The reporter learned from the research group of the State Key Laboratory of Traction Power that they are currently developing vacuum high-speed trains with a speed of 500-600 kilometers per hour. This technology is expected to be put into operation in 10 years.
In the next two or three years, the laboratory will launch a small model of vacuum pipeline high-speed train with a speed of 600- 1000 km/h. According to the current theoretical research, the speed of this vacuum maglev train can reach 20 thousand kilometers per hour.
Technical enlightenment
In atmospheric environment, the train speed shall not exceed 400 kilometers per hour.
Shen Zhiyun, a member of the State Key Laboratory of Traction Power of Southwest Jiaotong University and an academician of the two academies, said in an interview with the French evening reporter that at present, the commercial operation speed of any kind of ground transportation cannot exceed 400 kilometers per hour, otherwise the energy consumption is high and the noise exceeds the standard, which is difficult to be accepted by the market.
According to Shen Zhiyun, the high-speed transportation of vacuum pipeline is to build a pipeline isolated from the outside air. After the pipeline is evacuated, the maglev train will run in it. Because there is no air friction, the train will travel at a jaw-dropping high speed. Moreover, the pipeline is sealed and can run in the seabed and bad weather areas without any influence.
Zhang, a member of the research group, made an analogy: "The pipeline is like a sewage pipeline, which is closely connected and is a completely closed space."
The cost of vacuum magnetic levitation is cheaper than that of ordinary railways.
Zhang introduced that the vacuum maglev train only runs in a vacuum environment, and the carriage is not vacuum, so passengers will not feel dizzy and other strange feelings when riding this high-speed train.
From the cost point of view, the current cost of ordinary railway is 65.438+0.5 billion yuan per kilometer, and its tunnel section is about 6 meters to 8 meters, while the vacuum magnetic suspension pipeline section is only 4 meters to 5 meters, which can save a lot of steel costs, so the cost is cheaper than ordinary railway.
As for the fare, Zhang guessed that if the technology had just been put into operation, its fare should be higher than that of the high-speed rail, but with the continuous maturity and update of the technology, its price will gradually decrease.
Experimental story
Looking for information on the Internet and introducing the concept of vacuum pipeline transportation.
In an interview with the French evening reporter, Zhang said that Darryl Oster, a mechanical engineer in Florida, USA, put the concept of vacuum pipeline magnetic levitation transportation into drawings in 1999 and applied for an invention patent in the United States.
On 200 1, Zhang introduced this technology to China for the first time, and he met and became close friends.
Zhang said: "At that time, I was working in Sinotrans, and I felt that China's logistics and transportation capacity could not keep up with the rapid economic development. The key problem to be solved in transportation and logistics is that traffic should be fast and safe. So I searched the internet for information about rapid traffic, so I found information about Darry, so we met through the internet. "
At the beginning of 2002, Zhang contacted two authoritative experts in the field of rail transit-Shen Zhiyun, an expert in locomotive dynamics at Southwest Jiaotong University, and Wang, an expert in magnetic levitation. Both of them showed great interest in this and felt that they could carry out experimental research.
165438+ 10 In June, Galaping gave up his job in a state-owned enterprise with a monthly salary of more than 5,000 yuan and resolutely went to Southwest Jiaotong University to study vacuum pipeline traffic with these experts and became a postdoctoral fellow with a salary of 1500 yuan.
In the second half of 2002, Dai Rui and his wife came to China to help Galapin and his colleagues set up the "Vacuum Pipeline Transportation Research Institute" in Southwest Jiaotong University.
Zhang introduced that when applying for the National Natural Science Foundation, * * * applied for three times, and finally applied for a project fund of 260,000 yuan in 2006.
By the end of 2006, with the project funds, more than 65,438+00 people, including graduate students and professors, had started research.
Advantages of vacuum maglev train
1. No vehicle power supply is required.
2. High security
3. It can be suspended statically, and the startup energy consumption is low.
4. Low operating noise
5. The car body is light and suitable for high-frequency starting, which greatly reduces the cost of subgrade and track.
● Comparison between countries
Compared with China, the United States and Switzerland, China's technology is better.
Shen Zhiyun introduced that the United States and Switzerland are also studying vacuum pipeline technology. The United States is engaged in high vacuum pipeline transportation, and the atmospheric pressure is even only one millionth of that of the outside world, but it is very expensive and difficult to put into practical operation.
Switzerland, on the other hand, puts vacuum tubes in underground tunnels, which also increases the cost, and finally it is difficult to enter the practical application.
"Our plan is better than theirs. As long as the pipeline is reduced to 0.5 atmospheric pressure, the resistance of air to the locomotive can be greatly reduced, thus greatly reducing the cost. " Shen Zhiyun introduced.
Shen Zhiyun estimated that on the existing high-speed railway, only10-20 million yuan per kilometer is needed to build this pipeline, and the increased cost will be saved in the later operating costs. In this scheme, the running speed of locomotive can exceed 600 km/h.
Zhang introduced that at present, three countries in the world, namely, the United States, Switzerland and China, are studying the vacuum pipeline magnetic levitation technology, and China has started experiments, while the United States and Switzerland are still in the theoretical stage.
This edition of experts supports Zhang, member of the research group of Shen Zhiyun, academician of the State Key Laboratory of Traction Power of Southwest Jiaotong University.