Investigation and design of half of China's high-speed rail, why is this unit so cattle?

When talking about China's high-speed rail, everyone will think of "Harmony" and "Revival". However, for the fast-growing Chinese high-speed rail, only the world's leading high-speed EMU trains are not enough. The speeding EMU "foot" must have a good "runway" - since the 18th National Congress, China has opened a new high-speed rail line of 13,600 kilometers, making the high-speed rail business mileage exceed 22,000 kilometers, ranking first in the world. Among them, nearly 10,000 kilometers were completed and surveyed by China Railway Fourth Survey and Design Institute Group Co., Ltd. (Tie Siyuan) located in Wuhan, Hubei, accounting for half of China's high-speed rail mileage and one-third of the world's high-speed rail.

Recently, just as China's high-speed rail once again sent speed-up information, the reporter went to Wuhan to visit the Iron Fourth Hospital to see why this survey and design institute is so cattle.

I have not been to the high-speed rail "explore cattle" of China's high-speed rail

If the Beijing-Tianjin inter-city railway is opened in August 2008, the Chinese high-speed railway will be less than ten years before the stage. If the early "China Star" chief designer Liu Youmei is the pioneer of China's high-speed train design research, then the former chief engineer of the Iron Fourth Institute and China's first batch of survey and design master Chen Yingxian can be said to be China's high-speed rail survey design research. pioneer.

In 1964, the Japanese Shinkansen was completed and opened to traffic. The news came that Chen Yingxian, who was only 32 years old at the time, "had a big reaction in thought." Since then, Chen Yingxian has begun to pay attention to high-speed rail.

In 1978, when Deng Xiaoping took the Shinkansen during his visit to Japan, he issued a sigh of "We need to run." After Chen Yingxian heard it, the high-speed rail dream in his heart was ignited again.

In the early 1980s, China's railway passenger cars had a top speed of less than 100 kilometers per hour. At the time, there was almost no literature on high-speed rail research in China. As the chief engineer of the Iron Fourth Institute, Chen Yingxian began to organize personnel to collect technical data and research results of high-speed railways at home and abroad. On this basis, the Iron Fourth Institute compiled the book "High-speed Railway".

In 1994, the Guangzhou-Shenzhen quasi-high-speed railway with a total length of 147 kilometers and a speed of 160 kilometers per hour was completed and opened to traffic, which is equivalent to the "warm-up match" of the high-speed railway. "At that time, the Guangzhou-Shenzhen quasi-high-speed design staff had a "high-speed railway". This information on the early high-speed railway research has helped a lot!" As a "supervisor" of the design of the Guangzhou-Shenzhen high-speed railway, Chen Yingxian believes that if It is not early research and early reserve. The Iron Fourth Hospital will not have the courage to take the initiative to fight the Guangzhou-Shenzhen Expressway.

The Guangzhou-Shenzhen quasi-high-speed railway was regarded by the former Ministry of Railways as the pioneering work of China's railway passenger transportation, and hopes to accumulate construction experience for the Beijing-Shanghai high-speed railway in the process of demonstration.

In the 1990s, when the construction of high-speed rail finally broke out in China, Chen Yingxian had already retired to the second line. Due to physical reasons, Chen Yingxian had not taken China's own high-speed rail. However, under his auspices, the feasibility study of the Guangzhou-Shenzhen high-speed railway and the Beijing-Shanghai high-speed railway Xuzhou to Shanghai section solved many major technical problems in the high-speed railway survey and design. What is more valuable is that a large number of high-speed rail talents have grown up and have embarked on the forefront of the survey and design of high-speed railway lines from “four vertical and four horizontal” to “eight vertical and eight horizontal”.

"Shaping the runway" for China's high-speed rail

In 1991, when the country was still arguing that China should not build a high-speed rail, the Iron and Steel Institute organized a survey team to start the first survey of the Beijing-Shanghai high-speed rail, which opened the prelude to the construction of China's high-speed rail.

"In the early 1990s, we started the practice of real guns in Beijing-Shanghai high-speed rail." Wang Yuze, chief of Chinese survey and design and chief engineer of the Iron Fourth Institute, said.

The Beijing-Shanghai high-speed railway is the first high-speed railway proposed by China. It has lasted for 21 years from the previous research to the completion of the project. During this period, regardless of whether the call for the Beijing-Shanghai high-speed rail line was high or declining, Wang Yuze and the team always stood firm. In the course of more than ten years of demonstration, Tie Siyuan has organized a large-scale survey and design of the Beijing-Shanghai high-speed railway four times, and found out the “home” of more than 600 kilometers along the Xuhu section of the Beijing-Shanghai high-speed railway. Line position and station position.

"In this process, the Iron Fourth Institute completed the "Provisional Regulations for the Design of Beijing-Shanghai High-speed Railway" and other technical specifications, and made a good run for the high-end Chinese high-speed railway." Wang Yuze introduced that the Beijing-Shanghai high-speed railway started the earliest The highest standard has become the system platform for the development of China's high-speed rail. It can be said that other projects were developed on the basis of the Beijing-Shanghai high-speed rail research.

The design concept of Beijing-Shanghai high-speed railway is outstanding. The key technologies of the ballastless track are laid on the deep soft soil roadbed, the longest and largest span bridge, the comprehensive transportation hub is constructed, the innovative traction power supply technology, the high-speed bow network flow technology, and the CTCS-3 level. The column control technology, GSM-R wireless communication technology and driving safety guarantee technology are uniquely innovative, and more than 400 patents have been approved.

It is on this high standard "runway" that on December 8, 2010, the CRH380A EMU once created the highest speed of the world railway operation test of 486.1km / h.

In addition to the "earliest" and "fastest", the Iron Fourth Institute also contributed the "most" of China's high-speed rail. Wang Yuze introduced that at present, Tie Siyuan has surveyed and designed high-speed railways of more than 13,000 kilometers, and has designed and built more than 30 high-speed railways such as Beijing-Shanghai, Wuhan-Guangzhou, Zhengxi, Zhengwu, Shanghai-Nanjing, Shanghai-Hangzhou and Hangzhou-Changzhou. Nearly 10,000 kilometers, accounting for about half of the high-speed railways put into operation nationwide, it is the design institute with the most design miles of high-speed railways in China and the world.

Boost China's high-speed rail into "2.0 version"

The world's first high-speed railway with the longest route and the highest standard - Beijing-Shanghai high-speed railway; the world's first high-speed railway with over 1,000 kilometers of operation - Wuhan-Guangzhou high-speed railway; the world's first large-scale collapsible loess high-speed railway Railway - Zhengxi High Speed ​​Rail; China's first high-speed railway with a speed of 300 kilometers per hour - Hefei High Speed ​​Rail...

Behind the long transcripts of this survey and design institute, it includes precision measurement and 3D line selection technology, ballastless track technology, bridge technology, geological subgrade technology, tunnel technology, large passenger station technology, contact network technology, communication signal technology, Many achievements in high-speed rail innovation, such as motor train maintenance technology.

The three mineral water bottles are vertically smashed together, and the high-speed train travels at a speed of 350 km/h. After more than 20 seconds, the bottle does not fall. This scene describes the scene of the Zhengxu high-speed rail joint test in June last year.

Wei Hedao, head of the professional design of the Zhengzhou high-speed rail track of the Iron Fourth Hospital, explained that the three bottles did not fall, benefiting from the CRTSIII-type slab-type ballastless track with full independent intellectual property rights in China, compared with the German CRTSII adopted by the high-speed railways such as Beijing and Shanghai. The slab-type ballastless track has better ride and precision, and saves 12%~15% per kilometer.

In 2009, the research institutes of the Fourth Institute of the Fourth Institute of the Iron and Steel Institute began to develop the flawless track with China's independent intellectual property rights, and developed the first set of “three-type ballastless track fabric manufacturing and laying integration software”. The software calculation accuracy reached 0.01. Millimeter. “This software breaks the German monopoly and also makes our three-plates have more installed blocks per day than the German two-type plates.” Wei Hedao also revealed that the German two-plate ballastless track needs thousands of rails. The machine tool of one million yuan is laser-polished, and the three-type board independently developed by China does not need to be polished.

On July 15th, 2016, on this Zheng Xu high-speed railway, which used the three-board for the first time, two Chinese standard EMUs successfully realized the 420km/h rendezvous and reconnection operation test on the Shangqiu Civil Rights Bridge in Henan. The world's highest record in the speed of the operation of the motor train. At a speed of 420 kilometers per hour, the relative speed is more than 840 kilometers. The extremely strong attraction of instantaneous surge is a world-class test for all aspects of the track system and power supply system.

According to Wei Heshun, the combination of China's standard EMUs and CRTSIII slab ballastless tracks represents the most mature high-speed rail technology in China. “This track structure is more stable, safer and more durable. Due to its excellent comprehensive index, it is also called “National High Speed ​​Rail 2.0” by the railway company.”

Editor in charge: Zhang Qiqi

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