Ministry of Railways spokesman guest People's Daily, the first time disclosed in detail the specific reasons for the failure three times <br> <br> Beijing-Shanghai high-speed rail will be out of focus on the fault as soon as possible
According to the data from the railway operation department, from July 1 to 13, the Beijing-Shanghai high-speed railway opened a total of more than 2,500 trains of trains, with an average daily average of 180 trains. The daily average number of passengers was 165,000, and the highest daily average was 197,000. The attendance rate was 106%, and the passenger flow was strong. However, several recent failures have paralysed the Beijing-Shanghai "big artery" that was just opened.
On July 14, the spokesman of the Ministry of Railways, Wang Yongping, made a guest net, detailing the causes of the three recent failures of the Beijing-Shanghai high-speed rail, and apologizing to the public on behalf of the railway department. "Responsibly telling everyone that the railway department is making every effort to get out of the relatively concentrated period of failure after the Beijing-Shanghai high-speed rail is opened. I hope everyone understands and supports us."
Why did the 3 failures happen?
Due to: burned extra wire on the contact wire, damage to the pantograph after the EMU, and poor contact of wires in the traction transformer of the EMU, the Beijing-Shanghai high-speed rail has experienced three failures recently. The Ministry of Railways spokesman Wang Yongping stated, “Beijing-Shanghai high-speed rail Since the opening, some problems have been exposed, mainly because the equipment is in the running-in period, and some failures have occurred. Although this does not affect safety, it has a great impact on operational order.â€
At 17:59:54 on July 10th, in the Tengzhou East Railway Station of the Beijing-Shanghai high-speed railway, the Shanghai side added another wire to the catenary, that is, the power supply line. In the event of a fault, the power supply was interrupted for 1 hour and 37 minutes.
According to Wang Yongping's introduction, the investigation was conducted by the Ministry of Railways. The causes of the faults are as follows: The additional wire of the catenary wire that provides power to the high-speed rail is suspended for non-tensioned installations. It is allowed to have a certain degree of freedom under the influence of gravity, and it will sway in case of strong winds. On July 10th, there were 9 grade windy thunderstorms in Tengzhou, and the strong wind caused strong swing of additional wires. During the swinging process, the insulation distance between the additional conductor near the side of the rain tent pole and the rain canopy column was insufficient, and the conductor was blown after being discharged to the canopy pole. The wire was blown, causing the catenary to stop supplying power, so the train stopped.
At 10:45 on July 12, G102 high-speed EMU trains at the Suzhou-Huizhou East Station of the Beijing-Shanghai high-speed railway caused a pantograph failure, interrupting power supply for 2 hours and 17 minutes.
According to Wang Yongping, the Ministry of Railways investigated that the G102 EMU train was powered by double bows, and that the former pantograph (antenna on the top of the EMU) passed through the accident site and the pantograph and the catenary were normal, and then the pantograph was damaged. Caused pantograph failure and interrupted power supply. Because of specific technical reasons, it is still more in-depth analysis.
On July 13, some of the power trains of the G114 EMU had no traction output, and the traction in the entire train was limited. The maximum operating speed was about 160 kilometers per hour. In order to guarantee the overall transportation order of the Beijing-Shanghai high-speed railway, a backup vehicle was replaced at the Zhenjiang South Station to replace the faulty vehicle, and it finally arrived at Beijing South about 2 hours and 40 minutes later.
According to the investigation and analysis by the Ministry of Railways, the cause of the malfunction is that, in the electric line monitoring current of the traction transformer differential current monitoring protection circuit of the G114 EMU, a faulty contact fault occurred, resulting in a protective action and limiting the traction current, thereby limiting the operating speed.
How to treat the fault of Beijing-Shanghai high-speed rail?
From the international experience, high-speed trains are relatively concentrated in the break-in period, but the railway department will strive to shorten the high-speed rail during the break-in period. This is a complicated technical system. Due to the influence of many factors such as climate and environment, the high-speed rail will face various kinds of problems during its operation. Kind of challenge. So how to treat the fault of Beijing-Shanghai high-speed rail?
Wang Yongping believes that the Beijing-Shanghai high-speed rail has just started operations and various equipment and personnel are still in the running-in phase. He cited the "reliability engineering's tub curve' theory", "the product from the input to the end of the life cycle until the reliability of the change showed a certain law, can be divided into three stages: early failure period, accidental failure period , Severe failure period. The products are frequently used in the early and late stages of use, which may also be applicable to the Beijing-Shanghai high-speed rail." Wang Yongping said, "Although, we still have to find ways to prevent and eliminate early failures, and strive to shorten the run-in period as soon as possible. Entering a stable operation period."
From the perspective of the history of international railway operations, the initial period of the new railway line operation was a relatively concentrated period of faults. According to Wang Yongping, similar failures have occurred in the opening of high-speed railways in France, Germany, and Japan. On December 4, 2010, Japan's Tohoku Shinkansen opened for the first day of operation and was suspended for one hour due to a failure. On January 15 this year, two failures occurred in the Tohoku Shinkansen in Japan, causing the Tohoku Shinkansen, Yamagata Shinkansen, and Akita Shinkansen to stop operating. After more than four hours of repairs, they resumed operation. On January 17th, the train control system of the Tokyo Shinkansen suffered another breakdown, causing all the Shinkansen trains in the Tohoku, Joetsu, Akita, Yamagata, and Nagano lines to stop running. The longest delay time was 2 hours and 13 minutes. More than 80,000 people traveled. affected.
"A failure to stop" is the technology off it?
The sensitive response of the high-speed rail is based on the protection of the safety of passengers. It is rather sensitive to security issues. It must not be risky. Some people think that the high-speed rail is too “weak†compared to the traditional railway. Some people have also questioned that stopping every time a faulty high-speed rail comes to a stop is a technical one.
In fact, this rapid and sensitive response to high-speed trains is precisely the embodiment of "people-oriented" in industrial design and is based on the protection of passengers' safety.
Wang Yongping said that compared to other modes of transport, the train does have certain advantages in resisting the adverse weather, but this does not mean that the train is free from any climatic conditions. Especially when a high-speed train is running at a speed of 300 kilometers per hour, when bad weather threatens the safety of the train, its first reaction is to cut off the power supply automatically in the shortest time to ensure the safety of passengers.
“This fast and sensitive response to high-speed trains is not 'beautiful'. This 'fault-oriented safety' design concept and technical system is also a concept commonly adopted by the world’s high-speed rail operations. We are rather sensitive to safety issues. Must not take risks," said Wang Yongping.
Wang Yongping stated that although there have been many failures, the Beijing-Shanghai high-speed rail technology is advanced and mature. The main quality indicators of the project have reached the best level of domestic similar projects and the world's advanced level, and established operations including maintenance, disaster prevention, etc. A set of security systems.
“All high-speed rail systems are designed in accordance with the concept of 'fault-oriented safety' and have a very high level of safety and reliability. This is precisely because of this, regardless of the line, vehicle, contact network, communication signals, any one link, any one point detection To the problem, the system will adopt automatic response-oriented safety measures according to this design principle.†Wang Yongping introduced that more than 1,000 detection sensors were installed on the CRH380 high-speed train used by the Beijing-Shanghai high-speed rail, when the train detected a fault signal. The emergency response will start immediately and the speed will be automatically reduced until parking. For example, sometimes passengers who smoke in the vehicle compartment in violation of the regulations will cause train fire monitoring and alarms, resulting in halfway parking. “This highly reliable and sensitive safety monitoring and protection system will have some impact on passenger travel, but it can fundamentally avoid train accidents and effectively protect passenger safety.â€
How to prevent and eliminate similar failures from happening again?
The Beijing-Shanghai high-speed railway has begun a major safety inspection. The railway department is also improving its ability to prevent failures and respond to emergencies. The data from the railway operations department shows that from July 1 to 13, the Beijing-Shanghai high-speed railway opened more than 2,500 trains of trains. The average daily traffic is around 180 columns, with an average of 165,000 passengers per day and a maximum of 197,000 people. The average attendance rate is 106%. The punctuality rate of trains is 94%, and the punctuality rate is 85.6%. The daily average of the Beijing-Shanghai high-speed rail and the existing Beijing-Shanghai line has sent 245,000 passengers. Compared with the opening of the Beijing-Shanghai railway, the overall passenger traffic of the Beijing-Shanghai railway transportation channel increased by 81,000, an increase of 46.2%.
Faced with such a large passenger flow, how can the Beijing-Shanghai high-speed rail prevent and eliminate similar failures from happening again?
Wang Yongping stated that before the opening of the Beijing-Shanghai high-speed railway, Beijing, Jinan and Shanghai Railway Bureaus respectively prepared emergency plans for the Beijing-Shanghai high-speed rail according to the scope of the dispatching command and equipment jurisdiction. The Beijing-Shanghai high-speed rail also organized emergency drills during the test run. After these breakdowns occurred, the railway department immediately launched an emergency plan to organize repairs.
"This 1318-kilometer-long, high-speed railway between the station and the station, which is nearly 100 kilometers long, can organize various types of work within two hours to complete repairs. It has been very difficult. The occurrence of equipment failure has affected the travel of travelers. We are We are sorry to minimize this kind of failure, but from the speed of repairs, the railway workers have done their best." said Wang Yongping.
The Ministry of Railways attaches great importance to the problems that have emerged in recent days and has urgently convened a failure analysis conference and the All Road Transport Security Video Conference. The Ministry of Railways requires that operating units, construction units, and train manufacturers quickly take effective measures to ensure the safe and orderly operation of Beijing-Shanghai high-speed rail.
At present, the Beijing-Shanghai high-speed rail has started a major safety inspection. Comprehensively inspect hidden dangers of equipment and facilities, quality of EMUs entering and exiting warehouses, safety protection facilities along the lines, and emergency preparedness plans, and immediately identify deadlines for rectification measures to effectively improve the stability of operational equipment and ensure operational safety.
At the same time, various types of emergency plans are also being refined. The railway department along the Beijing-Shanghai Railway has strengthened the retraining of EMU train drivers, dispatchers, car mechanics, passenger service personnel and other key positions in order to better serve passengers.
According to Wang Yongping, the Ministry of Railways requested the railway bureau responsible for the operation and management of the Beijing-Shanghai high-speed railway. The main leaders must personally get a good grasp of the operation and management of the Beijing-Shanghai high-speed rail, dispatch professional and technical cadres to conduct in-depth devotion, promptly organize disposal problems, and ensure operational safety.
“High-speed rail is not fragile, and our technical equipment is still very advanced and qualified. The railway sector is also effectively improving the ability to prevent failures and the ability to respond to emergencies. After continuous exposure to conflicts and resolution of conflicts, China’s high-speed rail will perform. It's better," said Wang Yongping.
According to the data from the railway operation department, from July 1 to 13, the Beijing-Shanghai high-speed railway opened a total of more than 2,500 trains of trains, with an average daily average of 180 trains. The daily average number of passengers was 165,000, and the highest daily average was 197,000. The attendance rate was 106%, and the passenger flow was strong. However, several recent failures have paralysed the Beijing-Shanghai "big artery" that was just opened.
On July 14, the spokesman of the Ministry of Railways, Wang Yongping, made a guest net, detailing the causes of the three recent failures of the Beijing-Shanghai high-speed rail, and apologizing to the public on behalf of the railway department. "Responsibly telling everyone that the railway department is making every effort to get out of the relatively concentrated period of failure after the Beijing-Shanghai high-speed rail is opened. I hope everyone understands and supports us."
Why did the 3 failures happen?
Due to: burned extra wire on the contact wire, damage to the pantograph after the EMU, and poor contact of wires in the traction transformer of the EMU, the Beijing-Shanghai high-speed rail has experienced three failures recently. The Ministry of Railways spokesman Wang Yongping stated, “Beijing-Shanghai high-speed rail Since the opening, some problems have been exposed, mainly because the equipment is in the running-in period, and some failures have occurred. Although this does not affect safety, it has a great impact on operational order.â€
At 17:59:54 on July 10th, in the Tengzhou East Railway Station of the Beijing-Shanghai high-speed railway, the Shanghai side added another wire to the catenary, that is, the power supply line. In the event of a fault, the power supply was interrupted for 1 hour and 37 minutes.
According to Wang Yongping's introduction, the investigation was conducted by the Ministry of Railways. The causes of the faults are as follows: The additional wire of the catenary wire that provides power to the high-speed rail is suspended for non-tensioned installations. It is allowed to have a certain degree of freedom under the influence of gravity, and it will sway in case of strong winds. On July 10th, there were 9 grade windy thunderstorms in Tengzhou, and the strong wind caused strong swing of additional wires. During the swinging process, the insulation distance between the additional conductor near the side of the rain tent pole and the rain canopy column was insufficient, and the conductor was blown after being discharged to the canopy pole. The wire was blown, causing the catenary to stop supplying power, so the train stopped.
At 10:45 on July 12, G102 high-speed EMU trains at the Suzhou-Huizhou East Station of the Beijing-Shanghai high-speed railway caused a pantograph failure, interrupting power supply for 2 hours and 17 minutes.
According to Wang Yongping, the Ministry of Railways investigated that the G102 EMU train was powered by double bows, and that the former pantograph (antenna on the top of the EMU) passed through the accident site and the pantograph and the catenary were normal, and then the pantograph was damaged. Caused pantograph failure and interrupted power supply. Because of specific technical reasons, it is still more in-depth analysis.
On July 13, some of the power trains of the G114 EMU had no traction output, and the traction in the entire train was limited. The maximum operating speed was about 160 kilometers per hour. In order to guarantee the overall transportation order of the Beijing-Shanghai high-speed railway, a backup vehicle was replaced at the Zhenjiang South Station to replace the faulty vehicle, and it finally arrived at Beijing South about 2 hours and 40 minutes later.
According to the investigation and analysis by the Ministry of Railways, the cause of the malfunction is that, in the electric line monitoring current of the traction transformer differential current monitoring protection circuit of the G114 EMU, a faulty contact fault occurred, resulting in a protective action and limiting the traction current, thereby limiting the operating speed.
How to treat the fault of Beijing-Shanghai high-speed rail?
From the international experience, high-speed trains are relatively concentrated in the break-in period, but the railway department will strive to shorten the high-speed rail during the break-in period. This is a complicated technical system. Due to the influence of many factors such as climate and environment, the high-speed rail will face various kinds of problems during its operation. Kind of challenge. So how to treat the fault of Beijing-Shanghai high-speed rail?
Wang Yongping believes that the Beijing-Shanghai high-speed rail has just started operations and various equipment and personnel are still in the running-in phase. He cited the "reliability engineering's tub curve' theory", "the product from the input to the end of the life cycle until the reliability of the change showed a certain law, can be divided into three stages: early failure period, accidental failure period , Severe failure period. The products are frequently used in the early and late stages of use, which may also be applicable to the Beijing-Shanghai high-speed rail." Wang Yongping said, "Although, we still have to find ways to prevent and eliminate early failures, and strive to shorten the run-in period as soon as possible. Entering a stable operation period."
From the perspective of the history of international railway operations, the initial period of the new railway line operation was a relatively concentrated period of faults. According to Wang Yongping, similar failures have occurred in the opening of high-speed railways in France, Germany, and Japan. On December 4, 2010, Japan's Tohoku Shinkansen opened for the first day of operation and was suspended for one hour due to a failure. On January 15 this year, two failures occurred in the Tohoku Shinkansen in Japan, causing the Tohoku Shinkansen, Yamagata Shinkansen, and Akita Shinkansen to stop operating. After more than four hours of repairs, they resumed operation. On January 17th, the train control system of the Tokyo Shinkansen suffered another breakdown, causing all the Shinkansen trains in the Tohoku, Joetsu, Akita, Yamagata, and Nagano lines to stop running. The longest delay time was 2 hours and 13 minutes. More than 80,000 people traveled. affected.
"A failure to stop" is the technology off it?
The sensitive response of the high-speed rail is based on the protection of the safety of passengers. It is rather sensitive to security issues. It must not be risky. Some people think that the high-speed rail is too “weak†compared to the traditional railway. Some people have also questioned that stopping every time a faulty high-speed rail comes to a stop is a technical one.
In fact, this rapid and sensitive response to high-speed trains is precisely the embodiment of "people-oriented" in industrial design and is based on the protection of passengers' safety.
Wang Yongping said that compared to other modes of transport, the train does have certain advantages in resisting the adverse weather, but this does not mean that the train is free from any climatic conditions. Especially when a high-speed train is running at a speed of 300 kilometers per hour, when bad weather threatens the safety of the train, its first reaction is to cut off the power supply automatically in the shortest time to ensure the safety of passengers.
“This fast and sensitive response to high-speed trains is not 'beautiful'. This 'fault-oriented safety' design concept and technical system is also a concept commonly adopted by the world’s high-speed rail operations. We are rather sensitive to safety issues. Must not take risks," said Wang Yongping.
Wang Yongping stated that although there have been many failures, the Beijing-Shanghai high-speed rail technology is advanced and mature. The main quality indicators of the project have reached the best level of domestic similar projects and the world's advanced level, and established operations including maintenance, disaster prevention, etc. A set of security systems.
“All high-speed rail systems are designed in accordance with the concept of 'fault-oriented safety' and have a very high level of safety and reliability. This is precisely because of this, regardless of the line, vehicle, contact network, communication signals, any one link, any one point detection To the problem, the system will adopt automatic response-oriented safety measures according to this design principle.†Wang Yongping introduced that more than 1,000 detection sensors were installed on the CRH380 high-speed train used by the Beijing-Shanghai high-speed rail, when the train detected a fault signal. The emergency response will start immediately and the speed will be automatically reduced until parking. For example, sometimes passengers who smoke in the vehicle compartment in violation of the regulations will cause train fire monitoring and alarms, resulting in halfway parking. “This highly reliable and sensitive safety monitoring and protection system will have some impact on passenger travel, but it can fundamentally avoid train accidents and effectively protect passenger safety.â€
How to prevent and eliminate similar failures from happening again?
The Beijing-Shanghai high-speed railway has begun a major safety inspection. The railway department is also improving its ability to prevent failures and respond to emergencies. The data from the railway operations department shows that from July 1 to 13, the Beijing-Shanghai high-speed railway opened more than 2,500 trains of trains. The average daily traffic is around 180 columns, with an average of 165,000 passengers per day and a maximum of 197,000 people. The average attendance rate is 106%. The punctuality rate of trains is 94%, and the punctuality rate is 85.6%. The daily average of the Beijing-Shanghai high-speed rail and the existing Beijing-Shanghai line has sent 245,000 passengers. Compared with the opening of the Beijing-Shanghai railway, the overall passenger traffic of the Beijing-Shanghai railway transportation channel increased by 81,000, an increase of 46.2%.
Faced with such a large passenger flow, how can the Beijing-Shanghai high-speed rail prevent and eliminate similar failures from happening again?
Wang Yongping stated that before the opening of the Beijing-Shanghai high-speed railway, Beijing, Jinan and Shanghai Railway Bureaus respectively prepared emergency plans for the Beijing-Shanghai high-speed rail according to the scope of the dispatching command and equipment jurisdiction. The Beijing-Shanghai high-speed rail also organized emergency drills during the test run. After these breakdowns occurred, the railway department immediately launched an emergency plan to organize repairs.
"This 1318-kilometer-long, high-speed railway between the station and the station, which is nearly 100 kilometers long, can organize various types of work within two hours to complete repairs. It has been very difficult. The occurrence of equipment failure has affected the travel of travelers. We are We are sorry to minimize this kind of failure, but from the speed of repairs, the railway workers have done their best." said Wang Yongping.
The Ministry of Railways attaches great importance to the problems that have emerged in recent days and has urgently convened a failure analysis conference and the All Road Transport Security Video Conference. The Ministry of Railways requires that operating units, construction units, and train manufacturers quickly take effective measures to ensure the safe and orderly operation of Beijing-Shanghai high-speed rail.
At present, the Beijing-Shanghai high-speed rail has started a major safety inspection. Comprehensively inspect hidden dangers of equipment and facilities, quality of EMUs entering and exiting warehouses, safety protection facilities along the lines, and emergency preparedness plans, and immediately identify deadlines for rectification measures to effectively improve the stability of operational equipment and ensure operational safety.
At the same time, various types of emergency plans are also being refined. The railway department along the Beijing-Shanghai Railway has strengthened the retraining of EMU train drivers, dispatchers, car mechanics, passenger service personnel and other key positions in order to better serve passengers.
According to Wang Yongping, the Ministry of Railways requested the railway bureau responsible for the operation and management of the Beijing-Shanghai high-speed railway. The main leaders must personally get a good grasp of the operation and management of the Beijing-Shanghai high-speed rail, dispatch professional and technical cadres to conduct in-depth devotion, promptly organize disposal problems, and ensure operational safety.
“High-speed rail is not fragile, and our technical equipment is still very advanced and qualified. The railway sector is also effectively improving the ability to prevent failures and the ability to respond to emergencies. After continuous exposure to conflicts and resolution of conflicts, China’s high-speed rail will perform. It's better," said Wang Yongping.
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