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In the fifties and sixties, when the external environment was suitable for the development of gas turbine locomotives, the gas turbine itself had strict technical shortcomings, and could only rely on low fuel costs to compete with internal combustion and electricity, and when the advantage of low cost was not there, it could only withdraw from the railway vehicle industry.

Since the 80s, gas turbine technology has developed by leaps and bounds, and the original technical shortcomings have been made up one by one, and technically speaking, as the power core of railway locomotives, it has been fully matured.

The problem is that countries that have the ability to develop gas turbines as the power core of railway locomotives have equally mature and developed internal combustion and electric power technologies, and gas turbines, as new power cores, have no decisive advantages over electricity and internal combustion, so there is no external environment for the large-scale development of gas turbines.

On this planet, there are three and a half countries that have the ability to move gas turbines to train for power, the United States, the United Kingdom, France, and Russia can only be counted as half because of their rough technology.

In the nineties, with the completion of the England Undersea Tunnel, the Eurostar high-speed electric locomotive has become the symbol of the British and French railways, and it is impossible for the two countries to abandon the existing mature electrified railway system and replace the gas turbine locomotive on a large scale.

Thanks to the developed aero engine industry in the United States, the aero engine group led by General Electric and Pratt & Whitney has been committed to expanding the use of gas turbines improved by aero engines, so gas turbine locomotives have been developing intermittently in the United States. The world's only gas turbine locomotive group in commercial operation was developed by the United Technologies Corporation of the United States (Note 1).

It is a pity that the aviation industry in the United States is very developed, and railway passenger transport has been struggling to survive between air transport and private cars, the market is narrow and limited, and the combined demand of the entire United States and Canada will not exceed 10 trains, and at the same time, it has to face the competition of diesel internal combustion engines and electric locomotives, and there is no incentive for large-scale investment for profit-seeking capital.

Compare this to the billions of dollars in R&D funding that aero engines and gas turbines themselves receive each year. From the seventies to the new century, gas turbine locomotives have received less than $30 million in research and development funds.

Nevertheless, the world's leading supplier of railway equipment. In 2001, Bombardier Group of Canada developed a new generation of gas turbine high-speed locomotive - Jettrain electric drive gas turbine locomotive.

In his previous life, Liang Yuan had visited the Dow Chemical Company in the United States when he was in charge of procurement work in the company, and when he stopped in Baltimore, Maryland, he happened to encounter the Jettrain electric drive gas turbine locomotive for public exhibition in the city. At that time, Bombardier was lobbying the Federal Railroad Administration to use Jettrain electric gas turbine locomotives to tow the Acela high-speed train between Washington and Boston.

Liang Yuan recalled the Jettrain gas turbine locomotive in his memory, and said while sorting out his thoughts: "Uncle, although the ministry has the intention of supporting us. But the real situation is still very complicated, after these years of support and merger, all the business of the ministry has been stabilized, such as the Changchun Bus Factory, which focuses on the production of passenger cars, and the Dalian Locomotive Factory, which specializes in the production of internal combustion engine heads. Zhuzhou Locomotive Factory, which specializes in the research and development of electric locomotives, has formed an inherent pattern. ”

In Liang Yuan's memory, there are not a few high-level people who have entered the Ministry of Railways from the seven major depots, and no matter how the Northeast Locomotive Factory joins that circle, it will have an impact on the inherent pattern, and the biggest hatred in the world is nothing more than blocking people from being promoted. Cut off people's financial routes.

Zhuzhou Electric Locomotive Factory in the past life as the only large-scale enterprise in the Republic of China to develop electric locomotives, before the real advent of the high-speed rail era, out of the limelight, because the electric locomotive and electrical equipment in the high-speed railway has an overwhelming advantage, so that Zhuzhou Electric Locomotive Factory was extremely active before the advent of the high-speed rail era, the Republic of China more than 10 kinds of high-speed EMUs, each of which has Zhuzhou Plant involved, itself is the leading national well-known "China Star" high-speed train research and development.

According to common sense, Zhuzhou plant has such a big advantage and such a strong technical accumulation, after the Ministry of Railways introduced foreign high-speed train technology, the first thing should be localized by Zhuzhou plant, which is in line with the optimal configuration, but the real result surprised everyone.

As the country's research and development of electric locomotives with the longest history and the strongest technical force, Zhuzhou Plant was excluded from the list of absorbing foreign high-speed railways, and even the Changchun Coach Factory, which produced passenger cars wholeheartedly, was mixed with digestion technology and the treatment of producing CRH3 and CRH5 high-speed trains.

The reason is that before the introduction of high-speed rail, the Zhuzhou factory attacked in all directions, stretched too long, and used its own advantages to lead the development and manufacturing of domestic high-speed trains.

There is such a dazzling example, how dare Liang Yuan break the already stable pattern of interests, as a large state-owned enterprise, the Zhuzhou factory is extremely desolate because of the indiscriminate hand, and he has committed the same taboo as a non-descendant, and it is possible to be put into the bureau.

"There is one thing that Uncle still remembers, before the bottom of the ore transport vehicle in the section, the head and bottom of the two major steel companies in the city are paid for maintenance in the depot, and after the project of the ore transport vehicle in the section, Liaodong Steel Mill has set up a maintenance workshop on its own, and it is not maintained in the section, and this situation is not because of the conflict between the section and the metallurgical vehicle manufacturing under the steel mill. ”

"When bidding for Angang ore trucks, Duan Li also threatened the steel mill with a tight wagon. Liang Yuan said with disdain.

"The power of local or industry protectionism is extremely powerful, uncle, I bet that this time the 243 electric locomotive was accidentally tested, there must be a Zhuzhou factory behind the ghost. ”

"Xiaoyuan, no. At this time, Liang Haiping was still a little "naïve and kind".

For Liang Yuan, who has been in the workplace and shopping malls for nearly ten years in his previous life. If you're not a conspiracy theorist, you can't be a good entrepreneur at all, and all sorts of crooks alone are enough to break the bank.

"Regardless of whether it will be or not, Uncle we have a total of three roads in front of us, engaging in electricity will definitely conflict with the Zhuzhou plant, and it is better to engage in internal combustion than engaging in electricity, and the Dalian plant is closer to us. Besides, no matter what these two do, we have no foundation at all, and we can't produce the high-voltage rectifier equipment of electric locomotives and the high-power diesel engines of diesel locomotives. The only way left is a gas turbine locomotive, which can still be produced by my mother in the future. Liang Yuan bullied Liang Haiping for not understanding the details of the gas turbine locomotive, and he opened his mouth.

All of China. It can be said that there is no one who understands the development direction of gas turbine locomotives better than Liang Yuan.

"Xiaoyuan, that thing is on fire and exploding, is it okay?"

"Uncle, the development direction of the Long March 1 and 2 is wrong, the Long March series of gas turbine locomotives are all used in the power core of the turbojet five modifications, the turbojet five belongs to the world's first generation of aero engines, the performance itself is not good, and the performance after modification is even worse. Fire and explosion are normal. ”

"The gas turbine locomotive I am talking about uses a turboshaft engine as the core power, which is fundamentally different from a turbojet engine. Liang Yuan directly borrowed the power core of Bombardier's Jettrain gas turbine locomotive.

Bombardier's Jettrain gas turbine locomotive, which uses Pratt & Whitney's PW150 series turboshaft engine as the power core of the locomotive, has a total power of 3,729 kilowatts in the case of a five-car short formation. It has the acceleration performance of electric high-speed trains with distributed power, and can accelerate the speed of the train from 0 to 200 kilometers per hour within a distance of 4 minutes and 10 kilometers, and the noise of the whole vehicle is almost the same as that of an electric locomotive when driving at high speed.

More importantly, the fuel consumption rate of Jettrain gas turbine locomotive is only 211 grams and kilowatts, which is almost the same as that of the domestic Dongfeng 4DK quasi-high-speed internal combustion engine head of 205 grams and kilometers. At that time, Bombardier also said that after the new intercooling and recuperation unit, the fuel consumption rate of the locomotive would be reduced to less than 200 grams and kilowatt-hours, which was comparable to the world's best German MTU series diesel engines.

"Uncle, the country has been building the Qinghai-Tibet Railway for many years, and the recent rumors of the start of construction of the Golmud-Lhasa section continue, and the mountain passes above 4,000 meters above sea level in the Gela section abound. ”

Later, the Ministry of Railways imported the general combustion engine head, but also the use of a rare three-engine reconnection to dare to run the Qinghai-Tibet Railway Gela section, by the media hyped domestic "Snow Shenzhou" diesel locomotive (Note 2) to the successful over the Tanggula Pass of more than 5,000 meters, but unfortunately in the plain area of the machine broken, with the domestic Dongfeng nose 12% of the machine breakage rate, killed the Ministry of Railways did not dare to use the domestic nose in the plateau, the plain area of the nose machine broken just to delay time, on the plateau the nose machine broken but will die.

"However, this problem is a drizzle for gas turbine locomotives, the working height of the turboshaft engine is at least higher than Mount Everest, and about 200 passenger and freight locomotives will be needed for the plateau railway in the future, and this contract alone is worth at least 40 billion. ”

"Anyway, my mother has to invest hundreds of millions of dollars in gas turbine development, why not expand the income, we engage in gas turbine locomotives, no one in the ministry stumbles to shoot black guns, after all, the ministry has made two gas turbine locomotives scrapped, and the major car factories treat this as a bottomless pit. ”

Liang Yuan said a lot, Liang Haiping already trusted Liang Yuan, listened to Liang Yuan's head, thought about it and said: "Then I will tell the ministry that in the future, the depot will focus on the development of gas turbine locomotives, and see if the ministry can support it." ”

"Uncle, this can be used in the ministry, the Long March series of gas turbines were made by Datong Locomotive Factory, it is estimated that the personnel of the development team must have been there, some time ago Datong Locomotive Factory still owed a favor to the section, and it was almost appropriate to use it to pull the relationship set. Liang Yuan said with a smile.

Note 1: The world-famous aero engine manufacturer, the parent company of the Pratt & Whitney Group of Companies.

Note 2: The number of the Xueyu Shenzhou diesel locomotive is DF8B9××, which is actually a variant of the Dongfeng locomotive.

Note 3: The breakage rate of GE heads is less than 4%. (To be continued......)

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