Whether it is whether it can meet the generally acceptable rate of social return at the project level, or whether it can increase the growth rate of economic development at the macro level, the economic effect of high-speed rail is facing serious challenges.

The benefits of high-speed rail in Europe are often only higher than the promised expectations. For example, the results of the evaluation after the completion of the first high-speed rail line in France, in which the traffic flow of the Paris-Brussels-London high-speed rail line in France was much lower than expected.

Eurostar (operating company), which operates trains between London and Paris or Brussels, was expected to carry at least 10 million passengers within four years of opening operations in 1994, but was later revised to a target for 2010, but this target was not achieved until 2012 (9.91 million passengers in that year).

However, the construction of high-speed rail has been deeply rooted in people's concepts, and has become the driving force for the development of some countries, the skeleton of the high-speed rail network in these places has been completed, so whether from the social aspect, or from the 08 economic crisis after the economic crisis, employment considerations, European countries even if the cost of building high-speed rail is ridiculously high, even if the economic benefits are low, they have to grit their teeth to build high-speed rail.

Otherwise, once the construction of high-speed rail is stopped, the resulting large number of unemployed people will be able to drown all countries in Europe.

Therefore, the European high-speed rail is not on the same as on. For example, Spain in the previous life is the best example, after the economic crisis in 2008, followed by the outbreak of the European economic crisis, Spain's unemployment rate is as high as 50%, the market can be described as a depression, even in this case, the Spanish government is still gritting its teeth to build high-speed rail.

It's not that I don't want to stop, but I can't stop, the unemployment rate is already 50%, and if the high-speed rail construction is stopped, Spain is really going to change the dynasty.

I don't know if Bombardier was too lucky, or if it was too good to seize the opportunity, in 1987, it signed a contract with the Anglo-French joint venture Gecalstom to produce vehicles for the **V. Since then, Bombardier has become the only manufacturer in North America to produce high-speed trains for Europe.

Bombardier's power train is not advanced, but the development of high-speed railways in Europe is very slow, Bombardier's high-speed trains still occupy a lot of market share in Europe, but its greater profits, or for the production of train carriages, and later in order to obtain greater profits, Bombardier simply closed its factories in Canada and Europe, and all the train carriages were taken to China for production, which greatly contributed to the development of China's high-speed rail technology.

Since he bought Bombardier, Ling Shizhe must want to take a share of the global high-speed rail market in the future, and the layout of high-speed rail is naturally as early as possible, otherwise there will be nothing to do with himself at that time.

Judging from the experience of later generations, Bombardier entered the era of high-speed rail a little late, if it was ten years earlier, its outcome would be completely different, but this can't be helped, Bombardier's history owes too much, and the economic recession in the seventies tossed it enough, until the 80s to ease up, and gradually have the glory later.

It is now 1975, less than seven years away from the first electrified high-speed railway in Europe, even if the development of high-speed EMUs begins at this time, it is not in a hurry in time, and high-speed EMUs have always been a high-investment, high-risk industry, and the development cycle of high-speed trains is one or two decades. For example, the new bullet train launched by Japan in 2013 has a development cycle of up to 20 years and a research fund of more than 5 billion US dollars.

Could it be that during this time, the train department has been investing without making a profit? Obviously, this is not possible, and he must find a good train project.

But what to look for? This train must be new, meet the conditions of high-speed bullet trains, and at least meet the conditions of quasi-high-speed trains.

Thinking about it, Ling Shizhe remembered a web novel he had read in his previous life, and the protagonist in the novel was also engaged in the manufacture of high-speed rail, when in the 80s, the reborn protagonist introduced a double-decker train and power locomotive with a speed of more than 160 kilometers per hour from the GDR.

Now think about this trainset, it seems that the GDR introduced it last year, and in 1985 it was introduced as an improved version.

After thinking of it, Ling Shizhe notified the person in charge of the West German company in the European headquarters to collect all the rail train data of the people in Germany.

Compared with the design trains of Western countries, this DBME-1 passenger car uses proven mature technology, which is not very advanced in technology, even if it is an upgraded version of 85 years, but DBME bus as the technical foundation of the new Ambrera Rail Transportation Equipment Company is very good.

DBME bus design with Czech design thinking, but also integrated with the rigor of German manufacturing, its design structure is simple and reliable, the body is also very strong, whether it is the strength of the car body, bogie, air springs, braking system, wheelset, etc.

At a speed of 160 km / h, run 10,000 kilometers in one breath, the whole body will not have major problems, after moderate maintenance and repair, and can run on the road again, dbme's overhaul interval is as high as 55,000 kilometers of horror record, which shows how strong, reliable and durable this bus is.

And the mechanical performance of this train, not worse than the latest Western train performance of the same level, the process production cost is much lower than the Western train, even if it is calculated in terms of high labor costs in Canada, the production price after the introduction of developing countries can also accept, its only disadvantage is that the electronic management system is backward, there is no computer management system installed on the car at all, everything on the car can only be achieved by manual and semi-automatic methods, so the DMME train is not fashionable enough, It gives a very backward feeling.

This is also a common problem of these Soviet products, the product technology is advanced, easy to use, durable, practical, but it is stupid and coarse, and it does not pay attention to the appearance and texture.

If you are an ordinary person, when you see this kind of train, you will directly turn DBME into a synonym for backwardness and obsolescence, but in the eyes of the experts of Ambrera Rail Transportation Equipment Manufacturing Company, you can see the advantages of DBME standard double-decker buses at a glance.

Soon the results of the experts came out, as Ling Shizhe expected, if you can get the DBME standard double-decker passenger car technology from the GDR, it will be of great benefit to improve the company's train manufacturing technology, as long as we understand the DBME type passenger car technology, we can launch a passenger car that fully meets the requirements of Westerners on this basis, whether it is an urban rail subway bus, or a medium and long-distance passenger bus, Ambrera Rail Transit Transportation Equipment Manufacturing Company in the future, at least in the rail passenger car manufacturing technology, will no longer be subject to man's control.

In the 70s, Bombardier produced metro rail cars that could not have been separated from GE's technical help, so to what extent did it rely on GE? Let's put it this way, without GE's spare parts support, all the subways produced by Bombardier would be lying in the nest.

This is also the reason why Bombardier has received more than 400 orders from the Canadian government for metro buses, but still does not make any money, all the profits are taken by GE, and Bombardier only plays the role of a part-time worker.

This is simply unbearable for Ling Shizhe, he has always occupied the upstream of technology, and others are downstream, this time he is actually in the passive downstream, as if he was slapped hard, and he is in a very bad mood.

The GDR is a socialist state, Western companies want to get technology from them, the governments of Western countries will not object, the question is what we exchange with others, if it is just money to pay back, Ling Shizhe is not short of dollars, I am afraid that the other party will ask us to exchange semiconductor technology, then it will be a real headache.

Therefore, at this meeting, Ling Shizhe threw out the problem, hoping that everyone can come up with a way, and this is not only the technology introduction of DBME double-decker buses, but also the technology introduction of 242 power locomotives.

"Boss, let's just introduce DBME-type double-decker and single-decker buses, and I think it's better to forget about this 242-type locomotive." Christofo's voice rang out, this square-headed locomotive, he really couldn't look at it, and its various technical parameters seemed ordinary and unattractive.

"Do you all think so?" Ling Shizhe looked at everyone and asked.

Seeing that everyone nodded, including Navali, Ling Shizhe smiled and said: "Don't look at this 242 locomotive as inconspicuous, this thing is definitely stronger than the E series subway buses we are producing now, not a little bit, let me tell you about this locomotive in detail......

The Class 242 locomotive was the first multi-purpose heavy-haul electric locomotive developed in the GDR and was named the Type 211 in 1976, and the Type 242 was the latest modification of the model introduced by the GDR in 1975.

After the reunification of the two Germanys, the German government modernized it, and simply changed the skid and gearbox, and the top speed of the 242 locomotive reached 167 km/h. What really impressed Ling Shizhe was the long service life and high reliability of the 242 locomotive, the 103 and 120 series locomotives of his time before he crossed were retired due to various problems, and the 242 was still busy on the German freight line as always.

To put it bluntly, the competition of rail transport means is the competition of the platform, taking Japan's "bullet" train as an example, in 2012, Japan launched a new "bullet" high-speed train with a speed of up to 550 km / h, which was improved and developed step by step on the earliest "bullet" train in the 60s, and the parts of the two cars have a high interchange rate.

Therefore, choosing a good locomotive platform is the most important thing for Ambrera now.

After listening to Ling Shizhe's story, everyone's eyes lit up, and Navali asked uncertainly, "Boss, what do you mean...... Do you want to graft the technology of the 242 locomotive to the E series metro buses? ”

Ling Shizhe nodded subconsciously, feeling that something was wrong and hurriedly shook his head, looked at Navali and said: "Wrong, it's not grafting, but redesigning a subway bus on the basis of the technology of the 242 locomotive." ”

The E series bus is Bombardier in the late 60s, from GE to introduce the subway bus technology, said to be caused, in fact, in order to occupy the Canadian subway market, in the name of the so-called joint venture, this thing Bombardier is only responsible for the production of shells, all the core technology is mastered by GE.

Because of the issue of vehicle patents, Ling Shizhe would not be stupid enough to improve the technical content of subway buses for GE, and joked that grafting the technology of the 242 locomotive to the E series subway buses is not a wedding dress for others?

"But the AC-DC electric locomotive used by the 242, instead of the AC-DC-AC electric locomotive, is it a bit backward?" Clark retorted at the meeting.

Ling Shizhe interrupted: "What you said is a direct DC motor, AC-DC motor is the mainstream of future development, after the electrician receives electricity, the single-phase alternating current is turned into direct current on the locomotive, and the DC motor is driven to do work and rotate." The biggest advantage of using DC motor is that the speed regulation is simple, as long as the single voltage of the motor is changed, it is very convenient to realize the speed regulation of the locomotive in a large range.

Of course, this type of AC-DC motor is not without its drawbacks, this kind of motor has rectifier terminals, which makes manufacturing and maintenance complicated, and it is also quite bulky. As for the AC-DC-AC motor technology you mentioned, although it has come out, it is still very immature, especially in terms of speed regulation, so we will not consider the AC-DC-AC motor for the time being. ”

The working principle of the AC-DC-AC electric locomotive is that after the locomotive pantograph receives electricity, the single alternating current is rectified into direct current, and then the direct current is inverted into three-phase alternating current that can change the frequency, so as to be used by three asynchronous motors.

The advantage of locomotives driven by AC-DC-AC motors is that they are completely explosive DC motors in terms of manufacturing, performance, function, volume, weight, cost, and reliability.

Although there are these advantages, AC and DC motor technology since the birth of the 70s for decades, but has not been applied on a large scale, the main reason is that the speed regulation is quite difficult, until the 21st century, after the emergence of its high-power GTO converter, the speed regulation problem of three-phase AC motor has been solved.

High-power GTO converter to the French Alstom company technology is the best, Ling Shizhe's computer, just have Alstom's high-power GTO transmission related technical information, a few days ago he has entrusted Ambrera electrical laboratory, responsible for cloning high-power GTO converter, I believe it will not be long before it will come out, but he does not plan to take out this technology now, he will wait until the Ambrera company produces trains to completely gain a foothold in the global train market before launching, The premature introduction of high-power GTO converters will only become the prey of train predators, and there is nothing good for it.

;