After five days of the rear-end collision of the “7.23†E-bus line, the newly appointed Shanghai Railway Administration Director General Anlu Sheng finally announced the cause of the accident because of serious design flaws in the signal equipment. The zone semaphore that should be displayed in red is incorrectly displayed as a green light.
After five days of the rear-end collision of the “7.23†E-bus line, the newly appointed Shanghai Railway Administration Director General Anlu Sheng finally announced the cause of the accident because of serious design flaws in the signal equipment. The zone semaphore that should be displayed in red is incorrectly displayed as a green light.
At the same time, he analyzed that it was a lightning strike that caused the signal device of Wenzhou South Station to malfunction, causing the rear vehicle D301 to receive a wrong signal. The reason for the initial accident was that the front vehicle D3115 suffered a lightning strike due to the catenary line and caused a power failure. Thunderbolt was once again pushed to the front that had caused dozens of lives to fall.
On July 1, since the opening of the Beijing-Shanghai high-speed rail, there have been a number of parking accidents caused by lightning-induced power supply equipment failures on the Beijing-Shanghai line. Several accidents have shown that China’s high-speed railways have major flaws in the lightning protection system and the automatic control system of high-speed trains.
Professor Jian Shuisheng, an academician of the Chinese Academy of Sciences and director of the Institute of Lightwave Technology at Northern Jiaotong University, said in an interview with the media recently that the high-speed rails used in their locomotives for bearings, wheel-rails, and train-mounted lightning protection systems, as well as large-scale use of foreign countries are still in trials. There are huge hidden dangers in the unblemished orbit and so on, and it takes time to test.
The unfamiliar train control system On July 28th, the Beijing Railway Signal and Communication Research Group (hereinafter referred to as "Passage No. Family letter of apology. China Tonghao provides overall integration of signals for the accident route and temperature line, and Tonghaoyuan is responsible for the design of the CTCS system.
According to media reports, the development of the train control technology of China Tonghao has gone through four stages. The first stage was when the high-speed rail technology began to develop in the 1980s and 1990s. It sent people to study abroad and participated in the Beijing-Shanghai high-speed rail. Technical preparation and demonstration of the construction; the second stage is the CTCS-2 train control system developed by the independent research and development of the railway during the sixth period of major acceleration of the railway in 2007, which satisfies the demand for control of the trains with the speeds of up to 250 km/h on the six main lines; The third stage was in 2008. In the late period of Beijing-Tianjin intercity railway construction, China Tonghao introduced CTCS-3D train control technology in a system-integrated manner to meet the demand for control of trains with an EMU train speed of 350 kilometers per hour; the fourth stage was Wu. In the latter part of the construction of Guanggao Railway, China Tonghao completed the task of developing a CTCS-3 train control system with complete independent intellectual property rights.
The train control system CTCS is the hub system for high-speed railway operation. Without this system for connecting trains, dispatch centers, signal transmission lines and equipment, advanced locomotives and even more sophisticated tracks cannot maintain high-speed operation.
Under the condition that the train runs at a high speed, the ground signal is difficult to be identified, so the automatic train protection device ATP is a necessary condition for the construction of a high-speed railway. The signal source of the ATP on-board system comes from a series of signal transmission devices such as CTCS from rails to signal generators, transponders, and speed sensors, as well as software programs that connect them.
The CTCS train control system has always been the result of the independent research and development and innovation of China by the Ministry of Railways. In 2007, when the country’s national railways made the sixth major speed increase, senior engineer Chen Jianyi of Guangzhou Railway Group stated that the automatic blocking system is an on-board system that controls the safety intervals of multiple EMUs on the same railway and the information is transmitted to the EMU through rails to prevent The occurrence of train rear-end accidents.
The functions and technical features of a CTCS2 train control system are described in the introduction document. The CTCS-2 is a modern railway train control system based on the European Train Control System (ETCS).
The sales manager of a domestic signal factory told this reporter that the CTCS system (including the hardware and software part) has adopted the bidding method, but it is basically monopolized by the Tongyuan Academy, and the equipment is mostly owned by the Shenyang-based company, Beijing, and Xi’an. Equal divisions are responsible for the production of hardware devices.
Does China have the core technology of the CTCS system in the end? Does it exhaustively include all tests including high voltage lightning tests on CTCS? Does CTCA's monopoly on CTCS is not conducive to the improvement and upgrading of the system itself? The "7.23" accident put a huge question mark on it.
In the end, the Beijing-Shanghai high-speed rail was only opened for 10 days. On July 10th, the Beijing-Shanghai high-speed rail G151 train suffered a shutdown due to a thunderstorm in Shandong Province. Affected by this, the Beijing-Shanghai high-speed rail 19-minute train deferred. . On the 12th, the Beijing-Shanghai high-speed rail once again suffered a catenary failure, and at least 11 columns went to the Beijing high-speed rail later. On the 13th, G114 went to Changzhou North Station and suddenly failed. On the 14th, G105, G201, and G150 failed to reproduce. Lightning strikes are the main reason for frequent contact network failures.
In an interview with the media, Jian Shuisheng said that the entire lightning protection system of the Beijing-Shanghai high-speed rail cannot. However, the power provided by the Beijing-Shanghai high-speed train cannot be operated for too long under the condition of power failure. He said that lightning protection is a complex issue. Due to the influence of geological conditions, the performance of the lightning protection system may be deviated.
In an interview, Guan Shishi, an expert from the International Electrotechnical Commission of China, said that the current high-speed rail design specifications did not conduct detailed studies on the power supply emergency recovery system. There are no regulations concerning the installation of lightning protection lines in the design rules for high-speed railways, and only lightning protection measures similar to those in the power system are adopted. This is the key to the problem.
Wang Mengshu, an academician of the Chinese Academy of Engineering and a railway expert, pointed out that even if a high-speed rail has lightning protection facilities, it can only prevent high-altitude lightning strikes and cannot prevent “rolling land mines (ball-shaped) flashesâ€. In an interview with a reporter from the "First Financial Daily", he said that the current weather conditions are different from the past and often start low. However, he said that even if it is low-level thunder, breakdown of the catenary and repair is very simple. Why does it take several hours for the Beijing-Shanghai HSR blackout to repair the grid?
A railway lightning protection engineer told the reporter that on the railway's lightning protection system, the No. 26 document promulgated by the Ministry of Railways shall prevail. The lightning protection system of the railway includes three items of lightning rods, surge protectors and grounding systems. He admitted that the non-high-speed rail equipment and the grounding system of more than 200 kilometers were not fully completed.
The reporter was informed that the seminar for mine prevention experts organized by Phoenix TV will be held in Beijing on August 4. The Tongyuan Academy has also been invited to attend.
How many hidden dangers does the high-speed rail have?
After the July 23 accident, Minister of Railways Sheng Guangzu indicated at the scene that a two-month inspection of production safety began immediately. Focusing on the safety of high-speed railways and the safety of passenger cars, we will adopt a network-type inspection method to comprehensively investigate problems and formulate targeted measures to rectify them item by item.
Can two months remove the hidden dangers of the high-speed rail? From the analysis of experts, this is a difficult and almost impossible task.
Jian Shuisheng believes that in addition to the lightning protection system, there are safety hazards in the wheel-rail, bearing, and ballastless track. For example, the axis of the wheel and rail is made by China itself, but the bearing is not made in China. Even the steel used in the imported bearing is not known.
The unblemished monolithic bed of the super-long line also prevented Jian Shuisheng from associating with its safety. At present, in China's high-speed rail over 300 kilometers, such as Beijing-Tianjin, Beijing-Shanghai, and Wuhan-Guangzhou, all are laid without a ballast.
Prof. Zhang Jimei of the Xi'an Institute of Earth and Environment at the Chinese Academy of Sciences said on the occasion of his stay: "If you have to go on high-speed rail, you must use a ramp." Prof. Zhang Jimai believes that Xiao Shizi can act as a buffer for Shaleshev. However, today we generally use a ballastless bed in the construction of high-speed rails. To nail down the rails hard on the concrete floor will give Shalesh The effect of pouring oil on the fire.
Zhang Jimei’s concern not only extends to railway safety, but also extends to the fact that his stress cannot be buffered, thereby raising concerns about increased geological disasters.
However, people on the Internet also have different opinions. Some people think that in 2003, the total length of the ballastless track laid on the German railway was more than 600 kilometers; the accumulated mileage in Japan has reached more than 2,700 kilometers, so this technology is quite mature.
The Ministry of Railways declared that the ballastless track is also an independent innovation technology. However, whether China has mastered the core of innocent technology and some doubtful points of unblemished bed has yet to be authoritatively explained.
However, the experts' opinions on the need for high-speed railroad bases to wait for their natural settlement for several years without being able to hurry up and open their operations are also heard.
All questions and concerns have not yet been made by an authoritative body.
After five days of the rear-end collision of the “7.23†E-bus line, the newly appointed Shanghai Railway Administration Director General Anlu Sheng finally announced the cause of the accident because of serious design flaws in the signal equipment. The zone semaphore that should be displayed in red is incorrectly displayed as a green light.
At the same time, he analyzed that it was a lightning strike that caused the signal device of Wenzhou South Station to malfunction, causing the rear vehicle D301 to receive a wrong signal. The reason for the initial accident was that the front vehicle D3115 suffered a lightning strike due to the catenary line and caused a power failure. Thunderbolt was once again pushed to the front that had caused dozens of lives to fall.
On July 1, since the opening of the Beijing-Shanghai high-speed rail, there have been a number of parking accidents caused by lightning-induced power supply equipment failures on the Beijing-Shanghai line. Several accidents have shown that China’s high-speed railways have major flaws in the lightning protection system and the automatic control system of high-speed trains.
Professor Jian Shuisheng, an academician of the Chinese Academy of Sciences and director of the Institute of Lightwave Technology at Northern Jiaotong University, said in an interview with the media recently that the high-speed rails used in their locomotives for bearings, wheel-rails, and train-mounted lightning protection systems, as well as large-scale use of foreign countries are still in trials. There are huge hidden dangers in the unblemished orbit and so on, and it takes time to test.
The unfamiliar train control system On July 28th, the Beijing Railway Signal and Communication Research Group (hereinafter referred to as "Passage No. Family letter of apology. China Tonghao provides overall integration of signals for the accident route and temperature line, and Tonghaoyuan is responsible for the design of the CTCS system.
According to media reports, the development of the train control technology of China Tonghao has gone through four stages. The first stage was when the high-speed rail technology began to develop in the 1980s and 1990s. It sent people to study abroad and participated in the Beijing-Shanghai high-speed rail. Technical preparation and demonstration of the construction; the second stage is the CTCS-2 train control system developed by the independent research and development of the railway during the sixth period of major acceleration of the railway in 2007, which satisfies the demand for control of the trains with the speeds of up to 250 km/h on the six main lines; The third stage was in 2008. In the late period of Beijing-Tianjin intercity railway construction, China Tonghao introduced CTCS-3D train control technology in a system-integrated manner to meet the demand for control of trains with an EMU train speed of 350 kilometers per hour; the fourth stage was Wu. In the latter part of the construction of Guanggao Railway, China Tonghao completed the task of developing a CTCS-3 train control system with complete independent intellectual property rights.
The train control system CTCS is the hub system for high-speed railway operation. Without this system for connecting trains, dispatch centers, signal transmission lines and equipment, advanced locomotives and even more sophisticated tracks cannot maintain high-speed operation.
Under the condition that the train runs at a high speed, the ground signal is difficult to be identified, so the automatic train protection device ATP is a necessary condition for the construction of a high-speed railway. The signal source of the ATP on-board system comes from a series of signal transmission devices such as CTCS from rails to signal generators, transponders, and speed sensors, as well as software programs that connect them.
The CTCS train control system has always been the result of the independent research and development and innovation of China by the Ministry of Railways. In 2007, when the country’s national railways made the sixth major speed increase, senior engineer Chen Jianyi of Guangzhou Railway Group stated that the automatic blocking system is an on-board system that controls the safety intervals of multiple EMUs on the same railway and the information is transmitted to the EMU through rails to prevent The occurrence of train rear-end accidents.
The functions and technical features of a CTCS2 train control system are described in the introduction document. The CTCS-2 is a modern railway train control system based on the European Train Control System (ETCS).
The sales manager of a domestic signal factory told this reporter that the CTCS system (including the hardware and software part) has adopted the bidding method, but it is basically monopolized by the Tongyuan Academy, and the equipment is mostly owned by the Shenyang-based company, Beijing, and Xi’an. Equal divisions are responsible for the production of hardware devices.
Does China have the core technology of the CTCS system in the end? Does it exhaustively include all tests including high voltage lightning tests on CTCS? Does CTCA's monopoly on CTCS is not conducive to the improvement and upgrading of the system itself? The "7.23" accident put a huge question mark on it.
In the end, the Beijing-Shanghai high-speed rail was only opened for 10 days. On July 10th, the Beijing-Shanghai high-speed rail G151 train suffered a shutdown due to a thunderstorm in Shandong Province. Affected by this, the Beijing-Shanghai high-speed rail 19-minute train deferred. . On the 12th, the Beijing-Shanghai high-speed rail once again suffered a catenary failure, and at least 11 columns went to the Beijing high-speed rail later. On the 13th, G114 went to Changzhou North Station and suddenly failed. On the 14th, G105, G201, and G150 failed to reproduce. Lightning strikes are the main reason for frequent contact network failures.
In an interview with the media, Jian Shuisheng said that the entire lightning protection system of the Beijing-Shanghai high-speed rail cannot. However, the power provided by the Beijing-Shanghai high-speed train cannot be operated for too long under the condition of power failure. He said that lightning protection is a complex issue. Due to the influence of geological conditions, the performance of the lightning protection system may be deviated.
In an interview, Guan Shishi, an expert from the International Electrotechnical Commission of China, said that the current high-speed rail design specifications did not conduct detailed studies on the power supply emergency recovery system. There are no regulations concerning the installation of lightning protection lines in the design rules for high-speed railways, and only lightning protection measures similar to those in the power system are adopted. This is the key to the problem.
Wang Mengshu, an academician of the Chinese Academy of Engineering and a railway expert, pointed out that even if a high-speed rail has lightning protection facilities, it can only prevent high-altitude lightning strikes and cannot prevent “rolling land mines (ball-shaped) flashesâ€. In an interview with a reporter from the "First Financial Daily", he said that the current weather conditions are different from the past and often start low. However, he said that even if it is low-level thunder, breakdown of the catenary and repair is very simple. Why does it take several hours for the Beijing-Shanghai HSR blackout to repair the grid?
A railway lightning protection engineer told the reporter that on the railway's lightning protection system, the No. 26 document promulgated by the Ministry of Railways shall prevail. The lightning protection system of the railway includes three items of lightning rods, surge protectors and grounding systems. He admitted that the non-high-speed rail equipment and the grounding system of more than 200 kilometers were not fully completed.
The reporter was informed that the seminar for mine prevention experts organized by Phoenix TV will be held in Beijing on August 4. The Tongyuan Academy has also been invited to attend.
How many hidden dangers does the high-speed rail have?
After the July 23 accident, Minister of Railways Sheng Guangzu indicated at the scene that a two-month inspection of production safety began immediately. Focusing on the safety of high-speed railways and the safety of passenger cars, we will adopt a network-type inspection method to comprehensively investigate problems and formulate targeted measures to rectify them item by item.
Can two months remove the hidden dangers of the high-speed rail? From the analysis of experts, this is a difficult and almost impossible task.
Jian Shuisheng believes that in addition to the lightning protection system, there are safety hazards in the wheel-rail, bearing, and ballastless track. For example, the axis of the wheel and rail is made by China itself, but the bearing is not made in China. Even the steel used in the imported bearing is not known.
The unblemished monolithic bed of the super-long line also prevented Jian Shuisheng from associating with its safety. At present, in China's high-speed rail over 300 kilometers, such as Beijing-Tianjin, Beijing-Shanghai, and Wuhan-Guangzhou, all are laid without a ballast.
Prof. Zhang Jimei of the Xi'an Institute of Earth and Environment at the Chinese Academy of Sciences said on the occasion of his stay: "If you have to go on high-speed rail, you must use a ramp." Prof. Zhang Jimai believes that Xiao Shizi can act as a buffer for Shaleshev. However, today we generally use a ballastless bed in the construction of high-speed rails. To nail down the rails hard on the concrete floor will give Shalesh The effect of pouring oil on the fire.
Zhang Jimei’s concern not only extends to railway safety, but also extends to the fact that his stress cannot be buffered, thereby raising concerns about increased geological disasters.
However, people on the Internet also have different opinions. Some people think that in 2003, the total length of the ballastless track laid on the German railway was more than 600 kilometers; the accumulated mileage in Japan has reached more than 2,700 kilometers, so this technology is quite mature.
The Ministry of Railways declared that the ballastless track is also an independent innovation technology. However, whether China has mastered the core of innocent technology and some doubtful points of unblemished bed has yet to be authoritatively explained.
However, the experts' opinions on the need for high-speed railroad bases to wait for their natural settlement for several years without being able to hurry up and open their operations are also heard.
All questions and concerns have not yet been made by an authoritative body.
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