The drawing shown is the System 209 body structure developed by the 2 sheet method. Its special features are the side outer plate and inner plate. The thickness of the stainless steel plate is reduced from 1.5 mm. to 1.2 mm.
Strength is ensured by spot welding the very thin press molded stainless steel plate to the outer 1.2 mm. plate, as shown in the drawing. You can see that no reinforcement is used. This structure helps reduce the construction steps, weight, and cost.
Next is the three stage alternating induction
motor. Its function is to drive rail cars. It weighs 490 kg. and its power output is 95 kW. It is brush-free, unlike the conventional direct current motor, and has a direct current motor, cast frame, and simplified rotor. These have reduced its weight to about 60% of the conventional direct current motor. The motor and VVF control increase adhesion, which, as I said earlier, reduces the number of motor cars. As you know, the motor's indispensable function is to ensure the operating performance of rail cars.
It's bolster-free structure has a 5.4 ton motor car and a 4.1 ton attached car. Characteristically it has no upper and lower bolsters. With no bolster anchors or bolsters, the weights of motor car and attached car are reduced to 64% and 71%, respectively, of System 103.
Now let us consider the effects of weight reduction. First let us compare the weights of Systems 103, 209 and 205. As stated earlier, System 103 has 6 motor cars in a 6M4T composition. System 209's composition is 4M6T. Since the weight of car bodies and bogies in System 209 is less, its total weight is 66% that of Systeml03.
We also researched electricity consumption, as indicated in the polygonal line graph. System 103 consumes 1,698 kClWatt of electricity, while System 209 consumes 800 kC/W, about 47% of
the former. It saves a considerable amount of energy. Besides weight reduction, the increased adhesion and the regenerative brake add to
