK01
ability of the above welded frames to withstand the Static and Fatigue Strength Analysis Report of
可以承受鐵路環境下正常運轉所產生之各種應 stresses imposed during the normal operation in Bogie Frame for DDR
Clause: TBD
力。證據應包含類似設計在捷運環境中成功運 the railway environment. This evidence shall
include reference to existing proven and similar
轉之使用實績。
designs operating in a similar rapid transit
environment together with associated service
experience.
14 RST ER2 ER2_2.11.(1).E.c c. 轉向架框之設計，應儘可能輕量化，並應避 The bogie frame shall be designed as light as TYGL1-GM01-CAS-ERS-RK01
possible and particularly minimize the Static and Fatigue Strength Analysis Report of
免整個轉向架框之質量集中於其端部。 concentration of masses at the extremities of the Bogie Frame for DDR
Clause: TBD
bogie.

15 RST ER2 ER2_2.11.(1).F.(a) F. 懸吊系統應包含一次懸吊及二次懸吊系統 TYGL1-GM01-CAS-ERS-RX02
The design of the bogie shall be of an appropriate Vehicle dynamic and Ride Comfort analysis for
Suspension system shall include primary DDR
lateral stiffness to ensure that the vehicle passes
suspension and secondary suspension system: Clause: TBD
smoothly through the curves and the vehicle body
Primary Suspension System
does not touch the lateral rubber stops as far as
(a)轉向架之設計應具適當之側向勁度，以確保 possible.
車輛能夠平穩地通過彎道，且車體儘可能不會
碰觸到側向橡膠擋塊。
16 RST ER2 ER2_2.11.(1).F.(b) (b)應能使車廂在任何載重狀況下，均能維持其 Shall maintain a constant nominal floor height TYGL1-GM01-TSX-ERS-RK02
irrespective of passenger weight. Technical Description of Bogie for DDR
標稱地板高度(Nominal Floor Height) Clause: 2.6.3
17 RST ER2 ER2_2.11.(1).F.(c) (c)應能提供與乘客載重成比例之訊號，傳輸至 Shall provide a signal, proportional to passenger TYGL1-GM01-TSX-ERS-RI04
load, to the propulsion and brake control load Technical Description of Air Supply and Brake
推進與煞車控制器中的載重偵測設備(Load weighing equipment. System for DDR
Weighing Equipment) Clause: TBD
18 RST ER2 ER2_2.11.(1).F.(d) d)空氣彈簧應配備緊急彈簧(橡膠擋塊)，以便空 Emergency springs (rubber stop blocks) shall be TYGL1-GM01-TSX-ERS-RK02
provided and will support the car-body in the event Technical Description of Bogie for DDR
氣彈簧洩氣時，緊急彈簧得以支撐車體。 of deflation of the air springs. Clause: 2.6.3, 2.6.4
19 當轉向架某一側之空氣彈簧局部或完全洩氣 When one side of air spring becoming wholly or TYGL1-GM01-TSX-ERS-RI04

partially deflated, the opposite side air spring shall Technical Description of Air Supply and Brake
時，其另一側之空氣彈簧應即洩氣，以確保車 be correspondingly exhausted to ensure that the System for DDR
Clause: TBD
輛於任何操作速度下仍能在廠商所設計之動態 car-body operates satisfactorily and safely within
the dynamic envelope up at any operating speed.
包絡線範圍內安全地行駛，且應將故障狀態顯
And the fault status shall be displayed in the train
示於本規範 2.20 列車控制和管理系統。 control and management system in the
specification 2.20.
20 RST ER2 ER2_2.11.(1).F.(e) (e)二次懸吊系統應配備適切之隔離裝置，以防 The secondary suspension shall be equipped with TYGL1-GM01-TSX-ERS-RI04
adequate isolation device to prevent significant loss Technical Description of Air Supply and Brake
止空氣彈簧破裂而導致儲氣筒壓力明顯之下 of main reservoir pressure following a burst air System for DDR
Clause: TBD
降。 spring.

21 RST ER2 ER2_2.11.(1).F.(f) (f)車輪踏面重新切削後，車廂應可經由在空氣 Car floor height correction is required after repro TYGL1-GM01-TSX-ERS-RK02
filing the wheels by adjusting the leveling valve rod Technical Description of Bogie for DDR
彈簧加裝墊片以及調整水平閥桿等方式，以調 and by shimming the air spring as necessary. Access Clause: 2.6.3
校其地板高度，加裝墊片之工作應能在車體與 for shimming shall not require removal of the car
body from the bogies and shall be achieved by one
轉向架不分離之狀況下由一人完成。
person.
22 RST ER2 ER2_2.11.(1).G.a G. 車輪與車軸 Wheels and Axles

Each wheelset shall consist of an axle and two TYGL1-GM01-TSX-ERS-RK02
wheels. Wheel seat shall be overhung by wheel hub Technical Description of Bogie for DDR
a.每一輪軸組應包含一支車軸以及兩個車輪。輪 surface at both ends Clause: 2.5, 2.5.2
轂(Wheel Hub) 之兩側均應突懸於車輪座面 TYGL1-GM01-DDD-ERS-RT01
(Wheel Seat)之外。 Wheelset Assembly Drawing for DDR
23 RST ER2 ER2_2.11.(1).G.b b. 車輪之設計應具備減低噪音量功能之減噪 The design of the wheels shall be provided with TYGL1-GM01-TSX-ERS-RK02
noise reduction wheels for reducing the noise level. Technical Description of Bogie for DDR
輪，尤其是在彎軌路段應能減低高頻噪音或吱 Wheel shall be multi-wear monoblock type and has Clause: APPENDIX F
吱尖銳聲音(Squeal)，且車輪應為可多次切削之 the function of noise reduction, especially reduce
high frequency noise or squeal in the curve track. In
單體(Monoblock)結構，廠商應於設計階段提送
the beginning of design stage, the Contractor shall
相關設計資料予業主審核，其內容至少須包含 submit wheel technology document to the
減噪輪降低噪音之能力分析、使用實績及其安 Employer for approval, at least including analysis of
the noise reducing wheel's ability to reduce noise
全性等資料。 level, service record, capability of noise reduction
and wheel product safety.
24 廠商另必須執行減噪輪之減噪功能測試，其測 The Contractor shall also perform the noise TYGL1-GM01-TRX-ERS-RT01

reduction function test of the noise reduction wheel Test report for Wheel & axle for DDR
試程序應提送業主審核。 and the test procedure shall be submitted to the Clause: TBD
Employer for approval.
25 RST ER2 ER2_2.11.(1).G.c c. 車軸可為空心或實心，車軸強度計算資料- Axles shall be hollow or solid. Axle strength TYGL1-GM01-CAS-ERS-RX05
calculations shall be submitted to the Employer for Axle strength calculation for FDR
FDR 應提送業主核准。 approval. Clause: TBD

26 每根車軸均應依照 AAR 輪/軸手冊進行超音波探 Each axle shall be ultrasonically inspected per AAR
Wheel and Axle Manual and magnetic particle TYGL1-GM01-TRX-ERS-RT01
傷檢查，並於表面加工後進行磁粉探傷檢查， inspected following finish machining. Inspection Test report for Wheel & axle for DDR
Clause: TBD
廠商應提供相關測試程序與檢驗結果 procedure and report-DDR shall be submitted to
the Employer for approval.
27 RST ER2 ER2_2.11.(1).G.d d. 車輪踏面曲線應符合 UIC 510-2，輪寬 135

Wheel tread profile curve shall comply with VIC TYGL1-GM01-TSX-ERS-RK02
510-2, wheel width l35 mm of the provisions. Technical Description of Bogie for DDR
mm 之規定。車輪之鋼材應符合 AAR 輪/軸手冊 Wheels shall be of steel conforming to AAR Wheel Clause: 2.5, 2.5.1, 2.5.2
M-107 之 B 級標準或其同級品。車軸之鋼材應 and Axle Manual M -107 class B or equivalent. Axles
shall be of steel conforming to AAR M -101 Class G
符合 AAR 輪/軸手冊 M-101G 級標準或其同級
or equivalent.
品。
28 RST ER2 ER2_2.11.(1).G.e e. 輪/軸組合及拆卸的方法應提送業主核准。車 Methods for assembling and dismantling the TYGL1-GM01-MTM-ERS-RA17
wheelsets shall be submitted to the Employer for Corrective Maintenance Manual for Bogie
輪拆卸應輔以液壓工具。 approval. Removal of the wheel shall be aided by Clause: TBD
hydraulic assist.
29 RST ER2 ER2_2.11.(1).H.a H.軸箱 a. Axle bearings shall be double row taper roller TYGL1-GM01-TSX-ERS-RK02
bearing units, sized to attain an LI0 bearing life of Technical Description of Bogie for DDR
H. Axle Box Clause: 2.5.3
1,600,000 km under AW3 loading
a.軸箱內應配備雙列式滾錐軸承，且在 AW3 載 (including dynamic force effects).
重下(包括動態效應)，應有 1,600,000 km 之 L10
軸承壽命。
30 RST ER2 ER2_2.11.(1).H.b b.為防止潤滑油脂洩漏或水份/灰塵滲入，並確b. The housings shall incorporate seals to prevent TYGL1-GM01-TSX-ERS-RK02
leakage of grease and infiltration of water and dirt Technical Description of Bogie for DDR
保潤滑油脂之最長壽命，軸承應有軸封。廠商 and maximize lubricant life. The Clause: 2.5.3, 2.5.4
應提供內含潤滑油脂並密封之模組式軸承，且 Contractor shall provide sealed mold type of TYGL1-GM01-DDD-ERS-RT04
bearing with lubrication internally and without
於大修以外期間應無須添加或更換潤滑油脂。 Axle End Assembly Drawings for DDR
supplementing or replacing lubricant oil at the
在任何狀況下，潤滑油脂不得洩漏或排放至輪/ regular maintenance except overhaul. Bearing
軌面上。 lubricant shall not, in any circumstances, be allowed
to leak or discharge on to the wheel/rail surfaces.

31 RST ER2 ER2_2.11.(1).I.a I. 轉向架安裝 Bogie Mounting It shall be easy to assemble between the car-body TYGL1-GM01-TSX-ERS-RK02
and the bogie, in order to facilitate the interchange Technical Description of Bogie for DDR
a. 車體與轉向架間應可輕易的組立，以利於轉 of bogies. As jacking or lifting the car-body, the car- Clause: 2.7, 2.6.2
向架間之互換。當車體頂舉或吊起時，轉向架 body and bogies shall remain as a complete unit.
仍可與車體保持一體。
32 RST ER2 ER2_2.11.(1).I.b b.轉向架與車體間之推進力及煞車力設計方式， Propulsion and braking forces between the bogie TYGL1-GM01-TSX-ERS-RK02
and the car-body shall be transmitted by diagonally Technical Description of Bogie for DDR
應由以對角方向配置且具有彈性元件之牽引桿 opposed traction rods incorporating resilient Clause: 2.7
(Traction Rod)傳遞。廠商亦可採用其他具有實績 components or by other proven methods as
approved by the Employer.
之設計，但應先經業主核准。
33 其所使用之相關之牽引桿彈性元件應具有足夠 To avoid train shake violently to reduce ride quality TYGL1-GM01-CAS-ERS-RX02

when train speed code changes or when subject to Vehicle dynamic and Ride Comfort analysis for
的勁度及阻尼功能，以免速度碼變化或到站停 programmed stopping, the traction rod DDR
Clause: TBD
車時，列車抖動嚴重，影響行車舒適度。對於 incorporating resilient components shall have
enough stiffness and damping function. For the use
採用有承樑轉向架所配置之環軸承及摩擦元件
of a bolster bogie configured ring bearings and
之設計應避免轉動時產生之異常噪音。 friction components, the design shall avoid the
abnormal noise generated when turning.
34 RST ER2 ER2_2.11.(1).I.c c. 若空氣彈簧阻尼(Damping)容量不足，廠商應 Dampers shall be provided to control vertical and TYGL1-GM01-TSX-ERS-RK02
horizontal motion about the secondary springs if Technical Description of Bogie for DDR
提供阻尼器，以控制車體之垂直與水平運動。 the air springs do not incorporate sufficient Clause: 2.6.4
廠商應注意阻尼器之品質，應避免其做動時產 damping capacity. The Contractor shall pay TYGL1-GM01-CAS-ERS-RX02
attention to the quality of the damper to avoid to
生異音。 Vehicle dynamic and Ride Comfort analysis for
produce different sound when it is active. DDR
Clause: TBD

35 RST ER2 ER2_2.11.(1).I.d d. 轉向架與車體間之電纜及撓性橡皮管應有適 Cable and flexible hose loops between the bogie TYGL1-GM01-TSX-ERS-RK02
and car-body shall be adequate to allow the full Technical Description of Bogie for DDR
當的長度，以允許營運或維修時，轉向架能有 range of bogie movement in service and Clause: 2.11
所需之旋轉自由度。各該電纜及橡皮管應妥善 maintenance. The cables and hoses shall be suitably
clamped and shielded to prevent chafing and joints
地固定並以鎧裝保護，以避免擦損(Chafing)，且
shall not be subjected to tension.
其接頭不得承受張力。
36 RST ER2 ER2_2.11.(1).I.e e. 若轉向架上配備有液壓減震器(Hydraulic If hydraulic dampers are equipped in bogie, it shall TYGL1-GM01-MTM-ERS-RA17
be replaced without removing any other items Corrective Maintenance Manual for Bogie
Damper)，則其更換作業除相關之安全托架外， except associated safety brackets. Wheelsets shall Clause: TBD
應無需拆卸其他零組件。更換車輪組(Wheelset) be replaced with minimum dismantling of bogie
components.
時，應儘可能減少所需拆卸之轉向架零組件。
37 RST ER2 ER2_2.11.(1).J 至少在列車前導車軸之車輪皆應配備輪緣潤滑 Flange lubricators shall be installed at least on the TYGL1-GM01-TSX-ERS-RK02
wheels of the leading axle. The flange lubricator, Technical Description of Bogie for DDR
器(Flange Lubricator) 。輪緣潤滑器，包含功 including function, performance, control, Clause: 2.9
能、性能、控制、機構及潤滑材質特性等應提 mechanism and lubricant characteristics shall be
submitted to the Employer for approval. Lubricants
送業主核准。採用固態潤滑材質之輪緣潤滑器
with solid lubricating material shall be considered to
應考量操作時避免產生噪音。採用濕式潤滑材 avoid noise during operation. The use of liquid
質之輪緣潤滑器只有在所屬車軸居前導位置時 lubricating material of the flange lubricator only be
turned on when the axle is in leading position, and
方可啟動，且應於循彎時才作動，但列車停止 be actuated only when curving; However, it shall
時不得作動。 not be actuated when train stops.

38 RST ER2 ER2_2.11.(1).K.a K. 設備安裝支撐及強度 Mounted Equipment Motors and gear box mounted design shall be TYGL1-GM01-TSX-ERS-RK02
provided with safety brackets to prevent the Technical Description of Bogie for DDR
bracket and strength Clause: 2.4
motors or gear box from incidentally dropping
a. 馬達及齒輪箱安裝方式應另具備用支撐功能 down to the track. Attention is drawn to the need
之安全支架(Safety Bracket)，以防止意外脫落而 to provide adequate strength to accept forces due
to solid track base.
直接掉落軌面。為承受堅硬軌基(Solid Track
Base)所產生的力量，廠商應特別注意各該支撐
所需之適當強度。
39 車軸與馬達箱殼間應有足夠的間隙，以避免車 There shall be sufficient clearance between the axle TYGL1-GM01-DDD-ERS-RK13

and motor housing to avoid axle scratching. Installation of Driving Gear and Traction Motor
軸刮傷。 Drawing for DDR
40 RST ER2 ER2_2.11.(1).K.b b. 所有安裝於轉向架框架上及車軸上之設備(包 All equipment mounted in bogie frame and axle TYGL1-GM01-CAS-ERS-RX14
(including fasteners such as bolts etc.) shall be Bolt strength Calculation for Bogie Mounted
括安裝支架及相關螺栓扣件等)，其強度設計(包 designed to achieve enough strength (including Devices for FDR
Clause: TBD
括疲勞強度與衝擊強度)應考量隨機性衝擊和振 fatigue and shock strength) under random vibration
and shock environment to ensure that EMU can
動負荷，以確保電聯車於使用壽命期限內均能
operate normally and reliably without causing
正常而可靠地運轉，而不會產生疲勞破壞。廠 fatigue failure within its life cycle. The Contractor
商應依據 IEC 61373，提送強度分析計算資料予 shall submit the strength calculation document
based on the IEC61373 to the Employer for
業主審核。 approval.
41 RST ER2 ER2_2.11.(1).L.a L. 轉向架吊耳及頂塊 Bogie Lifting Lugs and The bogie frame shall be fitted with sufficient lugs TYGL1-GM01-TSX-ERS-RK02
at suitable locations for lifting off the bogie frame Technical Description of Bogie for DDR
Jacking Pads
or lifting the complete bogie during maintenance in Clause: 2.3
a.轉向架框上應設有適當數量與位置之吊耳 the workshop.
(Lug)，俾能在機廠內維修時將轉向架框吊離車
輪組或吊起整具轉向架。
42 RST ER2 ER2_2.11.(1).L.b b.轉向架框之對角處均應設置水平頂壓及垂直頂 The design of the bogie frame shall incorporate TYGL1-GM01-DDD-ERS-RK06
horizontal and vertical pads at diagonal positions Bogie frame Assembly Drawing for DDR
升墊塊(Pad)，以供電聯車復軌之用 for rerailing operations.

43 RST ER2 ER2_2.11.(1).M.a M. 傳動裝置 Transmission device The transmission device shall be a parallel drives TYGL1-GM01-TSX-ERS-RK02
gearbox with an oil level inspection window. The Technical Description of Bogie for DDR
a.傳動裝置應為平行軸式(Parallel Drives)且附有 gear surface shall be hardened and polished. Clause: 2.4, 2.4.1, 2.4.2
油量檢視窗之齒輪箱。齒輪表面應硬化處理並 The Contractor shall provide details of the
transmission device, including the material of the
磨光。
main and critical components and the heat
廠商應提送傳動裝置之詳細資料，其中包含主 treatment.
要及關鍵元件之材料及熱處理法。
44 RST ER2 ER2_2.11.(1).M.b b. 齒輪箱之設計應使其檢視及調整頻率不得高 The gearbox shall be designed so that its frequency TYGL1-GM01-MTM-ERS-RA17
of inspection and adjustment shall not exceed one Corrective Maintenance Manual for Bogie
於每 800,000 km 一次，且壽命不得低於 per 800,000 km and its life cycle shall not be less Clause: TBD
1,600,000 km。 than 1,600,000 km.
45 RST ER2 ER2_2.11.(1).M.c c. 齒輪箱之運轉應具備低噪音之要求，廠商應 Gearbox operation shall have low noise TYGL1-GM01-TRX-ERS-RK04
requirements and the Contractor shall provide Test report of Driving Gear system for DDR
提供相關功能測試。 related functional testing. Clause: TBD
46 RST ER2 ER2_2.11.(1).M.d d. 齒輪箱內配備之軸承，應具有 1,600,000 km Bearings provided in the gearbox shall have an L 1 0 TYGL1-GM01-CAS-ERS-RX07
bearing life of 1,600,000 km. Calculation of Gearbox and Coupling for FDR
之 L10 軸承壽命。 Clause: TBD
47 RST ER2 ER2_2.11.(1).M.e e. 廠商應提供齒輪箱相關零組件之強度計算予 The Contractor shall provide the strength TYGL1-GM01-CAS-ERS-RX07
calculation of the relevant parts of the gearbox to Calculation of Gearbox and Coupling for FDR
業主審核 the Employer for approval Clause: TBD
48 RST ER2 ER2_1.17.3.(1) 銲接除非另行規定或核准，銲接須依照相關現 Welding shall subject to regulations given in current TYGL1-GM01-TSX-ERS-RK02
specification to meet requirements set by American Technical Description of Bogie for DDR
行規範中之規定以符合美國銲接工程協會(AWS) Welding Society (AWS) or British Clause: APPENDIX D,E
或英國標準學院(BSI)之要求或其他經業主同意的 Standard Institute (BSI) or other intemational
standards approved by the Employer.
國際標準之要求。

49 RST ER2 ER2_1.17.3.(2) 銲工和銲接程序檢定，須依據美國機械工程師 Certification of welding operators and procedures TYGL1-GM01-TSX-ERS-RK02
shall subject to regulations given in specification Technical Description of Bogie for DDR
協會(ASME)鍋爐和壓力容器規章第Ⅸ節 ANSI/ ASME BPV -IX: boiler and Clause: APPENDIX D,E
(ANSI/ASME BPV-IX)，或英國標準規範 BS 4871， pressure container by the American Society of
Mechanical Engineers (ASME) or BS4871 by BSI.
電銲工之工作依核定銲接程序作業審核測試，
Works performed by welding operators shall be
並依 BS 4870 規範銲接程序的審核測試之條款規 verified according to regulations set in specification
定。 BS4870 welding procedure review and test.
50 RST ER2 ER2_2.1.(2) 列車前後兩端應具有路軌障礙物之偵測裝置。 There shall be railway obstacle detection devices on TYGL1-GM01-TSX-ERS-RX01
front and rear ends of the train. To avoid erroneous Technical Description of ODD for DDR
為避免誤訊號之發生，該裝置所採用之電子偵 signals, the electronic detection components of the Clause: APPENDIX B
測零組件，應採用 IEC60529 IP67 之防水等級， apparatus used, it should be IEC60529 IP67
waterproof rating, the detection methods and
其偵測方式及設計相關細節應提送業主審核。
design details should be
51 RST ER2 ER(2)2.24 table2-1 轉向架框架（含承樑）結構需經 150%過載強度 The structure of the bogie frame (including the TYGL1-GM01-TSX-ERS-RK02
1.2.C bogie frame bolster) shall be tested with 150% of Technical Description of Bogie for DDR
測試，卸載後轉向架框架結構任何部份不得產 overload strength. Any parts of the bogie frame Clause: APPENDIX A
生永久變形。 must not produce permanent deformation after
unloaded. Load Test report of Bogie frame(included in
Fatigue) for DDR
Clause: TBD

52 RST ER2 ER(2)2.24 table2-1 轉向架框架（含承樑）結構之疲勞強度測試需 The fatigue strength test of the structure of the TYGL1-GM01-TSX-ERS-RK02
1.2.D bogie frame bogie frame (including the bolster) Technical Description of Bogie for DDR
求如下： shall be required as follows: Clause: APPENDIX A
1.以下列綜合負載測試 200 萬週期： 1. The general loads below are tested with 2
million cycles: Load Test report of Bogie frame(included in
a.垂直負荷：AW2’×(1±40%)；
a. Vertical load: AW2'x(I±40%); Fatigue) for DDR
b.側向負荷：AW2’×(±25%)； b. Side load: AW2'x(±25%); Clause: TBD
c.縱向負荷：AW2’×(±20%)； c. logitudinal load: AW2'x(±20%);
d. (Maximum output of propulsion system and
d.(推進系統與摩擦煞車最大出力) ×(±100%)； friction brake) x(±100%); AW2' = AW2 load
AW2’ = AW2 載重減去轉向架空氣彈簧以下之質 subtracted by mass under air spring of bogie.
2. The application location, the size and the
量。 frequency shall be submitted to the Employer for
2.施力位置、大小及施加頻率應提送業主審核。 approval.

Tygl1 Gm01 Tsx Ers Rk02 a 期中設計 轉向架技術資料

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Tygl1 Gm01 Tsx Ers Rk02 a 期中設計 轉向架技術資料

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桃園市政府捷運工程局

桃園捷運綠線 GM01 標機電系統統包工程

車輛系統 RST System

符合性檢查對照表 Conformity Cross Reference List

文件名稱: 期中設計 轉向架技術資料 檢核日期: 110/07/13

Bogies shall be designed and manufactured to

frame ultrasonic inspection. The relevant

7 ER2_2.11.(1).B.d d.廠商應於設計階段將本規範第 2.11(1).B.b 及 Refer to v

8 ER2_2.11.(1).B.e e.廠商應特別注意如何限制車體之側搖(Roll)。 Refer to v

Under the most extreme roll, car shall not

11 ER2_2.11.(1).E.a E. 轉向架框 Bogie Frame Refer to v

13 ER2_2.11.(1).E.c c. 轉向架框之設計，應儘可能輕量化，並應避 Refer to v

19 ER2_2.11.(1).F.(f) (f)車輪踏面重新切削後，車廂應可經由在空氣 2.6.3 v

26 ER2_2.11.(1).H.b b.為防止潤滑油脂洩漏或水份/灰塵滲入，並確 2.5.3 v

31 ER2_2.11.(1).I.e e. 若轉 向架上配 備有液壓 減震器 (Hydraulic Refer to v

滑器(Flange Lubricator) 。輪緣潤滑器，包含功

1. 目的及範圍 Purpose and Scope ------------------------------------------------------------------------ 1-1

2. 轉向架系統技術說明 Technical Description of Bogie System ----------------------------------- 2-1

附件 A 轉向架框架的原型試驗和有限元素分析計畫 Appendix A Type Test and Finite Element

Table 2-1 轉向架系統的主要特性 Main characteristics of bogie system ----------------------------------- 2-2

Figure 2-1 轉向架配置 Configuration of Bogie -------------------------------------------------------------------- 2-5

1.3. 名詞定義與縮寫 Definition and Abbreviations

American Society for Testing and

英國標準 BS British Standard

土建工程 CIV Civil Work

Department of Rapid Transit

機電系統工程 E&M Electrical and Mechanical

歐盟標準 EN European Standards

業主需求書 ER Employer Requirement

有限元素分析 FEA Finite Element Analysis

現代樂鐵股份有限公司 HRC Hyundai Rotem Company

日本産業規格 JIS Japanese Industrial Standards

行車監控系統工程 OCS Operation Control System

Obstacle and Derailment Detector

專案管理單位 PCM Project Control Management

月臺門系統工程 PSD Platform Screen Door

供電系統工程 PSY Power Supply System

車輛系統工程 RST Rolling Stock System

西門孖,中華工程,現代樂鐵共同 Siemens, BES and Rotem

監造單位 SC01 Supervision Unit

Supervisory Control And

軌道工程 TWK Trackwork

桃園捷運綠線 TYGL Taoyuan Green Line

國際鐵路聯盟 UIC International Union of Railways

1.4. 契約依據及參考文件 Reference Document and Specification

1.4.1. 契約依據 Contractual Basis

(1). GM01 標業主需求書(二) 機電系統功能規範 第 2 章 車輛系統功能規範-第 2.11

GM01 Employer requirement (2), Chapter 2 – Functional Specification of Vehicle

(2). GM01 標業主需求書(二) 機電系統功能規範 第 2 章 車輛系統功能規範-第 2.1

GM01 Employer requirement (2), Chapter 2 – Functional Specification of Vehicle

(3). GM01 標業主需求書(二) 機電系統功能規範 第 2 章 車輛系統功能規範-第 2.24

GM01 Employer requirement (2), Chapter 2 – Functional Specification of Vehicle

(4). GM01 標業主需求書(二) 機電系統功能規範 第 17.3 章 銲接

GM01 Employer requirement (2), Chapter 1 – Core E&M System General

1.4.2. 規範與標準 Specification and Standard

1.4.3. 參考文件 Reference Document

Document Number Document Title

轉向架設計配合最高行駛速率 80 km / h 及最高設計速率 90 km / h，確保所有操作條

轉向架系統的主要特性如下方 Table 2-1

2.2. 轉向架配置 Bogie Configuration

Figure 2-1 轉向架配置 Configuration of Bogie

2.3. 轉向架框架 Bogie Frame

銲接程序均依照 EN 15085 執行，轉向架框架的重要銲道區塊進行非破壞檢驗。

Figure 2-2 The height of traction connection point

Tygl1 Gm01 Tsx Ers Rk02 a 期中設計轉向架技術資料

Tygl1 Gm01 Tsx Ers Rk02 a 期中設計轉向架技術資料

文件名稱: 期中設計轉向架技術資料檢核日期: 110/07/13

31 ER2_2.11.(1).I.e e. 若轉向架上配備有液壓減震器 (Hydraulic Refer to v

(1). GM01 標業主需求書(二) 機電系統功能規範第 2 章車輛系統功能規範-第 2.11

(2). GM01 標業主需求書(二) 機電系統功能規範第 2 章車輛系統功能規範-第 2.1

(3). GM01 標業主需求書(二) 機電系統功能規範第 2 章車輛系統功能規範-第 2.24

(4). GM01 標業主需求書(二) 機電系統功能規範第 17.3 章銲接

D. Bearing Load Calculation : Fr = Kr +2fcKa = 62.8 kN