China's high-speed rail has continuously set a new world record in speed, and its technology is recognized as the international leader. However, many foreigners think that China's high-speed rail technology has copied foreign technology. Any technological innovation can be divided into two parts, one part is the existing technology, and the other part is the innovation part based on the existing technology. "As long as you use the existing technology, you pay its owner (intellectual property) and use it legally, there is no problem of plagiarism." Tian Lipu said that when China introduced these existing technologies, it also paid a lot of patent fees. This is how innovation in developed countries comes about. China high-speed rail has a large number of patents, and there is no plagiarism.
TGV technology
France: TGV
France, Britain and Belgium: Stars of Europe
France, Belgium, Netherlands, Germany: Thalys
Spain: average
Korea: KTX
United States: ACELA
Ice technology
Germany: ICE (Intercity Express)
Germany, Belgium, Netherlands, Switzerland and Austria: ICE (Intercity Express)
China: CRH (China Railway Expressway)
Shinkansen technology
Japan: Shinkansen
Taiwan Province Province: Taiwan High-speed Railway
China: CRH2(E2- 1000)
Taerge technology
Spain: Targo 350
Inclined train
Italy, Finland, Portugal, Czech Republic, Slovenia, UK.
Sweden: X2000
Switzerland: ICN
Italy and Switzerland: Italy's Star of Europe
United States: Acela
Canada: LRC
Japan: 800 series Shinkansen, N700 series Shinkansen
magnetic suspension
Shanghai, China: China's first maglev train (airport express rail)
Japan: Yamanashi (MLX-00 1), Central Shinkansen (Tokyo-Osaka, under planning)
According to the definition of UIC (International Railway Union), high-speed railway refers to a railway system with an operating speed of 200 kilometers per hour (also known as 250 kilometers). As early as the beginning of the 20th century, many people's "top speed" exceeded 200 kilometers per hour. It was not until 1964 that the Shinkansen system in Japan was opened, which was the first high-speed railway system in history to achieve an "operating rate" higher than 200 km/h. High-speed railway technology should not only meet certain speed standards in train operation, but also need to improve vehicles, tracks and operations. Generalized high-speed railway technology includes high-speed railway transportation system using magnetic levitation technology.
The Japanese high-speed railway "Shinkansen" was born in 1964. At that time, the "Tokaido" line from Tokyo to Osaka only took eight years to recover all the investment. Over the past 40 years, Shinkansen technology has been continuously improved and become the backbone of Japan's domestic railway network.
Although the speed advantage of Shinkansen was quickly surpassed by TGV of France, Shinkansen of Japan has the most mature commercial operation experience of high-speed railway at present-there has never been an accident for 40 years. Moreover, the Japanese economy is stimulated by the construction of Shinkansen, which is also one of the reasons for the upsurge of high-speed railway construction in the world.
TGV is probably the only French product that enjoys a good reputation in the world and has no profit at present. The so-called TGV is the abbreviation of Train a Grande Vitesse (French for "high-speed railway"). The first TGV is the Paris-Lyon line opened by 198 1. Only a few months later, TGV beat Air France and became the largest customer base on the route.
During the trial operation of 1972, TGV created a high-speed wheel-rail speed of 3 18km at that time.
Since then, TGV has been firmly occupying the crown of high-speed wheel and rail, and the current record is 578.4 km/h set in 2007. In addition, the French Calais-Marseille line is the only high-speed railway line in the world that exceeds 1000 km. On this line, the average speed of TGV is over 300 kilometers per hour, and its performance is also very stable.
The biggest advantage of French TGV lies in the technical leadership in the traditional wheel-rail field. During the period of 1996, the state-owned railway companies in the European Union decided to adopt French technology as the technical standard of European high-speed trains through joint consultation. Therefore, TGV technology has been exported to South Korea, Spain and Australia, and it is the most widely used high-speed wheel-rail technology.
Germany's ICE is the latest project of high-speed railway. The research of ICE (short for intercity express) began in 1979, and its internal manufacturing principle and system are very similar to those of TGV in France. The current top speed is 409 kilometers set by 1988. Therefore, the German and French governments are now designing railway docking, using their respective technologies to connect the railway networks of the two largest countries in continental Europe.
An important reason for the late start and backward progress of ICE is that Germans are fighting on two fronts: high-speed wheel and rail and magnetic levitation. Due to the inherent advantages of magnetic levitation in design concept (no solid friction), Germany's normally guided high-speed magnetic levitation has always been the focus of its railway research. The design concept of magnetic levitation is completely different from the traditional wheel and rail. Therefore, when the French TGV was put into operation smoothly, the speed was no less than that of the magnetic levitation at that time, the Germans began to catch up with the high-speed wheel and rail, but there was still a big gap with the French TGV technology.
Realizing the advantages of building a high-speed railway, the United States has caught up, not only retaining the electrification facilities of the Northeast Corridor originally planned to be demolished, but also developing ACELA, a high-speed train with American characteristics, connecting Boston, new york, Philadelphia and Washington. It is the only high-speed railway in America.
After 197 1 the earliest TR 1 maglev, there are eight models so far. Shanghai Maglev adopts the latest TR8 model.
The research on magnetic levitation in Japan was successful in 1972 after the official operation of Shinkansen 10, and the research direction was completely different from that in Germany. At present, Japan's magnetic levitation has achieved the highest speed of 552 km/h in the test. However, Premier Zhu Rongji, who has visited the railways of the two countries on the spot, commented that the noise and vibration of Japanese maglev are greater than that of German maglev. The Japanese side also refused to provide China with magnetic levitation technology on the grounds that the technology is not yet fully mature.
Although the design methods of high-speed wheel and rail are quite different from those of magnetic levitation, there is still one thing in common, that is, changing the contact between train and rail to improve the speed. Up to now, the designed maximum speed of maglev is 450 km/h (Germany) and the tested maximum speed is 552 km/h (Japan). Compared with the current TGV with the highest speed, the pure speed of magnetic levitation is not obvious, but the speed potential, energy consumption ratio and noise are obvious. In contrast, it is rising in recent years, and it is likely that focusing on improving the locomotive traction system will be another beneficial attempt to improve the speed of ground vehicles in the future.