Draft:China Railway Putian
| Putian | |
|---|---|
| Manufacturer | CRRC Dalian CRRC Tangshan CRRC Nanjing Puzhen |
| Constructed | 2001 |
| Formation | 8 cars (2M6T) |
| Operators |  China Ministry of Railways |
| Specifications | |
| Train length | Power car: 19.865 m (65.17 ft) Intermediate car: 25.500 m (83.66 ft) |
| Width | 3.105 m (10.19 ft) |
| Height | 4.050 m (13.29 ft) |
| Maximum speed |
|
| Axle load | ≤18.5 t (41,000 lb) |
| Prime mover(s) | 12V240ZJD-1 |
| Power output | = 2 × 2,000 kW (2,700 hp) (engine) |
| Tractive effort | 2 × 1,455 kW (1,951 hp) (total traction) |
| Transmission | AC-DC electric |
| Bogies | A1A three-axle self-steering radial bogies (power car), TW-160B/PW-160B radial bogies (trailer car) |
| Braking system(s) | Rheostatic braking, air braking |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
The Putian is a power-concentrated tilting train DMU jointly developed by CRRC Dalian, CRRC Tangshan, and CRRC Nanjing Puzhen. It was successfully developed in 2003, incorporating new technologies such as an electromechanical active tilting system and radial bogies.
Development history
[edit]Background
[edit]To explore the possibility of using tilting trains to implement passenger speed-up on China's existing railways, and to complement the "small formation, high density, high speed" bus-like operation model of the Guangzhou–Shenzhen intercity trains, the Ministry of Railways (China) and Guangshen Railway began leasing an X 2000 tilting high-speed train from Adtranz in 1998, which entered service on the Guangzhou–Shenzhen Railway in August 1998. The X2000 train operated very well on the Guangzhou–Shenzhen line and brought considerable economic benefits. During Fu Zhihuan's tenure as Minister of Railways, the Ministry of Railways not only increased passenger train speeds through existing line upgrades and rolling stock innovations, but tilting trains were also considered one of the directions for speeding up existing railway lines at the time.[1]
Development
[edit]In April 1999, the Science and Education Department of the Ministry of Railways convened a technical review meeting for tilting passenger trains, clearly stating that China had the conditions to develop tilting trains. It officially organized the project to develop a tilting diesel multiple unit, with the initial goal of developing a "two power cars and six trailer cars" tilting train with a speed of 160 km/h (99 mph) and a power-concentrated configuration. The Ministry of Railways designated CRRC Tangshan as the lead unit for the scientific research team, responsible for formulating the overall technical specifications and design proposal for the tilting train, as well as train assembly and debugging, and completing the design and development of some passenger cars. The Ministry of Railways allocated 60 million Renminbi, and institutions such as CRRC Tangshan, CRRC Dalian, CRRC Nanjing Puzhen, China Academy of Railway Sciences, and Southwest Jiaotong University also invested their own funds, totaling about 100 million Renminbi, to begin the development of the tilting train.[1]
The tilting train was named "Putian Hao" and consisted of 2 power cars and 6 passenger trailer cars. The power cars were developed by CRRC Dalian, based on the design of the DF10F diesel locomotive; CRRC Tangshan and CRRC Nanjing Puzhen each manufactured 3 intermediate trailer cars. The China Academy of Railway Sciences and Southwest Jiaotong University were mainly responsible for participating in the research of key technical projects such as the tilting system, radial bogies, and low-center-of-gravity lightweight car bodies. As this was China's first independently developed tilting train, the "two power cars and six trailer cars" tilting train's design was based on the experience of similar foreign vehicles and in accordance with relevant international standards, as required by the Ministry of Railways' scientific and technological research and development plan project contract "Overall Tilting Trainset and Tilting Passenger Car Research".
In September 2001, the tilting radial bogies for the tilting train were successfully developed and underwent dynamic tests on the rolling vibration test bench at Southwest Jiaotong University. The test critical speed reached over 220 km/h (140 mph), and the running stability indicators met the design standards. Subsequently, this type of bogie was installed on a 22 type hard-seat car (YZ22 37496) and was incorporated into a passenger express train from Chengdu to Yibin within the China Railway Chengdu Group's jurisdiction from October 2001 to April 2002, undergoing a six-month operational assessment on the Chengdu–Chongqing Railway. Concurrently, CRRC Dalian's power car design proposal passed the Ministry of Railways' technical review in March 2002. On May 27, 2003, 3 passenger cars manufactured by CRRC Tangshan were completed and rolled off the production line.[2] On May 8 of the same year, 2 power cars were completed at CRRC Dalian.[3] On May 27, 3 passenger cars manufactured by CRRC Nanjing Puzhen were completed and rolled off the production line.[4] In July 2003, the "Putian Hao" train completed its formation at CRRC Tangshan.
However, after Liu Zhijun succeeded Fu Zhihuan as Minister of Railways in March 2003, China's railway development policy underwent a major change. The "Putian Hao" train was sealed and stored at CRRC Tangshan after completing its formation tests in Tangshan in early 2004. The railway authorities have never publicly explained the reasons for abandoning tilting trains. However, industry insiders believe that Liu Zhijun's "leapfrog development" policy, which involved extensive construction of high-speed railway passenger dedicated lines, was inconsistent with the direction of using tilting trains for speed increases on existing lines, which was a significant reason for their abandonment.[5]
Technical characteristics
[edit]Overall structure
[edit]The "Putian Hao" diesel multiple unit is a power-concentrated push-pull trainset, adopting an 8-car formation of "two power cars and six trailer cars", consisting of 2 power cars and 6 passenger trailer cars. The power cars are located at the front and rear of the train, pulling and pushing the train. Each power car is a six-axle diesel locomotive, designed based on the DF10F diesel locomotive. It features a single-end driver's cab and an internal corridor, side-bearing fully welded steel body structure. From front to back, it consists of the driver's cab, electrical compartment, transmission compartment, power compartment, cooling compartment, and auxiliary compartment. It adopts a streamlined front end to reduce air resistance during high-speed operation. The electrical compartment houses high and low voltage electrical cabinets and other equipment; the transmission compartment contains the main rectifier cabinet, starting generator, exciter, and other equipment. The power compartment is equipped with a diesel generator set, as well as air filters, fuel transfer pumps, fuel filters, expansion water tanks, and other auxiliary equipment. The cooling compartment contains oil-water system cooling devices and hydrostatic transmissions. The auxiliary compartment houses the rheostatic brake cabinet, train power supply cabinet, air compressor, and other equipment. Fuel tanks, main air reservoirs, and battery sets are installed between the two bogies under the car body. To reduce axle load and the interaction force between wheels and rails, the power car adopts an A1A-A1A axle arrangement, meaning the middle axle of each bogie is not equipped with a traction motor.[6]
The intermediate trailer cars adopt a thin-walled tubular structure with a drum-shaped cross-section, featuring a frameless integral load-bearing design. The formation includes 1 first-class car, 4 second-class cars, and 1 second-class composite car with a bar, broadcasting room, and crew compartment. The interior decoration scheme for the passenger cars was designed by Italdesign Giugiaro of Italy. The carriages are connected by tightlock couplers and feature electrically controlled pneumatic plug doors and vacuum retention toilets.[2]
Power system
[edit]Each power car is equipped with one 12V240ZJD-1 diesel engine, belonging to the 240/275 series diesel engines. It is a derivative product based on the 12V240ZJD diesel engine used in DF10F type locomotives, with improvements. This type of diesel engine is a 12-cylinder, four-stroke, exhaust gas turbocharged, electronically controlled fuel injection V-type medium-speed diesel engine, with a cylinder diameter of 240 mm (9.4 in) and a piston stroke of 275 mm (10.8 in). Its rated power is 2,400 kW (3,200 hp), and its installed operational power is 2,000 kW (2,700 hp).[6]
The main transmission system is an AC-DC electric transmission. The diesel engine directly drives a synchronous main traction generator to produce three-phase electric power, which is then rectified into direct current by a main silicon rectifier to supply power to 4 parallel DC traction motors. The power car uses a JF210E type synchronous main and auxiliary generator, which also provides train power supply. The main generator is used for traction, while the auxiliary generator's output, after rectification, supplies 600 V[convert: unknown unit] DC power to the passenger cars. Its output power is 2×300 kW (400 hp). Through inverters installed in each car, the 600 V[convert: unknown unit] DC power is inverted into two 380V AC power sources, which can provide power for air conditioning, electric heating, electric tea boilers, and lighting equipment. The traction motors are ZD106A type DC traction motors, which are improved versions of the ZD106 type traction motors used in DF11 type locomotives, with power increased from 530 kW (710 hp) to 600 kW (800 hp). The power car is also equipped with a rheostatic brake device, with a braking power of 2×1,700 kW (2,300 hp).[6]
Tilting system
[edit]The train's tilting system references the Deutsche Bahn's DB Class 611 and DB Class 612 diesel multiple units, adopting an electromechanical active tilting control system, rather than traditional hydraulic tilting devices. The tilting drive unit is installed within the bogie, and tilting adjustment is driven by an AC motor. This system uses accelerometers, speed sensors, and gyroscopes located on the leading car to collect data. After calculation by a microcontroller, tilting commands are transmitted to the electromechanical actuators, allowing the trailer cars to achieve flexible tilting when passing through curves (power cars do not have tilting devices), with a maximum tilt angle of ±8°.
Control system
[edit]The "Putian Hao" diesel multiple unit adopts a microcomputer control system, featuring train traction, braking control, constant power excitation, anti-slip and anti-skid control, and multiple-unit communication control. Additionally, it is equipped with a Train Communication Network (TCN) standard-compliant Multifunction Vehicle Bus (MVB) and Wired Train Bus (WTB) network system, used for real-time transmission of multiple-unit control commands for the leading and trailing power cars, passenger car tilting commands, and monitoring data.[7]
Bogies
[edit]The power car's running gear consists of two A1A three-axle self-steering radial bogies. The bogies feature a fully welded "H"-shaped frame, tie-rod positioned axle boxes, and primary suspension with axle box coil springs and hydraulic shock absorbers. The secondary suspension uses a high-flexibility coil spring structure, and is equipped with vertical and lateral hydraulic shock absorbers and anti-hunting dampers. Tractive effort and braking force are transmitted through a low-position four-link traction device. The traction motors use a double-sided six-link wheelset hollow shaft fully suspended drive device.[6]
The trailer cars use TW-160B (Tangshan Works) or PW-160B (Puzhen Works) type radial bogies with tilting mechanisms, both having identical structures. The radial mechanism uses forced steering, allowing the wheelset position to change with the curve radius and bogie frame rotation angle. The bogie adopts an "H"-shaped low-alloy steel welded frame structure, with primary suspension using axle box springs. The secondary suspension uses air springs, and the car body and bogie are also equipped with anti-hunting hydraulic shock absorbers and anti-roll torsion bars. The basic braking system uses axle disc brakes with electronic anti-slip devices, with two brake discs installed on each axle.[8]
Preservation
[edit]- Two soft-seat passenger cars of the Putian train, manufactured by Puzhen Works, were transferred to Nanjing Railway Vocational and Technical College for preservation and display in early 2014 after their exterior was refurbished by Puzhen Works. They were re-numbered "BRZ 001" and "BRZ 002" respectively.
See also
[edit]
- China Railway NZJ diesel multiple unit
- China Railway NZJ1 diesel multiple unit
- China Railway NZJ2 "Shenzhou" diesel multiple unit
- China Railways NZJ2 "Jinlun" diesel multiple unit
- China Railway NDJ3 diesel multiple unit
- China Railway Tianchi diesel multiple unit
- China Railway TSD09 diesel multiple unit
- China Railway DF10F diesel locomotive
- X 2000
References
[edit]- ^ a b "Behind the Abandonment of Tilting Trains: Who Bears the 200 Million Loss?" (in Chinese). 21st Century Business Herald. 2011-06-24. Archived from the original on 2011-07-02. Retrieved 2012-06-15.
- ^ a b "Advanced Concepts, New Experiences – A Record of China's First Tilting Passenger Car Rolling Off the Line" (in Chinese). China CNR Corporation Tangshan Locomotive & Rolling Stock Works. 2004-10-27. Archived from the original on 2004-10-27. Retrieved 2012-06-15.
- ^ "First Tilting Train Power Car Unveiled, Trains Don't Need to Slow Down on Curves" (in Chinese). Xinhua News Agency. 2003-05-08. Retrieved 2012-06-15.
- ^ "China's First Tilting Passenger Car Developed by Nanjing Puzhen Rolling Stock Works Rolled Off the Line Yesterday" (in Chinese). Xinhua Daily. 2003-05-29. Archived from the original on 2016-03-05. Retrieved 2012-06-15.
- ^ "China's first train with speed over 200 km/h retired, to be repurchased by Sweden" (in Chinese). Southern Metropolis Daily. 2012-05-24. Archived from the original on 2018-06-01. Retrieved 2012-06-15.
- ^ a b c d Zhao Guangxing (2004). Yearbook of China Northern Locomotive & Rolling Stock Industry (2004) (in Chinese). Beijing: China Railway Publishing House. pp. 160–162.
- ^ Xi Guohua, Lu Xiangyang (December 2000). "Network Communication System of Diesel Tilting Trainset". Journal of Southwest Jiaotong University (in Chinese). 35 (6). Chengdu: Southwest Jiaotong University: 629–632. ISSN 0258-2724.
- ^ Jia Ruimin (December 2000). "Design of Forced Steering Radial Bogie for Tilting Train". Journal of Southwest Jiaotong University (in Chinese). 35 (6). Chengdu: Southwest Jiaotong University: 609–613. ISSN 0258-2724.
External links
[edit]
- China CNR Dalian Locomotive & Rolling Stock Co., Ltd.: "Putian Hao" Diesel Tilting Multiple Unit (in Chinese)
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