Why did the locomotive change to the American made locomotive when it arrived at the Qinghai Tibet R

1 The front of the car made in China is powered by electricity, but at such a high altitude, it often seems a little more difficult. The locomotive in the United States is propelled by an internal combustion engine, so it is more suitable for these railways with relatively high altitudes, so in various comparisons, they usually choose to replace the locomotive made in the United States, which is also for everyone to travel more safely.

2. Both Chinese-made trains and American-made locomotives have their own benefits. It's just that we have to learn to use local materials and use the right resources in a reasonable place, and only in this way will our travel be safer.

Because of the relatively high altitude, electric locomotives have an impact while driving, while American locomotives are driven by internal combustion engines and have no effect.

The Qinghai-Tibet Plateau has high altitude and low air pressure, and trains will also be affected in this case. Chinese trains are electrically propulsed, while American locomotives are internal combustion engines, which are more suitable for plateau conditions, so they will be replaced by American-made ones for the safety of passengers.

The locomotive in the United States is propelled by an internal combustion engine, so it is more suitable for these railways with relatively high altitudes, so under the comparison of various aspects, it is usually chosen to replace the locomotive made in the United States, which is also for everyone to travel more safely.

The front of the car made in China is powered by electricity and is a little difficult at high altitudes, while the United States relies on internal combustion engines to promote, which is more suitable for high altitudes.

China has now become one of the world's largest infrastructure countries, and its infrastructure strength in the past decade has been obvious to all. From bridges to high-speed railways to highways, China has always demonstrated its extraordinary strength. However, China has been sending freight cars for 140 years, so why does the Qinghai-Tibet Railway still use American locomotives?

After listening to it, I have to accept this!

To be honest, the completion of the Qinghai-Tibet Railway is a miracle in the history of infrastructure construction. It was so difficult to build that it was unpredictable at the time, because there was a lack of oxygen in the high mountains, and the workers had to face altitude sickness and bring large oxygen generators to the plateau; On the issue of permafrost, China has allocated hundreds of millions of scientific research funds for permafrost research; In order to protect environmental protection, animal ecology, China has invested more than 2 billion yuan, accounting for 8% of the project, which is currently the largest investment in environmental protection.

For such a large project, all kinds of difficulties have been overcome by the Chinese. China is not afraid of difficulties, but why does the locomotive of the Qinghai-Tibet line use American locomotives? In fact, the front traction of the locomotive in the United States is greater, and the safety of the train can be better ensured when climbing.

In the Qinghai-Tibet Plateau, a special area with a harsh environment, there are strict requirements for the performance of the front of the car. Trains are powered by heat, and the highlands are extremely cold, so only the locomotives in the United States can do it. The choice of the American front is also for the sake of safety.

In fact, China also has the ability to do such a technology, and at that time it was no longer necessary to invest too much money in research and development. If there is an off-the-shelf one, why not just use it. Extreme environments like the Qinghai-Tibet line are rare in China.

Nowadays, trucks are not our main means of transportation, high-speed rail is.

Later, as everyone knows, China uses funds to develop high-speed rail. Now, the technology of high-speed rail is very mature, and it can be said that it is already among the best in the world. China's high-speed rail technology has made many countries want to learn, and today's China's high-speed rail is like the locomotive of the United States.

During the construction of the Qinghai-Tibet line, the locomotive of the United States was used, which could not only improve the safety of the train, but also save research and development costs, and use it to study high-speed rail technology.

Because it can have a safety guarantee and save R&D costs, it is simply a double win, and the money saved can be invested in the operation of high-speed rail.

Because the front of the U.S. car has more traction and is safer in extreme cold weather and climbing, the front of the U.S. car is still used.

That's because Qinghai-Tibet is a very special location, and many locomotives in China may not be suitable in that place.

Because the cost of manufacturing such a locomotive is too high, it is more suitable to buy it from abroad.

The natural conditions of the Qinghai-Tibet Plateau are very harsh, cold and hypoxic, ordinary domestic diesel locomotives are not suitable for use in plateau areas, and the diesel locomotive technology in the United States is mature, can produce increased diesel locomotives suitable for work in plateau areas, and can still be used in oxygen-deficient areas, so China purchases diesel locomotives from the United States. In addition, the diesel locomotive of the United States has many advantages, the United States technology is very advanced, the diesel locomotive they produce is powerful, anti-hypoxia, stable operation, high safety, very suitable for the complex natural geographical conditions of the Qinghai-Tibet Plateau, so China imports diesel locomotives from the United States.

Although China's high-speed railways are world-class, the locomotives used in the Qinghai-Tibet Railway are imported from the United States, which is useful: diesel locomotives use the internal combustion engine as the driving force and drive the wheels to rotate through the transmission. According to the type of fuel for the internal combustion engine on the locomotive, most of the diesel locomotives used in China's railways are equipped with diesel engines, but why China chooses American locomotives on the Qinghai-Tibet Plateau is not actually China's technological backwardness, but that after passing the Gerimu station, there is no possibility of allowing Chinese trains to pass directly on the Qinghai-Tibet Railway.

Although China's high-speed rail is world-class, China's high-speed railway trains, whose power architecture is "based on the joint drive of multiple train carriages using distributed low-load electric units", is a pure electric train in the pure sense, itself does not carry fuel and generators, but is a vehicle that completely relies on the brushes on the roof or bottom to obtain power from the line near the track to move forward, but after passing the Grimu station, the relatively severe environment forced China to abandon the plan to deploy power supply lines around the railway. This also means that China's high-speed rail trains will completely lose energy after passing through Gerimu Station**, so it is impossible for Zheng, China's high-speed rail trains to continue after passing through Gerimu Station.

At that time, the use of steam-powered locomotives has been completely eliminated, the only thing that can be used is the use of diesel engines as the main power system, the use of hydraulic transmission system or electric transmission of internal combustion engine locomotives, and China has also prepared a corresponding locomotive for the Qinghai-Tibet Railway, that is, Dongfeng 8B9001 and 9002 plateau diesel engine test car, but the Minister of Railways at that time clearly required China to achieve leapfrog development, and will be "reliable" It is listed as the most important standard for Qinghai-Tibet railway trains. This led to the train head on the Qinghai-Tibet Railway in China becoming an improved NJ2 based on the American C44-9W diesel locomotive head, and subsequently, China also introduced the HXN5 train based on the C44-9W upgraded version of AC6000CW, but due to the lack of improvement in the follow-up GM, in the end, the HXN5 based on AC6000CW was finally defeated based on China's cooperation with EMD company, and gradually localized with SD90MAC as the prototype, The final HXN3 train.

It is because the topography of this place is more precipitous than that of Nana, and the requirements for trains in this place are relatively high, and the speed of this place has also been affected by the corresponding elimination, and the equipment in our country has no way to meet such a standard.

Because this place uses an internal combustion engine, and the internal combustion engine in our country started very late, and the quality is not as good as abroad.

Because the section of the Qingzhu Sui-Tibet Railway Slow Defense Road is very rugged and dangerous, and there will be various situations and accidents on the way, I want to improve this disturbing situation by introducing locomotives from foreign countries.

As far as I know, at that time, the Gela section of the Qinghai-Tibet Railway was not mature and stable because the domestic high-prototype AC drive diesel locomotive technology was not very mature and stable, and it was about to open for operation at that time, so from 2006 to 2007, 78 NJ2 diesel locomotives of General Electric Company of the United States were imported as the main force as a transition. The purpose is to ensure the transportation capacity first, exchange time for space, and win valuable time for the R&D and manufacturing of domestic high-prototype Songye Liang diesel locomotives, electric locomotives and even EMU trains.

It wasn't until 2014 that we had the HXN3 high-prototype AC drive diesel locomotive, which gradually served as the main force, and there were 66 units successively. Around this time, the Xige section of the Qinghai-Tibet Railway, as well as the Geku Railway and the Dunge Railway, successively had 20 high-prototype HXD1D quasi-high-power high-speed passenger electric locomotives, and the high-prototype HXD1C high-power AC transmission freight electric locomotive was put into operation. Later, there was also a Fuxing high-speed EMU.

Because the topography of the Qinghai-Tibet Railway is not particularly good, the locomotives here need to be specially made, so they need to be imported from abroad.

Because Lu Hao was blind at that time, China's trains were mainly electrified trains, and the second section of the Qingshan Feng-Tibet Railway was 1,142 kilometers long, and the natural environment was very harsh, so electrification could not be used.

Because the geographical location of Qinghai-Tibet is very special, there is no way for domestic trains to run normally in this place, so Nazhong will be introduced from abroad.

Reason: The section from Golmud to Lhasa will have the capacity to operate 160 km/h power centralized EMUs. However, due to problems such as roadbed diseases and incomplete ancillary facilities such as stations and communication signals, the section from Xining to Golmud does not yet have the conditions for EMU operation, and needs to be renovated and upgraded across the line.

In addition, the three ethnic autonomous prefectures of Haixi, Hainan and Haibei in Qinghai, which pass through the section from Xining to Golmud, account for the total population of the six ethnic minority autonomous prefectures in the province, and the total GDP accounts for more than 80% of the six prefectures, which has an important position in the overall economic and social development of the province.