见过高铁对撞试验吗?中国两辆高铁76公里时速相撞,结果很刺激
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见过高铁对撞试验吗?中国两辆高铁76公里时速相撞,结果很刺激

October 12, 2019


China’s high-speed trains are known for their stability, efficiency and quality However, by the 723 – wenzhou line major railway traffic accident It wasn’t until 2017 that it reached 350 kilometers per hour It all stems from an absolute concern for passenger safety So are China’s high-speed trains safe? Recently, CRRC sifang did an experiment to prove it I wonder if you have seen high iron collision? September 27, 2019, Qingdao sifang co., LTD On the rail vehicle collision test bed The actual train collision test at 76 km/h was successfully completed It is also the world’s fastest crash test for high-speed trains Some netizens said: this may be the most expensive car accident scene Two locomotives were used in the experiment One of them is stationary The other crashed into the stationary engine at the prescribed speed We can see that the front end of the car is instantly destroyed The outermost layer of white material splashes everywhere But don’t look at the appearance of the miserable quilt But the collision data shows The deformation of energy absorption structure of two vehicles is controllable and orderly Division by the space is still intact, the vehicle collision resistance can be excellent It also shows that the energy absorption device is effective It indicates that China’s high-speed train passive safety technology has reached the international advanced level The test is above European standards Very close to the actual vehicle operation What is the energy absorption structure of the train? What security does it provide for high-speed trains? Energy absorption structure is a kind of train protection device Also known as energy absorbing components Conventional energy absorption components consist mainly of two honeycomb panels Two fixed friction plates and a buffer When there was a high-speed rail crash The hollow honeycomb column in the honeycomb plate will be squeezed and deformed in an instant At the same time the friction plate and the buffer will also buffer the crash force Finally reduce the damage to the train This is also the mainstream energy absorption structure used by all countries in the world However, the speed of high-speed trains has been increasing in recent years The aerodynamic drag is also greatly increased To improve the aerodynamic performance of the train Reduce the air resistance of the train during operation Countries all over the world have adopted the streamlined shape of large length-to-thinness ratio on the locomotive design And as high-speed rail speeds increase in the future The slenderness of the locomotive tends to increase even further This puts forward higher requirements for the passive safety protection measures of trains But using a large slender-to-length front poses another problem That is, the headspace will be further compressed It is very difficult to arrange and install the collision energy absorption structure Finally, the contradiction between speed and safety becomes increasingly prominent How to arrange the energy absorption structure reasonably in the locomotive At present, it is the main difficulty for countries around the world to speed up the train The purpose of the CRRC quadrilateral test Is to test their latest development of a rail vehicle front – end energy absorption device The technology has also won a gold medal in Chinese patents Small make up after consulting a lot of information on the energy absorption device have a general understanding Five hole profiles are used in the energy absorption beam of the sifang structure of CRRC Support baffle and guide structure parts are installed on the energy absorbing beam Like a three – section hydraulic pump When the impact force comes, the five-hole energy absorption beam will buffer in turn Finally, the shock absorption is stable and orderly In addition, a coupler energy absorption structure and anti-crawling energy absorption structure are also arranged at the end Used as a terminal buffer So there are four buffers It can minimize collision damage of high-speed railway It is understood that the sifang r & d energy absorption structure It is already in use on fuxing, a 350kph vehicle And through the real car operation test The following 250 km and 400 km standard emu trains will be put into use in China In addition, this technology patent as the core CRRC sifang has also established a patent portfolio for collision safety protection system A total of 57 patents were applied, including 21 overseas patents from the United States, Japan, the United Kingdom and Germany This real car crash although look very distressed But it also sets an example for China’s high-speed rail safety Future overseas orders are expected to be soft Finally, train crash testing Why was the test speed set at 76 km/h? Train crash experiments need to be gradual At the beginning of this year, China completed collision tests at a speed of 55 kilometers per hour The speed of 76 km/h is much higher than the European EN15277 collision standard It’s also the fastest crash test in the world High-speed trains are different from cars in that they have carriages attached to them and their weight is very high There’s no point in colliding with a conventional energy absorbing structure at the highest speed This high-speed crash is also a waste of two locomotives If a new energy absorption structure is developed in the future Maybe the speed of the collision will be higher

79 Comments

  • Reply 龐Pangieray October 5, 2019 at 8:04 am

    中國加油🎀👍🎶

  • Reply looknice9999 October 5, 2019 at 8:19 am

    我覺得這撞擊速度只有30

  • Reply 李曉潔 October 5, 2019 at 8:31 am

    台獨廢物你的日本爹的高鐵已遠遠被中國高鐵甩在後頭了

  • Reply 好哇友 October 5, 2019 at 8:58 am

    如果台湾就说。这些不好。纸巾做的

  • Reply 戴年裕 October 5, 2019 at 9:25 am

    我真的想笑了

  • Reply Xihuangdi October 5, 2019 at 9:48 am

    It was a crash test. What mystery? They have to analyse the data. So?

  • Reply Insomnia Man Creative October 5, 2019 at 9:52 am

    其实火车轨道旁边应该每一公里放一个电子拉器,如航空母舰拉飞机下降的那种设计,那个铁线一拉如同拉到一块大石,让紧急时刻数度突然降下,车身每一厢都必须有拉钩,在紧急时刻每个车厢都能保命,拉钩设计可以如同飞机需要下降的时候开轮子下来那样,就不会有遮挡风影响数度,每个车厢必须要有拉钩的原因是因为前面一幢后面就一定会打劫,后面的车厢一定喷撞,所以设计每个车厢可以紧急启动勾着轨道旁的拉力就能保护整辆火车,要喷我的人 我知道我就是会说不会做,不爽就来喷啊,我只是给点子

  • Reply jackie chen October 5, 2019 at 11:18 am

    司機是活下來了,但是後面的列車全都掉到橋下去了。 沒用啊。
    最怕的是會被活埋啊。

  • Reply lin mao October 5, 2019 at 11:31 am

    大陸高鐵是拿來撞車的 笑死

  • Reply JASON YANG October 5, 2019 at 11:53 am

    后方的车厢越多越不容易停下来,虽然说可能每个车厢都有各自的刹车系统

  • Reply Helen He October 5, 2019 at 12:25 pm

    这样搞高铁相撞试验太可怕了!应该用相撞的俩 辆时速快于正常,且要多加一节车厢,然后在野外测试,再下结论。

  • Reply 洪亞東 October 5, 2019 at 12:34 pm

    76公里是再測試甚麼? 350公里撞看看才準確!

  • Reply Walker J October 5, 2019 at 2:08 pm

    异域云谲波诡,屠龙霸世;中华倚天不出,谁与争锋?!

  • Reply Shawn Wang October 5, 2019 at 2:50 pm

    2011年温州动车事故时时速是100 km,现在的中国只剩下高铁能骄傲
    但事实上,什么时候会破产?

  • Reply GangFeiQing sb October 5, 2019 at 4:30 pm

    很多砖家的回复比真正的科研人员好似还厉害

  • Reply Matt Tan October 5, 2019 at 4:42 pm

    温州动车,安全第一

  • Reply 邱繼榮 October 5, 2019 at 6:18 pm

    東風對撞安全不安全怎不試試看。

  • Reply sc5252 October 5, 2019 at 11:33 pm

    为何不用电脑模拟来实验?

  • Reply 好哇友 October 6, 2019 at 12:24 am

    未来的世界里。不民主的事。非常多出现在民主国家里

  • Reply Fai Woo October 6, 2019 at 1:50 am

    不对这不能证明安完,要真像一條长列車和高速来才真,我想你想不到的如何破坏。

  • Reply KELVIN October 6, 2019 at 2:17 am

    这个测试,没有带上车厢。。。怎么能够模拟运营状态?

  • Reply 溫愷丞 October 6, 2019 at 4:17 am

    搞得好像後面幾節不會往前撞,腦殘實驗是保護駕駛吧哈哈哈,老共思維果然沒百姓存在

  • Reply y 8 October 6, 2019 at 6:28 am

    但是要多节次来撞

  • Reply accompanied by hands Loneliness October 6, 2019 at 6:31 am

    这个图一截,我们中国列车撞车事故有了!怕不怕😳😳😳

  • Reply 爸爸 October 6, 2019 at 6:50 am

    车没坏,乘客甩出去必死无疑

  • Reply 諾可西 October 6, 2019 at 6:59 am

    火車怕出軌,出軌造成的傷害才可怕,

  • Reply Benny Lau October 6, 2019 at 7:06 am

    同軌不能相撞
    智能入智導航
    两个不同源点
    相近一定分清

  • Reply xiaodong Zhu October 6, 2019 at 7:20 am

    评论里看到又有人提民主的事情,我就想问问你们,民主自由就可以限制别人使用不同制度吗?简直是荒谬至极,自己就是世界上最大的独裁,不准别人用不同制度,还敢自称民主?

  • Reply 吳敦恭 October 6, 2019 at 7:48 am

    怪怪怪

  • Reply 李源斌 October 6, 2019 at 8:19 am

    這測試做好看的吧!慣性呢?別說每節都有剎車,真撞了肯定出軌

  • Reply HYSE PL October 6, 2019 at 8:45 am

    我的天哪,真的要去中国好好的走一趟,好好的了解,不然的话就会落伍了,买张机票明天上路。

  • Reply Phang Chin Mian October 6, 2019 at 10:27 am

    美国万岁 中国给人打 给王府打 甜美国打

  • Reply Susan Lie October 6, 2019 at 10:40 am

    😍

  • Reply Shengchi Kuo October 6, 2019 at 11:05 am

    共產專制能走多遠?

  • Reply zl zy October 6, 2019 at 11:15 am

    。。。。。车头和有车组的质量是不一样的

  • Reply 愛國者 October 6, 2019 at 11:51 am

    為什麼永遠都要用歐洲標準來做指標?

  • Reply 彩色粉粉 October 6, 2019 at 6:58 pm

    什麼東西,高鐵頭對頭撞只有大陸會

  • Reply 华梦 October 6, 2019 at 11:24 pm

    对不起,关键不是列车,而是车上的人。除非强制系安全带,否则人在撞击时早象子弹飞出去了。

  • Reply 鄭晏翔 October 7, 2019 at 2:28 am

    這撞擊一看就是假測試,假數據你們最會了

  • Reply Freedom Fight for October 7, 2019 at 4:44 am

    共產黨傻逼 兩個方向只有一個開動 是單卡 動量太少
    如果雙方是十卡 200公里對撞 立刻粉身碎骨

  • Reply Magnum Yong October 7, 2019 at 5:10 am

    The test result is for collecting data for future design. It does not mean anything. Before the test, they set the parameters and observed the test after the crash. If you are a none technical people please don't criticize. This is one of the research and development procedure of high-speed rail. Same as a crash test for the commercial car.

  • Reply 妮妲 October 7, 2019 at 7:02 am

    厲害,只有中國才能勝過中國!

  • Reply 解褲軍 October 7, 2019 at 7:12 am

    溫州早巳真人測試,死傷慘重!

  • Reply Gaming K October 7, 2019 at 8:08 am

    其實這很好理解,假如有兩個相同體質的人用同等速度把頭撞在一起,頭骨可能不會破,但一定會有腦震盪

  • Reply 陳柏宇 October 7, 2019 at 10:44 am

    你們頻道應該改做著吹牛了我的國

  • Reply 陳仕章 October 7, 2019 at 10:46 am

    襪操,原來中國高鐵會有對撞的疑慮啊!

  • Reply 張睿 October 7, 2019 at 11:37 am

    沒用啊?
    那如果另外一抬列車也用相同的速度行駛的話
    破壞力道是兩倍欸
    駕照樣死

  • Reply Andy Chen October 7, 2019 at 12:10 pm

    這樣撞哪會準,要麻也是時速200以上來測試

  • Reply 不良爸. October 7, 2019 at 1:47 pm

    這次你沒有吹牛,見到應該是中國鐵道 “ 撞擊測試 “ ,從撞擊中找出甫好的結構來承受衝力。
    好好的幹吧……!

  • Reply 王东保 October 7, 2019 at 8:46 pm

    这个实验说明不了什么,虽然我不是专业人士不懂得计算,但我知道两辆车同时以每小时70公里的速度对撞跟一辆保持静止一辆以每小时79公路对撞产生的碰撞力和结果差着好多倍呢

  • Reply 小白google October 7, 2019 at 9:32 pm

    安全氣囊 有用嗎????

  • Reply 陳睿彬 October 8, 2019 at 9:21 am

    一方時速76公里,一方靜止狀態,兩車對撞,這只能說是撞擊測試而已吧!
    實際在營運上的高鐵時速都有2.3百公里以上,真的發生對撞那後果絕對是比測試中的76公里對撞來的嚴重很多

  • Reply Augie October 8, 2019 at 1:14 pm

    這樣測驗因該不準吧 還有後車廂擠壓 這個影響因該是比較嚴重

  • Reply Ngai Johnson October 8, 2019 at 1:25 pm

    這不就是傳說中的物理剎車嗎?😂

  • Reply jason chen October 8, 2019 at 2:03 pm

    車頭夠長所以只有駕駛受輕傷。

  • Reply Chen Tom October 8, 2019 at 3:30 pm

    花那麼多錢 去演這戲 真無聊

  • Reply Webber Lee October 8, 2019 at 11:12 pm

    光只有車頭,而且還是其中一台還保持靜止狀態,這樣的撞擊測試意義非常有限吧!

  • Reply 小欣欣啊妳的 October 9, 2019 at 9:28 am

    原來只能跑時速76

  • Reply L LO October 9, 2019 at 11:05 am

    中國是太無聊嗎?

  • Reply Crystal Yeow Ching Ching October 9, 2019 at 11:23 am

    林北就杀你们中国给你们看 !!!

  • Reply tom chan October 9, 2019 at 12:27 pm

    天滅中共

  • Reply tom chan October 9, 2019 at 12:28 pm

    五大訴求,缺一不可

  • Reply 何泉毅 October 9, 2019 at 1:51 pm

    可以用最高速試試看

  • Reply 黃鑫 October 9, 2019 at 2:09 pm

    只有單一個車頭而已,因該要拉基本八節沖擊力撞擊吧!

  • Reply kelvin cheung October 9, 2019 at 3:45 pm

    才一節的沖擊力,平常的列車只有一節嗎?後面節數所帶來的沖力/推力 才是真正的殺傷力,白癡標題

  • Reply Mao Sheng Yu October 9, 2019 at 4:08 pm

    既然要做測試那就要以高鐵的實際運營速度來做,不然你做這種速度的測試沒有意義,況且只有車頭,連一節車廂也沒拉

  • Reply Louise October 9, 2019 at 5:08 pm

    先不說時速76公里碰撞測試有沒有意義了 平常速度都2 300在跑的
    你們碰撞測試只拿一半的車頭要怎麼測試 直接把列車的質量省略嗎
    還是你們不知道質量跟速度同時會影響碰撞力

  • Reply 易伯叡 October 10, 2019 at 7:01 am

    有種時速400阿

  • Reply 徐聖凱 October 10, 2019 at 11:58 am

    只要運轉員或是任何操控軌道系統的人員不出錯 兩台高鐵對撞是不可能的事

  • Reply LCH嘎逼 October 10, 2019 at 12:49 pm

    那我還不把車頭做得很長很長很長

  • Reply 小宋 October 10, 2019 at 2:12 pm

    質量差太多了 實際上如果12節車廂用20公里去撞
    比你用單一車頭的100公里去撞 嚴重很多
    這個測試並沒有考慮到後面幾節車廂的動能….. 影片看看就好

    因為沒有意義 所以其他國家懶得測試 只有26仔自嗨

  • Reply 尚恩 October 10, 2019 at 3:50 pm

    後續乘客統一坐車頭好了

  • Reply c.y h October 10, 2019 at 4:30 pm

    所以你們的高鐵只用一截車頭以76公里的速度在營運是嗎?😂

  • Reply Keith Hui October 11, 2019 at 8:48 am

    有人拿飛機做碰撞測試的嗎?這種只要碰一下就會變成大災難的交通工具要造抗撞能力測試?

  • Reply Brian XP October 11, 2019 at 1:45 pm

    要不是日本之前把新幹線技術賣給你們 你們有現在的成就? 還有你們有不少的列車外殼都是直接抄日本歐洲的設計這樣還叫利害?

  • Reply 房間 October 11, 2019 at 6:49 pm

    高鐵/火車座位設計中通常沒有安全帶是有原因的,因為軌道上除了意外侵入的異物之外,本來就不應該預期軌道上會有另外一輛列車與之衝突(鐵路的安全性要求很嚴格)
    所以軌道號誌/預警系統就顯得非常重要,尤其是在高速運行時列車駕駛根本就來不及反應…
    第一次看到列車頭對撞倒是挺有意思的,不過衝擊事故中攸關人命安全的其實除了結構變形量之外(總不能直接讓人變成夾心餅乾),就是瞬間衝擊地的加速度了(可以嘗試將雞蛋直接放在鐵製的餅乾盒進行測試,鐵盒可能沒變形,但對於雞蛋來說就不一定了XD,例如古時候的汽車設計的確是這樣)

  • Reply lee Jemima October 12, 2019 at 7:24 am

    只有一截車廂不準吧,後面四節車箱的擠壓呢?有考慮進去嗎?

  • Reply 壊れる壊れる October 12, 2019 at 11:05 am

    事故って終わり🇨🇳製死幹線😅

  • Reply 嘿嘿嘿嘿 October 12, 2019 at 11:27 am

    真實的駕駛嘞

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