DJF2

Last updated
DJF2 "Xianfeng"
Xianfeng High Speed Train.jpg
The DJF2 while stored at CSR Nanjing Puzhen
Manufacturer CSR Nanjing Puzhen
Built at Nanjing, China
Number built1 set (4M, 2T)
Number in service0
Predecessor DJF1 "Zhongyuan Star"
Successor DJF3 "Mount Changbai" (in numbering series)
CRH1 (in actual service)
FormationMc-Tp-M-M-Tp-Mc
Fleet numberssee table
Capacity424
Operators China Railways.svg China Railways
China Railway Guangzhou Group
China Railway Chengdu Group
Specifications
Car body constructionwelded steel, monocoque body
Train length158.4 m (519 ft 8 in)
Car length27 m (88 ft 7 in) (control cars)
25 m (82 ft 0 in) (other cars)
Width3.1 m (10 ft 2 in)
Height4 m (13 ft 1 in)
Doors1 (driver cars)/ 2 (other cars) plug doors
Wheel diameter915 mm (36.0 in) (new)
860 mm (34 in) (worn)
Maximum speed160 km/h (99 mph) (service)
250 km/h (155 mph) (design)
292.8 km/h (181.9 mph) (tests)
Weighteach car ≤58 t (57 long tons; 64 short tons)
Axle load 15 tons
Traction system Mitsubishi Electric MAP-304-A25V85 [1] IGBTC/I
Traction motors 16 × CRRC Zhuzhou Electric OEM JD106 300 kW (402 hp) 3-phase AC induction motor
Power output4,800 kW (6,437 hp)
TransmissionAC–DC–AC
Acceleration 0.41 m/s2 (0.92 mph/s) (starting)
HVAC air conditioning, electric heating
Electric system(s) 25 kV 50 Hz AC overhead line
Current collector(s) Pantograph
UIC classification Bo′Bo′+2′2′+Bo′Bo′+Bo′Bo′+2′2′+Bo′Bo′
Bogies PW-250M, PW-250T
Braking system(s) regenerative braking, air brake, electro-pneumatic brake
Coupling system Tightlock coupler, size 15
Track gauge 1,435 mm (4 ft 8+12 in) standard gauge

The DJF2"Xianfeng" [Note 1] electric multiple unit is a model operated formerly by China Railway with traction motors distributed throughout the unit. It was developed in 2001 as a key task of the science and technology targets of the Ninth Five-Year Plan. It was an innovative and advanced design being the first Chinese multiple unit train to achieve 200 km/h (124 mph) and achieving a top test speed of 292.8 km/h (181.9 mph) in tests, but had numerous flaws in the design that complicated operations.

Contents

Developmental history

Background

Before the 1990s, the maximum speed at which services operated in China had long remained at 120 km/h (75 mph) or below, and faced increasingly steep competition from airplanes and highways. In 1990, the Ministry of Railways decided to upgraded the Guangshen railway to an experimentally higher speed section, with a speed of 160 km/h (99 mph), to explore various ways in which high-speed rail may be future developed. In December 1994, the upgraded Guangshen railway was put into service, which demonstrated the basics for future development of high-speed rail. After numerous experiments, the First railway speed-up campaign was launched on 1 April 1997. [2]

To increase the competitiveness of the railways, the ministry set a target for a 200 km/h (124 mph) high speed EMU. In the Ninth Five-Year Plan, there were two such targets relating to the development of trainsets:

Development

The "200 km/h (124 mph) power separated EMU" was designed with the participation of Nanjing Puzhen Rolling Stock, Tongji University, China Academy of Railway Sciences, CRRC Zhuzhou Institute, Datong Locomotive, Yongji Electric, Central South University, and some other minor companies, with Puzhen leading the design. Technological innovations that the set featured were the power and trailer bogies, [3] the control system, the traction motors, traction transformers, the AC–DC–AC drive, gearbox, [4] primary and auxiliary electronics, and some other components. The design was planned to operate at speeds between 160 and 200 km/h (99 and 124 mph), with a maximum speed of 250 km/h (155 mph). [5]

The design of the set was completed at Puzhen in 1999, and submitted the plan for approval; construction began in August 1999. By June 2000, the overall structure was complete, and tests were undertaken on the high-speed bogies. [6] Assembly was completed in December 2000, and the vehicle started running in, and it was accepted by the Ministry of Railways.

Trials

The DJF2 was rolled out from Puzhen on 23 May 2001, and was named "Xianfeng". Two days later, it arrived at the China Academy of Railway Science Beijing Ring railway to undergo comprehensive tests. [7] From 1 August to 18 September, the "Xianfeng" performed safety tests at a speed of 160 km/h (99 mph). From 26 October to 16 November, it underwent testing under the watch of the ministry, China Railway Guangzhou Group, CSR, China Academy of Railways on the Guangshen railway for high speed testing. On the night of 10 November, the set broke the Chinese train speed record, hitting 249.6 km/h (155.1 mph). [8] [9] From December 2001 to June 2002, it underwent another half year of testing and adjustments on the Guangshen railway.

Between 2001 and 2002, before starting operation on the Qingshen passenger railway, the set underwent another three rounds of comprehensive testing, to check the safety of the new Qingshen railway, but also to provide experimental data for the Jinghu railway and to collect data on even higher speed trains of 300 km/h (186 mph). In the second such test from 5 to 12 September 2002, the "Xianfeng" collected various data on the traction, braking, behaviour at track switches, the effect on the pantograph at high speeds and the train warning system, while also testing the rails, switches, viaducts and signals of the new high speed line. On 10 September 2002, the train once again broke the Chinese speed record, reaching 292.8 km/h (181.9 mph) on the Qingshen railway. [10] [11]

After travelling 100,000 km (62,137 mi), the Ministry of Railway decided to expand the "Xianfeng" EMU from six to nine cars, and was listed as a task in the Tenth Five-Year Plan, which Puzhen took up, with their design being approved in March 2003. In June 2003, the "Xianfeng" was called back to Puzhen in preparations for modifications and expanding the consists. However, with the replacement of the Minister of Railways from Fu Zhihuan to Liu Zhijun, the developmental plans of China Railways changed, and the plans for expanding the consist was dropped. Afterwards, the ministry requested a 500,000 km (310,686 mi) run in instead, and after completing an overhaul, the "Xianfeng" started a passenger service trial service from 20 February 2004, until it completed its 500,000 km (310,686 mi) run-in on 19 October 2004. During this period, it ran twice daily from Huanggutun station to Shanhaiguan station with the service number 55201/2/3/4. [12]

Service history

After the "Xianfeng" completed a 500,000 km (310,686 mi) run-in, it was stored in the Beijing Ring railway. On 19 December 2006, the ministry held a meeting to summarise the experiences from operating the "Xianfeng" EMU, where it was decided to return it to service as soon as possible, after it undergoes a repair. [13] Subsequently, China Railways formally bought the train, and it underwent repairs in April 2007 at Puzhen; this was completed on 6 June, and it arrived at Chongqing on 8 June, and was assigned to Chengdu Bureau, Chongqing sector. [14] There, it underwent trials on the Suiyu railway and the Dacheng railway, at speeds of over 170 km/h (106 mph). [15]

From 7 July 2007, Chengdu Bureau used the "Xianfeng" to open a new service, T882/3 from Chongqing North station to Chengdu station and T884/1 with a maximum operating speed of 160 km/h (99 mph), taking 3 hours and 21 minutes for the trip. The tickets, however, were sold at the price of "D"-class services. [16] On 8 September 2007, the "Xianfeng" suffered its first fault since its start of operation with the Chengdu Bureau, leading to the service being late by two hours. [17] Between February and March 2008, when the "Xianfeng" underwent repairs, the services were instead carried out by DJJ1 "Blue Arrow" electric multiple units. [18]

To improve the transportation efficiency of the Chenyu intercity trains, the timetable was adjusted on 21 December 2008, which allocated three of the five daily runs to two coupled DJJ1 sets, while the other two were standard double-deck locomotive hauled services. As a result, the "Xianfeng" was placed into service on the Yuhuai railway and Suiyu railway, running the T861/2 service from Chongqing North station to Fuling station and the T867/8 from Chongqing North station to Suining station, [19] though T867/8 was cancelled from 1 April 2009 due to low passenger volumes. From 10 August 2009, the previous T861/2 service was cancelled, and it was assigned to T8863/4 from Chongqing North to Dazhou and Chengdu to Dazhou on service T8865/6 via the Xiangyu railway. It was again reassigned on 30 October, to run the T8875/6 from Chongqing North to Dazhou, and T8877/8 from Chengdu to Dazhou.

At the start of May 2010, the "Xianfeng" was reassigned to Guiyang sector, and put into use on the Qiangui railway; it restarted passenger service on 26 May 2010, from Guiyang to Duyun on T8871/2 and T8873/4 from Guiyang to Dushan, but only at 140 km/h (87 mph) due to the speed limits on the line. [20] Its schedule was again changed from 1 July onwards, with the T8871/2 extended to run to Dushan, while T8873/4 was shortened to Duyun, along with the addition of service T8875/6 from Guiyang to Dushan. [21] Due to a need for a factory repair, the three services were replaced by DJJ1 sets from 20 September, but instead of undergoing repairs, the set was parked at Nanjing North station, and its registration was removed in July 2014.

Preservation

First three carriages of the "Xianfeng" Zong Lan (Qi Zhong San Jie ).jpg
First three carriages of the "Xianfeng"
The carriage number has been incorrectly applied here. Che Hao Shua Cuo De Jing Dian Li Zi .jpg
The carriage number has been incorrectly applied here.

The DJF2 "Xianfeng" is currently stored as two separate halves at the Hunan Institute of Traffic Engineering. [22]

First section: RZ125DD111155-RZ225DT111158 (incorrectly painted as RZ225DD111158) [Note 2] -RZ225DD111156

Second section: RZ225DD111154 (incorrectly painted as RZ125DD111154)-RZ225DT111159 (incorrectly painted as RZ125DD111159)-RZ225DD111157 (incorrectly painted as RZ125DD111157)

A new layer of paint was applied, without the original blue on the skirts, while an additional blue stripe was added along the side. Some of the numbers were incorrectly painted, and they were only painted along one side.

Technical specifications

Overall structure

The DJF2 uses a power divided design, using the layout of the 300 Series Shinkansen as a base, with traction units comprising a trailer and two motors, with every set comprising two such traction units. [23] The set has a total output of 4800 kW and a design speed of 200 km/h (124 mph). It is equipped with two model DSA200 pantographs, but uses only one in normal operation, with the second as reserve. [24]

The car body uses a thin-wall, cylindrical monocoque fully welded design, with a streamlined head made of composite materials. The skirts along the undersides of the carriages are made from aluminium. [25] [26] Except for the driver's door, the doors are electrically actuated, piston operated plug doors.

Traction system

The DJF2 uses an AC–DC–AC transmission, with every traction unit having a trailer with a transformer, providing power to the two motor cars equipped with power inverters and traction motors. The supplied 25kV single phase AC is converted by primary transformers on the trailer cars, feeding to the traction converters on the two neighbouring motor cars. [24] It first passes through a dual four-quadrant rectifier to become 2600 volt direct current, then converted by a pulse-width modulation type VVVF into three-phase alternating current, fed towards the four traction motors of each carriage.

The DJF2 uses Mitsubishi IPM-IGBT traction transformers, similar to the technology used on the E2 Series Shinkansen. The traction transformer comprises the four-quadrant rectifier, intermediate DC circuit and the PMW inverter, with an output is 3300V/1200A with water cooling. [27] The traction motors are JD106 squirrel-cage three-phase motors, with an output of 300 kW each, which referenced the design of the 300 Series Shinkansen. [28]

Auxiliary electrical system

The auxiliary windings on the traction transformers output 790V single-phase AC, which is then converted to 600V DC, and then converted by the three inverters under each carriage to 380V AC, for air conditioning, lighting and water boiling purposes. Another set of transformers under each trailer and non-driving motor lowers the voltage from 600V to 110V DC to power the control data link on the train. [29]

The auxiliary electrical system was developed by Yongji Motor Factory, Beijing Jiaotong University and Tongji University. The subsystems developed included the cooling system for the traction motors, the 110V control system and the passenger electrical system. This design was a synthesis of the most advanced technology available in China at the time, such as the AC–DC–AC system, the linking of the air conditioning power to the auxiliary power and the auxiliary asynchronous three-phase motor. Each transformer has a fault monitoring system linked to it, able to provide diagnosis on the equipment. [29]

Car specifications. The two hanging cables are data links. DJF2De Pei Shu Ji Che Xiang Xin Xi He Xiu Cheng Biao .jpg
Car specifications. The two hanging cables are data links.

Control system

The DJF2 has a carriage communication, as well a set communication line. The set line is not responsible for control, and only for transmitting information on the operation of the train. The train communication network has a connection point for each carriage, and data is transmitted through a frequency-shift keying, dual shielded cable. [30] Due to the train not using a distributed network, the cabling of the train was extremely complex. [23]

Bogie

The DJF2 uses two types of two-stage bolsterless bogies, with motor cars using PW-250M and trailers using PW-250T. Apart from the lack of traction equipment and differences in the brakes where the trailer bogie has the disc brake fixed to the axle instead of the wheel, the overall structure is identical. The bogie is built from welded H beams. [3] A bolsterless design was chosen, as in calculations, it showed a higher stability, especially at high speeds, with a lower coefficient of horizontal stability than vertical stability resulting in lower chance to derail at high speeds. Testing of the bogie provided recommendations for lowering the size of the wheel, to further reduce the weight of the bogie and release more space in the area of the bogie. [31]

Flaws

The layout of the 300 series Shinkansen proved poor in actual testing, with the train displaying insufficient adherence force in poor weather, such as rain and snow, and at gradients of around 12‰. This could be overcome in future designs, by building the train out of lighter materials and reducing the axle load, or rearranging the composition to provide a greater force on steeper gradients, although starting traction would be reduced. The transformer equipment on the trailer cars was a possibility for improvement; its weight of 6.1 tons brought the weight of the trailer car almost up to the weight of a motor car, at 15 tons. Due to quality issues of the piping and valves of the transformer oil, it would often leak onto the transformers during testing. The risk of this was made worse by the lower profile of the car, which meant the surface area of the cooling system was increased. It posed a safety risk, as it was impossible to check whether oil was leaking into the transformer while the train was in motion. The positioning of the cooling inlet for the transformer was found to be inappropriate, as dust from near the tracks would tend to block the filter, causing the transformers to operate at high temperatures. [23]

While the IPM was able to output some diagnosis information over the RS-485 standard data link, most of the faults had to be viewed on the module itself, unnecessarily complicating maintenance, even though the installed processors were able to handle the information. Nonetheless, the FSK required improvements, as it became a bottleneck in train control due to the low bandwidth, and the data loggers were unable to copy out particular errors and had insufficient memory to store all errors, meaning it was hard to perform diagnosis, management and maintenance. To comply with different signalling standards, the train was fitted with two different kinds of automatic train protection, wasting the storage of the computer systems on board. [23]

In earlier tests, the motors had failure rates of up to 40%. While the gearbox was found to work normally, the motor had defects, with it sometimes not behaving properly when the train was in idle, damaged bearings on the non-driving axles and burning of the motor, which led to damage on the couplers when it was subject to unequal forces. Eventually, this was mostly solved by using higher quality lubricants and using steel with higher hardness. [23]

In September 2009, it was discovered that one of the driving motors, RZ125DD111155 had excessive vibrations, particularly when travelling at between 120 and 130 km/h (75 and 81 mph). This was uncomfortable for passengers, and was a safety risk, as the vibrations could cause screws to become loose, and fall off. It was discovered to be because of excessive wear on the wheels, causing it to no longer be an acceptable circle. The cause of the excessive damage to the wheel was likely a failure to perform regular checks on the wheels, and to monitor their deformities. [32]

Train composition

ExteriorOriginal paint China Railways Xianfeng EMU initial livery.png
Newer paint China Railways Xianfeng EMU drawing.png
Carriage position123456
Car

registration

Old registrationXYZ 001XYZ 002XYZ 003XYZ 004XYZ 005XYZ 006
New

registration

RZ125DD111155RZ225DT111158RZ225DD111156RZ225DD111157RZ225DT111159RZ225DD111154
Technical

features

ModelRZ125DDRZ225DTRZ225DDRZ225DTRZ225DD
Traction●● ●●〇〇 〇〇●● ●●〇〇 〇〇●● ●●
Traction

unit

Power

configuration

McTpMTpMc
Axle

arrangement

Bo′Bo′2′2′Bo′Bo′2′2′Bo′Bo′
Main

features

driver's cabin

traction transformer

traction motor
pantograph

primary transformer
air compressor

traction transformer

traction motor
pantograph

primary transformer
driver's cabin

traction transformer

traction motor
BogiePW-250MPW-250TPW-250MPW-250TPW-250M
Passenger

amenities

Carriage

class

first class

"soft seat"

(2+2)

second class "soft seat" (2+2)
Featurestoilet × 2
water boiler
switch room

cleaner's room

toilet × 2
water boiler
switch room

cleaner's room conductor's room

AV control room
water boiler

telephone service switch room snacks bar

Rated

capacity

567664

See also

Related Research Articles

<span class="mw-page-title-main">China Railway CRH2</span> Chinese high-speed train type

The CRH2 Hexie is one of the high-speed train models in China. The CRH2 is based on the E2-1000 Series Shinkansen design from Japan with the license purchased from a consortium formed of Kawasaki Heavy Industries, Mitsubishi Electric, and Hitachi, and represents the second Shinkansen train model to be exported.

China Railway High-speed (CRH) is a high-speed rail service operated by China Railway.

<span class="mw-page-title-main">China Railway CRH3</span> Chinese high-speed train

The CRH3 Hexie is a version of the Siemens Velaro high-speed train used in China on the Beijing–Tianjin intercity railway line, Wuhan-Guangzhou Passenger Dedicated Line, Zhengzhou-Xi'an Passenger Dedicated Line and the Shanghai–Nanjing intercity railway. It is capable of service speed of 380 km/h (236 mph) as the very similar Velaro E used in Spain, but, similarly to the Sapsan, it is 300 mm (11.8 in) wider to take advantage of a more generous structure gauge and thus be able to fit in more seats in a 2+3 layout.

<span class="mw-page-title-main">China Railway CRH5</span> Chinese high-speed train

The CRH5 Hexie is an electric multiple unit high-speed train in use with China Railway High-speed in the People's Republic of China. The CRH5 is based on the ETR-600 New Pendolino used in Italy.

<span class="mw-page-title-main">China Railway CRH380A</span> Chinese high-speed train

The CRH380A Hexie is a Chinese electric high-speed train that was developed by CSR Corporation Limited (CSR) and is currently manufactured by CRRC Qingdao Sifang. As a continuation of the CRH2-380 program it both replaces foreign (Japanese) technology in the CRH2 with Chinese developments and increases its top speed. The CRH380A is designed to operate at a cruise speed of 350 km/h (217 mph) and a maximum speed of 380 km/h (236 mph) in commercial service. The original 8-car train-set recorded a top speed of 416.6 km/h (258.9 mph) during a trial run. The longer 16-car train-set reached 486.1 km/h (302.0 mph).

<span class="mw-page-title-main">China Railway CRH6</span> Chinese regional/commuter higher-speed train

The CRH6 is a regional/commuter higher-speed train of the People's Republic of China. It is designed by CRRC Qingdao Sifang and will be manufactured by CRRC Nanjing Puzhen at its subsidiary, the CRRC Guangdong Jiangmen Factory. Unlike other CRH types, most CRH6 trains use unique names; only very few CRH6 use Hexie as the train name.

<span class="mw-page-title-main">China Railways HXD2</span> Class of Chinese electric locomotives

The HXD2 is an electric locomotive and a series of related locomotive classes built by CNR Datong Electric Locomotive and Alstom. The locomotives designs are based on the Alstom Prima electric locomotives, and are a product of a cooperation agreement signed between the two companies in 2004. All locomotives are intended for heavy freight work, including coal trains on the Datong Qinhuangdao line.

<span class="mw-page-title-main">China Railways HXD2C</span> Class of Chinese electric locomotives

The HXD2C is a 6 axle Co′Co′ freight locomotive which shares a similar exterior design with the HXD2B. The individually inverter controlled traction motors, body structure overall structural design also are the same as other members of the series; with transformers from ABB. The locomotive power is reduced to 7.2 MW (9,700 hp), suitable for trains of 5,000–6,000 tonnes. The locomotive can be ballasted to give axle loads from 23 to 25 tonnes. The HXD2C locomotives are constructed by CNR Datong.

<span class="mw-page-title-main">Fastest trains in China</span>

The "fastest" train commercial service can be defined alternatively by a train's top speed or average trip speed.

<span class="mw-page-title-main">Fuxing (train)</span> Chinese high-speed electric multiple unit

Fuxing is a series of high-speed and higher-speed EMU trains operated by China Railway High-speed (CRH) and developed by CRRC. They are the first successful high-speed trains to be fully designed and manufactured in China.

<span class="mw-page-title-main">Hexie (train)</span> Chinese high-speed electric multiple units

Hexie, also known as the CRH series EMU, is an umbrella term for the multiple unit high-speed and higher-speed trains operated by China Railway under the China Railway High-speed brand. All series of Hexie are based on foreign-developed technology and later manufactured locally in China through technology transfer licenses, with the ultimate goal of China acquiring the know-how and capability to produce high-speed rail trains.

<span class="mw-page-title-main">China Railway CR200J</span> Chinese higher-speed trainset

The CR200J Fuxing is a Chinese higher-speed trainset consisting of a power car paired with unpowered passenger cars operated by China Railway. It is the slowest member of the Fuxing series. The train was jointly designed and produced by six companies under CRRC.

<span class="mw-page-title-main">China Railway DDJ1</span> Chinese 1st generation high-speed electric multiple unit

The DDJ1 is a first generation high-speed electric multiple unit built for China Railway, built by Zhuzhou Electric Locomotives, Changchun Railway Vehicles, Sifang Railway Vehicles, Tangshan Passenger vehicle factory, Nanjing Puzhen and developed by Zhuzhou Electric Locomotive Research Centre. It was built in 1999, and was an experimental vehicle, with only one set built, as it did not enter mass production. The design was well received as part of national science in the 9th five year plan. The DDJ1 is in a push–pull configuration, with only one locomotive in the set and the other end being a trailer with a driver's cabin.

<span class="mw-page-title-main">NZJ</span> Diesel multiple unit of China

The NZJ "Lushan", also registered as the NZJ1 are a class of diesel multiple unit (DMU) of China Railway. These sets were built by Tangshan Locomotive in a 2M2T layout of four cars with Cummins diesel engines and Siemens electrical equipment. Three sets were built in total between 1998 and 2000, with two operated by Nanchang Railway Bureau and one by Kunming Railway Bureau.

<span class="mw-page-title-main">NDJ3</span>

The NDJ3 "Great Wall", previously labeled the "Harmony Great Wall" is the only higher-speed diesel multiple unit that is still operating in China. It was first designed to be used for passenger transport in the 2008 Olympics, and has become a mature technology platform with export orders to Nigeria despite initial flaws related to overheating of electrical cables in the power car.

<span class="mw-page-title-main">Dongfeng DMU</span> First diesel multiple unit built in China

The Dongfeng diesel multiple unit, also known as the Dongfeng motor coach, and NM1, was a DMU of Ministry of Railways, and was also the first diesel-hydraulic power car and double deck passenger car of China, built by Qingdao Sifang in 1958. The train consisted two motors and four double deck trailers, and was designed for short, commuter services. Each motor has two DV12A high speed diesel engines, and has the SF2006-1 hydraulic transmission. As the set had numerous flaws, it never entered mass production, but the valuable experience gained in the design and manufacturing process was later applied to the DFH1 and Red Star-class locomotive, while the passenger cars designs were later further developed for double deck trains such as the NZJ.

The TSD09 diesel multiple unit is a tilting train developed by Tangshan Locomotive in 2003 and fitted with Cummins diesel engines, Voith hydraulic transmission and Extel Systems Wedel tilting mechanisms. It was built for Sanmao Railway, but due to strategic reasons within the Ministry of Railways, the set never operated commercially and has been permanently stored at Tangshan Locomotive.

The KDZ1 is the first electrical multiple unit built in China. It is an experimental alternating current electrical multiple unit, developed by Changchun Railway Vehicles, CRRC Zhuzhou Institute and China Academy of Railway Sciences in 1978 and completed in 1988, though it never saw passenger service, with it being stored after it completed its initial tests.

<span class="mw-page-title-main">DJF1</span> Electric multiple unit of China Railway

The DJF1 "Zhongyuan Star" was an electric multiple unit of China Railway. It only operated in service for less than five years, before it was removed from service due to its various flaws and high maintenance costs. The train was initially built as a six car set, and subsequently lengthened to a fourteen car set. The two driving motors and the middle two motor cars have been preserved, with the other carriages being scrapped.

<span class="mw-page-title-main">KDZ1A</span>

The KDZ1A "Chuncheng" was an early attempt at building an electric multiple unit in China with the participation of Changchun Railway Vehicles, Zhuzhou Institute and Kunming railway bureau. Development was completed in 1999 in time for the Kunming World Horticultural Exposition. As its predecessor, the KDZ1 never operated commercially, the KDZ1A became the first Chinese EMU to be in revenue service, although it was in service for only 10 years before being withdrawn.

References

  1. 高, 培庆. "铁路牵引用异步电动机的发展". 机车电传动 ((1): 12).
  2. "回顾1997第一次大提速内容". Archived from the original on 2008-09-16.
  3. 1 2 黄, 成荣 (December 2003). "《先锋号》电动车组动力转向架的研制". 铁道机车车辆. 23, supplement 2: 14–16.
  4. 周, 平. ""先锋号"动力分散式高速电动车组驱动齿轮箱的开发". 机车车辆工艺. 5: 8–10.
  5. 彭開宙 (2000). 《中國鐵道年鑒:2000》. 北京: 中国铁道出版社.
  6. "浦厂高速列车年内驶出". 《江南时报》. 2000-06-08. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  7. "时速200公里 南京驶出中国列车"第一快"". 扬子晚报. 2001-05-25. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  8. "时速可达250公里 国产最快列车在南京研制成功". 中国新闻网. 2001-11-12. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  9. 李学峰 (April 2002). "我国动车组的发展及综合性能试验". 《中国铁路》. 北京: 铁道部科学技术信息研究所: 30–32. ISSN   1001-683X.
  10. "秦沈客运专线综合试验". 中国铁道科学研究院. Archived from the original on 2008-08-28. Retrieved 2012-05-15.
  11. "18种机车述说中国铁路提速史!-宝鸡中铁秦岭重工有限责任公司". www.ztqlzg.com. Retrieved 2021-11-11.
  12. "先锋号顺利通过50万公里运行考核". 中国城市轨道交通网. 2004-10-25. Archived from the original on November 11, 2021. Retrieved 2012-05-15.
  13. 韓江平 (2007). 《中國鐵道年鑒:2007》. 北京: 中国铁道出版社.
  14. "成渝城际动车组列车"先锋"号抵达重庆". 重庆商报. 2007-06-09. Archived from the original on 2009-02-14. Retrieved 2012-05-15.
  15. ""先锋号"动车组试车 三小时重庆到成都". 重庆晚报. 2007-06-20. Archived from the original on 2011-05-07. Retrieved 2012-05-15.
  16. "动车组列车"先锋号"明首发3小时21分到成都". 重庆晨报. 2007-07-06. Archived from the original on 2008-10-13. Retrieved 2012-05-15.
  17. "子弹头抛锚 加个车头拉起跑". 四川在线. 2007-09-09. Archived from the original on July 19, 2012. Retrieved 2012-05-15.
  18. "蓝箭号动车组今日登场 暂时替代先锋号". 重庆日报. 2002-02-18. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  19. "涪陵站结束只有临时列车的历史". 巴渝传媒网. 2008-12-24. Archived from the original on July 29, 2012. Retrieved 2012-05-15.
  20. "先锋号快速列车今日开行 贵阳至都匀仅需57分钟". 贵州日报. 2010-05-26. Archived from the original on 2014-09-11. Retrieved 2012-05-15.
  21. "7月1日开始 "先锋号"运行有调整". 贵阳晚报. 2010-06-27. Archived from the original on December 3, 2012. Retrieved 2012-05-15.
  22. "中国早期动车组现存情况汇总(2021版)_拖车". www.sohu.com. Retrieved 2021-11-11.[ permanent dead link ]
  23. 1 2 3 4 5 刘, 文平 (10 January 2005). ""先锋"号电动车组电气系统回顾与改进设想". 机车电传动. No.1, 2005: 12–15, 35.{{cite journal}}: |volume= has extra text (help)
  24. 1 2 "先锋号200km/h动力分散型交流传动电动车组". CRRC . Archived from the original on 2020-08-06.
  25. 阿, 蓉 (June 2006). "先锋号交流电动车组". 铁道知识: 21.
  26. "铁道馆_中国科普博览". www.kepu.net.cn. Retrieved 2021-11-11.
  27. 刘连根 (March 2001). "交流传动牵引变流器的技术发展". 《机车电传动》. 株洲: 株洲电力机车研究所: 6–10. ISSN   1000-128X.
  28. 周, 平 (October 2006). ""先锋号"动力分散式高速电动车组驱动齿轮箱的开发". 机车车辆工艺.
  29. 1 2 仝, 力; 王, 文胜 (10 January 2002). ""先锋"号电动车组辅助系统". 机车电传动. No.1, 2002: 21–24. OCLC   498731831.{{cite journal}}: |volume= has extra text (help)
  30. 路, 向阳; 张, 元林; 谢, 维达; 江, 崇民 (10 May 2002). ""先锋"号电动车组控制系统". 机车电传动. No.3, 2002. ISSN   1000-128X.{{cite journal}}: |volume= has extra text (help)
  31. 楚, 永萍; 唐, 永明; 黄, 振飞 (August 2004). "先锋号电动车组转向架结构性能简析". 铁道机车车辆. 24: 7–14.
  32. 丁, 新红; 胡, 定祥; 包, 学海 (December 2012). ""先锋号"动车组异常振动分析及解决措施". 铁道车辆. 50.

Notes

  1. DJF stands for: D–multiple unit; J–AC motor; F–power separated
  2. 25DD is numbering for a motor; 111158 is a trailer, and should thus be 25DT