Train characteristics of Beijing-Tianjin intercity trains

1. Soon. The maximum speed of the train is 350 kilometers per hour, which is nearly 100 meters per second.

2. Strong motivation. EMU adopts power dispersion technology, that is, the traction power system of the train is distributed under the floor of each car, and the traction power of the train can be very high, so effective synchronous control can be realized through the train network system. The high-speed train of Beijing-Tianjin intercity railway consists of eight trains, including four motor cars and four trailers. The total traction power of the train is 8800 kilowatts, which is the highest traction power in the world.

3. Low energy consumption. EMU trains adopt streamlined body and lightweight technology, which has obvious effect in reducing energy consumption. For example: aluminum alloy, hollow structure car body, the thinnest part is only 2.5 mm, and the weight is more than 30% lighter than that of ordinary railway passenger cars. Roughly speaking, the per capita consumption of high-speed trains is 1.5 kW/hour, while that from Beijing to Tianjin is only 7.5 kWh, which is the lowest energy consumption among land transportation modes.

4. Zero emission. Due to the use of green energy electric traction, EMU trains have no exhaust emissions.

5. Low noise. Through the optimization design of high-speed train shape system, the aerodynamic noise during high-speed operation can be effectively reduced; Specially designed silencing wheel and seamless track are adopted to effectively reduce wheel-rail noise; The system adopts advanced sound insulation and noise reduction technology, and a large number of sound insulation and noise reduction materials are filled between the hollow structure of the car body and the floor, which effectively reduces the noise inside the car. When the speed of the high-speed train reaches 350 kilometers per hour, the noise inside and outside the train reaches the international standard.

6. wide body. The cross-section of EMU trains running on the Beijing-Tianjin intercity railway is the widest in the world at present, which is 400 mm wider than similar cars in Europe, making maximum use of passengers' use space.

7. The equipment in the car is humanized. EMU trains are equipped with complete service facilities and special service facilities for the disabled; The seats can rotate, and the seat spacing is wider than that of airplanes and buses; With advanced air tightness technology, passengers will not have tinnitus when running at high speed; The temperature, humidity, wind speed and fresh air volume in the car can be automatically adjusted. The air quality inside the car is good, and the dust content does not exceed 0.5 mg per cubic meter, which is far below the relevant standards.

8. High security. The safety redundancy of EMU trains running on the Beijing-Tianjin intercity railway is above 30%, and the laboratory test speed of the train operation department reaches 520 kilometers per hour. The minimum interval between trains is 3 minutes; Equipment failure automatically leads to safety; In case of fire, the fire prevention system in the car will start automatically.

9. All-weather operation. EMU trains running on the Beijing-Tianjin inter-city railway adopt fully automatic electric control drive system, which can run safely in severe weather conditions such as wind, snow, rain, fog and thunder.

10. Run automatic control. The central centralized control system issues train operation information, and the on-board radar receives the operation data and instructions in real time and transmits them to the on-board computer, which automatically adjusts the tracking interval between trains to prevent the train from speeding and rushing signals. After the current train breaks down, the following trains can directly get information to slow down or stop; When there are foreign objects or broken tracks on the line, the train operation control system will respond quickly. The Beijing-Tianjin intercity train runs almost on the "air passage", and the Beijing-Tianjin intercity railway connects the two places like a "rainbow". From the moment passengers boarded the Rainbow, they also started a race against time. 30 minutes not only saves you a lot of time between the two places, but also allows you to enjoy the scenery along the way. The feeling of flying in the sky is believed to be a wonderful enjoyment for many passengers.

It is understood that the length of viaduct in the Beijing-Tianjin intercity rail project accounts for 88.22% of the total length of the line, and the five super-large bridges are Beijing Ring Bridge, Liangshuihe Bridge, Yangcun Bridge, Yongdinghe (Tianjin Section) Bridge and Xinkaihe (Tianjin Section) Bridge. In this environment, high-speed intercity trains can be unimpeded, which not only ensures the speed of trains, but also avoids accidents. The design concept of "fully enclosed and multi-elevated" has become an important prerequisite for the 30-minute access to Beijing and Tianjin.

For such a design, experts from the Third Railway Institute said that cars and pedestrians grab crossings, which brings many hidden dangers to trains and obviously poses a greater threat to high-speed intercity trains. Once a traffic accident happens, it is easy to cause heavy casualties. When the Beijing-Tianjin intercity train runs on the viaduct, the danger is eliminated. Moreover, viaducts and piers are closed, and trains running on special tracks are not disturbed. The wharf is also equipped with protective facilities to prevent vehicles from hitting the wharf and affecting the intercity track. The Beijing-Tianjin intercity rail transit project refers to the type II slab ballastless track of Borg Company of Germany, which is the first passenger dedicated line laying ballastless track in China. The so-called "frantic jumble" refers to pebbles. Conventional railways lay sleepers on the basis of "ballasted track". This kind of track is called ballasted track. Ballastless track will cause strong vibration when the train is running, which greatly restricts the running speed of the train.

Ballastless track is an advanced track technology in the world today, which can reduce maintenance, reduce dust and beautify the environment. Because the inter-city railway adopts the technology of cross-section seamless track and ballastless track, it not only improves the train speed and ensures the comfort of passengers, but also realizes the design goal of "less maintenance and no maintenance" for the Beijing-Tianjin inter-city railway.

It is reported that the laying of type II slab ballastless track of Borg Company in Germany requires very high foundation measurement. In order to ensure the smoothness of the track, the traditional measurement technology can no longer meet the needs of previous projects. The Third Railway Institute specially set up a precise engineering control survey network at the project site, and passed the feasibility study review and preliminary design review organized by the Appraisal Center of the Ministry of Railways, providing the most comprehensive and accurate survey data for the project. At present, the construction team has laid the ballastless track in the test section, and it is expected to officially start laying in September. Viaduct, ballastless track and high-speed EMU are the hardware guarantee for the rapid and safe passage of Beijing-Tianjin intercity trains, so a series of systems used in the project will definitely dazzle you. These systems are not only the guarantee for your fast and convenient ride, but also the guarantee for the safe and smooth train.

Let's talk about the four-electricity integrated system adopted in the Beijing-Tianjin intercity rail project. The so-called "four-electricity integrated system" refers to the integration of communication, signal, traction power supply and electric power supply system. It can not only send a deceleration command when the intercity train is speeding, but also ensure the smooth signal and sufficient power.

The Beijing-Tianjin intercity train has also installed a disaster prevention alarm system, which can implement automatic protection in case of natural disasters. If the train encounters strong wind when traveling at high speed, the system can immediately issue a deceleration instruction and control the traveling speed according to the weather conditions. At the same time, seismographs, seismic cabinets and anemometers are also arranged along the railway and stations, which are monitored in real time by the disaster prevention and safety monitoring system. These systems ensure the safe operation of intercity trains.

In addition, passengers can also enjoy high-tech services such as automatic ticket checking and ticketing system, automatic passenger management system and train dispatching system when taking the Beijing-Tianjin intercity train. From the moment passengers walk into the station, they can choose the number of trains and stations according to the system prompts, and get on and off the bus step by step according to the system prompts. If passengers have any questions they don't understand, they can also have a "dialogue" with the system and get the most accurate answer from the system. To achieve the goal of walking to Beijing and Tianjin in half an hour, it is not enough to have a direct "air passage" between the two places. The performance of intercity trains has undoubtedly become another highlight of this project. It is understood that the design speed of the Beijing-Tianjin intercity rail project exceeds 300 kilometers per hour. The secret that the train can travel at such a high speed lies in the installation of power facilities in the carriage. Such a train is also the so-called "high-speed EMU".

Ordinary trains generally have more than a dozen carriages, all driven by locomotive heads, while Beijing-Tianjin intercity trains generally have only eight carriages, and some carriages are also equipped with power facilities. That is to say, when the intercity train starts, the front and carriage are in a state of exerting force together, not only the front is driven by force, but also the carriage is moving by force. Driven by such a powerful force, the speed of the train will naturally increase greatly, just like four-wheel drive and two-wheel drive competing to pull goods. The result of the game is obvious and there is no suspense.

According to the design scheme of Beijing-Tianjin intercity rail project, the organization mode of intercity train transportation is "high density, large capacity, small group and public transportation", and the minimum departure interval is 3 minutes. All these designs fully reflect the advantages of high-speed EMUs, and passengers traveling between Beijing and Tianjin will definitely feel that taking intercity trains is much faster and more convenient than taking buses. On the other hand, it is precisely because of the characteristics of high-speed EMUs that the transportation organization mode and departure density in the design can be successfully realized. Subgrade settlement has always been a difficult problem in high-speed railway construction, and Beijing-Tianjin intercity rail project will naturally face this problem. If the problem of subgrade settlement cannot be solved, the fast-moving intercity train will undoubtedly become a "roller coaster", and the safety of the train and passengers will be difficult to be guaranteed.

According to experts from the Third Railway Institute, the landform along the Beijing-Tianjin intercity rail transit project has changed from Beijing alluvial flat slope to Tianjin alluvial marine plain, and the engineering geological conditions in the area where the line passes are very poor. In addition, the Beijing-Tianjin intercity rail project adopts ballastless track technology, which puts forward higher requirements for the deformation and post-construction settlement of offline infrastructure. To this end, the Institute of Iron Research increased the investment in exploration, organized nearly 300 drilling rigs to complete the exploration workload more than ten times that of conventional railways, and explored the bridge section pier by pier, with the deepest drilling depth reaching1.01.2m; An exploration hole is laid every 50 meters in the subgrade section, and an exploration section consisting of three exploration holes is laid every 100 meters, which provides detailed and reliable basic data for the project.

CFG pile technology is adopted in Beijing-Tianjin intercity rail transit project. The pile foundation is solid and stable, and it is not afraid of the rolling of heavy objects, ensuring the balance of track operation. In the process of CFG pile construction, if the supply of concrete is interrupted for half an hour, the conduit cannot be pulled out, resulting in waste piles. When more than ten pile drivers work at the same time, the supply capacity of concrete will face greater challenges. However, the construction workers adopted the management mode of JIT just-in-time production, which overcame the problems of limited space and less storage of raw materials and ensured the normal construction of CFG piles.

It is precisely because of such a good and comprehensive system control that the safe and reliable operation of intercity trains is guaranteed. This miracle not only brings convenience to people, facilitates the exchanges and economic exchanges between the people of the two places, but also provides more humanized services and brings people better and higher spiritual enjoyment.