China's high-speed rail by the introduction of? Academician refuted: HSR-HSR-IT originates from the accumulation of information
Just more than 10 years, China's high-speed why size ranking first in the world? On the basis of absorbing, why China high-speed rail have been emphasizing innovation?
On December 8, the Tongji University in older workers on the commemoration of the 20 anniversary of the founding of the Association of science and technology, the Chinese Academy of engineering academician, former Minister of railways Fu zhihuan pointed out in introducing high-speed rail development in China, China's high-speed railway operational mileage of more than 20,000 kilometers, accounting for over 60% of the length of China railway company in the world. But China high-speed rail not suddenly appeared of, it of gave birth to and growth experience has a long of process, at least can dates back to Shang century 90 generation began of railway big speed, thereafter is a rod received a rod run down of, "zhiqian has media in reported in the said China with 5 years go finished international Shang 40 years high-speed rail development of course, wrote Xia '5 years ﹦ 40 ' of equation; also was claimed China high-speed rail of development began Yu mass introduced, is introduced created has China high-speed rail. In fact these statements incomplete and inaccurate. ”
China's high-speed rail development consists of six stages
Fu zhihuan introduced in 1990 as pilot speed for the Guangzhou-Shenzhen line mark the start the preheating phase, and China one after another after the preparation stage, early stage, stage construction, adjustment and consolidation stage and debate in the middle of the stage.
In the 1980 of the 20th century, China passenger trains with an average speed of 48 km, railway market share continued to decline. "Speed is the best way to build passenger, this is Japan, and France's path to success. However, those countries to our railway investment on average fewer than billions of Yuan a year, unable to build high-speed rail. The only viable solution is the implementation of the existing railway technology. "Fu zhihuan said that1994 guangshen railway completed, passenger trains from 100 km to 160 km per hour, which has a test section of 200 kilometers per hour. Zhihou, speed on the Beijing-Shanghai, Beijing-Guangzhou, Beijing-Harbin on the three trunk lines and gradually expand, Sprint high speed trials in Beijing in 1997, the ring road, trains up to 212.6 kilometers, China railway first into the "high speed" field (old line speed of 200 km/h or by any international standards for high-speed) of major breakthroughs.
Surging Fu zhihuan told journalists: before in the 90 's of the last century, in parallel with the railway speed-increasing, the Ministry has focused on high-speed rail study. In 1990, when the Ministry submitted to the State Council of China on "85" report on high-speed rail technology research carried out during 1992, the Ministry of railways to China's State Council and submitting the report on high-speed rail proposals as soon as possible. On Beijing Shanghai high-speed rail of feasibility research description China high-speed rail has into ready stay sent of prepared stage, despite zhihou because round rail and Maglev of technology of race makes Beijing Shanghai high-speed rail construction has postponed, but 2003 with on Qinhuangdao-Shenyang passenger line voted shipped, China high-speed rail into has substantive of started stage, 2004 and 2008 China State have approved medium-and long-term railway network planning and adjustment planning, high-speed rail construction into has climax.
"High-speed rail is due to have a considerable basis before, so China is 40 years 5 years through international high-speed rail development process whether intentionally or unintentionally, are unjust, which erased a '5 years ' ago China railway in contributions to the development of high iron. " Fu zhihuan said that it can't help but make people think" the last bread "story: a hungry man eat five bread, full abdomen after he said," the last bread made me eat, the couple in front don't work. "Such an assertion is clearly perverse.
Breakthrough and grasp the core technology mainly rely on their own
"High-speed lines cost from the introduction is the introduction that we stand on the shoulders of giants," said Fu zhihuan considered incomplete and inaccurate.
Fu zhihuan explained, with total investment more than 80% of civil engineering, rail, and the introduction of less, mainly due to China's long-term practice of the technique. Some of super long tunnel, new bridges, Gao Pingshun orbital construction technology leads the world, mainly the result of independent innovation.
EMU is concerned, prior to the introduction of China has developed a variety of models. For example: "Lushan" and "Shenzhou" internal combustion, such as EMU, the "spring city", and of "central China Star", "JAWS" and other electrical multiple units, 8 speeds of 200 kilometres of "blue arrow" was put into the Guangzhou-Shenzhen line operation for 8 years. In addition, developed specifically for Qin-Shen passenger dedicated line emus "pioneer" and "China Star". "Pioneer" "95" national key scientific and technological projects, distributed power, formed by Group 6 cars, top test speed of 292 km in Qin-Shen passenger dedicated line. " Though it was developed more EMU models, volume is small, technology is not yet mature, but they, after all, is a pioneer of China high speed railway to enter. " Fu zhihuan said.
Fu zhihuan told journalists the surging, the introduction of the role should not be underestimated, however, foreign companies are very conservative, for example, network control, converter, air brakes core hardware and software technologies are refused transfer, for the original analysis, research data, software source code are kept strictly confidential. China, the main is the production of drawings, manufacturing processes, quality control and testing methods. "This is because China already has decent power, some Western companies see China as a potential rival. Meanwhile, domestic production of EMU if you want to export is often restricted by the intellectual property rights of foreign companies. ”
Fu zhihuan believe that breakthrough and grasp the core technology depends mainly on our own . EMU has successfully made China standard "Blue Dolphin", "Phoenix" will not only get rid of the core technology is constrained by the situation, reducing manufacturing costs. Traction converter, brake systems, network control, bogies and other core technical challenges have been overcome and control system software were produced for the independent, which means the country has broken the monopoly of foreign companies, rebuilding their product platform.
"We are not not introduced, still need to strengthen international cooperation in the future. However, must beat the iron itself hard, itself has a darker background and skills, through the introduction of leveraging power. "Fu zhihuan said, or when" Giants "away, aren't we fell to the ground, turned back into the weak do? "However, we are not weak, but also a ' giant '. ”
中国高铁全靠引进？中国工程院院士驳斥：高铁发展源于积淀 - 高铁 - IT资讯
短短十多年间，中国高铁的规模为何跃居世界首位？在吸收引进的基础上，中国高铁为何一直在强调自主创新？
12月8日，在同济大学老科技工作者协会成立20周年的纪念活动上，中国工程院院士、原铁道部部长傅志寰在介绍中国高铁发展历程时指出，目前中国高铁运营里程已超过2万公里，占世界高中国铁路总公司长度的60%以上。但中国高铁不是突然出现的，它的孕育和成长经历了一个漫长的过程，至少可以追溯到上世纪90年代开始的铁路大提速，此后是一棒接一棒跑下去的，“之前有媒体在报道中说中国用5年走完国际上40年高速铁路发展的历程，写下‘5年﹦40年’的等式；还有人宣称中国高铁的发展始于大规模引进，是引进造就了中国高铁。其实这些说法不全面也不准确。”
中国高铁发展经历了六个阶段
傅志寰介绍，以1990年广深线作为提速试点为标志的预热阶段开始，中国高铁相继经过了准备阶段、起步阶段、建设高潮阶段、调整巩固阶段及中间的争论阶段。
20世纪80年代，中国旅客列车平均时速仅48公里，铁路的市份额持续下滑。“提高速度最好途径是修建客运专线，这是日本、法国的成功之道。然而，那些年代国家给我们铁路的投资平均每年不到百亿元，无力建设高铁。唯一可行的方案就是实施既有铁路技术改造。”傅志寰说，1994年广深线提速完成，客运列车最高时速从100公里提高到160公里，其中设有时速200公里的试验段。之后，提速在京沪、京广、京哈三大干线上逐步展开，1997年在北京环形道进行冲刺高速的试验，列车时速达到212.6公里，中国铁路首次实现进入“高速”领域（按国际标准旧线改造其时速200公里以上即为高速）的重大突破。
傅志寰告诉澎湃新闻记者：在上世纪90年代之前，在铁路提速的同时，铁道部已经着眼于高铁的研究。1990年，当时的铁道部向中国国务院报送《关于“八五”期间开展高速铁路技术攻关的报告》，1992年，铁道部向中国国务院报送《关于尽快修建高速铁路的建议报告》。对京沪高铁的可行性研究说明中国高铁已进入蓄势待发的准备阶段，尽管之后因为轮轨与磁悬浮的技术之争使京沪高铁建设有所推迟，但2003年随着秦沈客运专线投运，中国高铁进入了实质性的起步阶段，2004年和2008年中国国务院相继批准《中长期铁路网规划》和《调整规划》，高铁建设进入了高潮。
“高铁的大发展是因为之前已经有了相当的基础，所以中国用5年走完国际上40年高速铁路发展的历程的说法不管有意还是无意，都是不公正的，即抹掉了‘5年’以前中国铁路人在发展高铁上所做的贡献。”傅志寰表示，这由此不免使人联想起“最后一个馒头”的故事：饿汉一口气吃了五个馒头，饱腹后的他却说，“最后一个馒头才使我吃饱，前面那几个都不管用。”这种说法显然有悖常理。
突破并掌握核心技术主要靠自主
对于“高铁成就来自于引进，是引进才使我们站在巨人的肩膀上”的说法，傅志寰认为不全面、不准确。
傅志寰解释，拿占总投资80%以上的高铁土建工程而言，与引进关系不大，其技术主要源于中国长期实践。其中的超长大断面隧道、结构新颖的桥梁、高平顺度的轨道等建造技术之所以领跑世界，主要是自主创新的成果。
就动车组而言，在引进之前中国就研制了多种型号。比如：“庐山”、“神州”等内燃动车组，“春城”、“中原之星”、“大白鲨”号等电力动车组，8列时速为200公里的“蓝箭”号投入广深线运营了8年。此外，还有专为秦沈客运专线研制的高速动车组“先锋号”和“中华之星”。“先锋号”系“九五”国家重点科技攻关项目，为动力分散型，由6节车编组而成，在秦沈客运专线最高试验时速达292公里。“尽管当时研制的动车组型号偏多，批量不大，有的技术尚不十分成熟，可它们毕竟是中国铁路驶入高速的先驱。”傅志寰说。
傅志寰告诉澎湃新闻记者，引进的作用不容低估，然而外国公司却很保守，对诸如网络控制、变流装置、空气制动等核心硬件和软件技术都拒绝转让，对于原始计算分析、研究实验数据、软件源代码等都是严加保密。中国引进得到的主要是生产图纸、制造工艺、质量控制和检测方法。“这是因为中国已经具有不俗实力，西方一些公司将中国当作极具潜力的竞争对手。同时，国内生产的动车组如果要出口也往往会受到国外公司知识产权方面的制约。”
傅志寰认为，突破并掌握核心技术主要是靠我们自己。已经试制成功的中国标准动车组“蓝海豚”、“金凤凰”不但摆脱了核心技术受制于人的局面，还降低了制造成本。牵引变流装置、制动系统、网络控制、转向架等核心技术难题相继攻克，而控制系统软件均为自主编制，这意味着中国已经打破外国公司的垄断，重新构建了自己的产品平台。
“我们不是不要引进，今后仍须大力加强国际合作。不过，打铁必须自身硬，自身具有较深的底蕴和内功，通过引进才能借力发力。”傅志寰表示，不然一旦“巨人”撤走，我们岂不是掉到地上，又变回弱小者了吗？“然而，目前我们已经不是弱小者，也是一个‘巨人’了。”