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China Railway DJF1

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DJF1 "Zhongyuan Star"
DJF1 driving trailer carriage now preserved in Sifang locomotive and rolling stock factory
In service2001-2005
ManufacturerZhuzhou Electric Locomotive
DesignerZhuzhou Electric Locomotive, CRRC Zhuzhou Institute, Qingdao Sifang, Zhengzhou bureau
AssemblyZhuzhou, China
Constructed2001, 2002
Entered service2001
Refurbished2002
Number built1 set (8M6T)
Number in service0
Number preserved2 driving motor, 2 motor
PredecessorKDZ1A "Chuncheng"
SuccessorDJF2 "Xianfeng"
Capacity1392
OperatorsChina Railway China Railway
Specifications
Car length27 m (88 ft 7 in) (control car)
25.5 m (83 ft 8 in) (other cars)
Width3,204 mm (10 ft 6.1 in)
Height3,950 mm (13 ft 0 in)
Wheel diameter915 mm (3.002 ft) (new)
Maximum speed178 km/h (111 mph) (test maximum)
Axle load16 tonnes (16 long tons; 18 short tons)
Traction systemIGBT-VVVF
Traction motorsJD-112
Power output200 kW
Tractive effort3200 kW (6 car layout)
6400 kW (14 car layout)
TransmissionAC–DC–AC
Acceleration1.44 km/(h⋅s) (0.89 mph/s)
Power supply25 kV AC
BogiesDDB-1, DTB-2
Braking system(s)Regenerative braking, air brake
Track gauge1,435 mm (4 ft 8+1⁄2 in)
Notes/references
[1][2][3]

The DJF1 "Zhongyuan Star" was an electric multiple unit of China Railway. It only operated in service for less than five years, before it was removed from service due to its various flaws and high maintenance costs. The train was initially built as a six car set, and subsequently lengthened to a fourteen car set. The two driving motors and the middle two motor cars have been preserved, with the other carriages being scrapped.

History

[edit]

Research

[edit]

From the late 1990s onwards, with the progression of the multiple rounds of railway speed-ups, in order to fulfill passenger rail demands, various locomotive factories in China built a number of diesel and electric multiple units for Nanchang, Harbin, Shanghai, Kunming and Guangzhou bureaus. A similar event happened on 3 July 2000, with Zhengzhou bureau signing an agreement for cooperation with Zhuzhou Locomotive, Zhuzhou Institute and Qingdao Sifang, to jointly develop an EMU with a top speed of 160 km/h (99 mph) and using AC transmission for a total cost of CN¥36,000,000. On 18 June 2001, the Ministry of Railways and CSR held a conference on the design of alternating current, power separated EMUs, during which the design of the DJF1 was also approved.[4]

This new EMU was officially named the DJF1, where "D", "J" and "F" respectively describes the characteristics of the train: D for "电力动车组" (EMU), J for "交流传动" (AC) and F for "动力分散" (power separated).[5]

Operational tests

[edit]

On 21 September 2001, the DJF1, now named the "Zhongyuan Star" was rolled out in a ribbon cutting ceremony, along with the China Railway DJ2 [zh] "Olympic Star" electric locomotive at Zhuzhou Electric Locomotive, with the deputy minister for railways, Cai Qinghua, Hunan Province deputy governor Zheng Maoqing and the manager and deputy manager of Zhengzhou bureau, Feng Lingyun and Xu Yifa in attendance.[6] After being rolled out, the DJF1 was transported to the China Academy of Railway Beijing ring railway for operational and safety tests, which it passed successfully. On 19 October 2001, it departed Beijing for Zhengzhou. Under the guidance of the ministry, Zhuzhou Electric Locomotive and Zhengzhou bureau, the DJF1 began publicly testing on the Jingguang railway from 23 October between Zhengzhou—Xuchang—Xiaoshangqiao—Wuchang; However, problems relating to control logic appeared not long after entering the line for testing.[7] After a period of diagnosis, the problem was solved on the morning of the 24th. The public tests were completed on 26 October, during which it had travelled a total of 2,815 km (1,749 mi), reaching a maximum speed of 178 km/h (111 mph).[8] To fulfill the maintenance demands of the set, a 560 metre long ditch was exclusively built for the use of the DJF1 at Zhengzhou bureau, Zhengzhou sector.

On 4 November 2001, the General Secretary and President Jiang Zemin, with the accompaniment of minister for railways Fu Zhihuan, and Shijiazhuan Electric sector inspected the DJ2 and the DJF1.[9][10]

Operation

[edit]

On 18 November 2001, the DJF1 was put into operation to with service T491/492, with T491 departing Zhengzhou every morning at 7:28, arriving at Wuchang at 13:37; then returning with service T492 at 14:54 and arriving back at Zhengzhou at 21:10, with stops at Xiaogan, Xinyang, Zhumadian, Luohe and Xuchang, shrinking the journey time by 3 hours.[11] In 28 December, Zhengzhou bureau changed the timetable by adding service T501/502 from Zhengzhou to Hankou to be operated by the DJF1 and stopping only one stop, at Xinyang, with service T501 departing every day at 07:43 from Zhengzhou and arriving at Hankou at 12:59; T502 would depart Hankou at 15:50, returning to Zhengzhou at 21:10, taking 5 hours and 20 minutes for the journey, reducing the original travel time by 45 minutes. As the DJF1 was switched to the new service, T491/492 started using double deck 25K carriages again.[12]

The DJF1 was originally built as a six car set with a capacity of 548 people with a single price for any distance. This was set at CN¥119 for soft seat and CN¥76 for hard seat. Due to the large passenger demand but insufficient seats, service T501/502 was never profitable. Even with each seat being occupied, the service lost an average of CN¥30,000 per day, due to costs from electricity.[13] To increase the carrying capacity and thus operating efficiency, Zhengzhou bureau signed a contract in 2002 with Zhuzhou Electric Loocmotive, Zhuzhou Institute and Sifang for expanding the six car set into a fourteen car set, increasing maximum capacity to 1398 people. For this, the DJF1 was removed from service from 11 May 2002, departing for modifications at Qingdao. This was completed, and then transferred to Zhuzhou on 8 July for fitting out and testing.[14] Other features fitted were at the request of Zhengzhou bureau, such as vacuum toilets, emergency air conditioning electrical supply and LCD televisions. The entire set was returned to Zhengzhou on 8 September, and passed various tests,[15] re-enterting service on 28 September in time for Golden Week holidays.[16]

However, the train still had an inconsistent performance. Various faults would occur; the components that had the most faults were the traction transformers, auxiliary inverters, auxiliary power supply and microcomputer controls. The set failed often in service, which not only affected the on-time running of services, but also led to passenger frustration and damage to the reputation of the railway bureau.[17] Some breakdowns were severe enough that the set could not continue on its on. On 5 September 2004, while operating T502 from Wuchang to Zhengzhou, a fault occurred as the seat was near Xiaogang, where an axle in carriage ten became jammed. After passengers were moved to other carriages, traction unit three (carriages 8 to 10) were removed, and the set continued on with eleven cars to Zhengzhou.[18]

By November 2005, the DJF1 had run over 1,800,000 km (1,118,468 mi), transporting over 1,900,000 passengers. It was replaced in service from June 2006, with T501/502 being instead assigned to 25K double deck carriages, while the DJF1 being stored at Zhengzhou. It was returned to Qingdao Sifang in June 2007, where it became a spare parts donor, and was progressively dismantled. With the old factory buildings at Sifang being dismantled, ten of the carriages were also dismantled, except for the four motor cars, which have since then been stored at the China Railway Museum.[5]

Technical features

[edit]

Overall structure

[edit]

The DJF1 was designed as a power separated EMU, with two motors and a trailer forming a traction unit. The train has the ability to be rearranged, and could be expanded with demand. Initially, in its six car form, it consisted two traction units, with a total tractive effort of 3200 kW. With the expansion of it into a fourteen car set with four traction units, the tractive effort was increased to 6400 kW. Operation can be conducted with just one raised pantograph, with a high voltage cable linking all cars to distribute power.

The carriage body was built with a drum shape, and the thin wall structure was supported with a welded frame, built with mostly aluminium, ABS and polycarbonates, with an emphasis on lighter materials. Each carriage was connected with a tightlock coupler, and the control cars had a streamlined design built of fibreglass, while skirts under each carriage smooth airflow. Only the two driving motors are soft seat carriages in a two by two reclinable layout; the hard seat carriages were in a two by three seat layout. All carriages had a luggage room, conductor's room, tea boilers, toilets and locally manufactured plug doors.[19]

Transmission

[edit]

The DJF1 had an AC—DC—AC transmission, with every traction unit having a primary transformer in the trailer between the two motors. The two motor carriages are fitted with inverters and traction motors.[20]

The DJF1 used mostly domestically built parts, developed by Zhuzhou Institute. The AC transmission used has three components: PMW inverter, DC return and IGBT controls rated at 3300V/1200A, which dissipates heat with a heat sink and air cooling.[21] The JD112 traction motors are three-phase, asynchronous motor with a rated output of 200 kW.[22]

Auxiliary electronics are split into two independent units for seven carriages each, with centralised rectifiers but individual inverters, providing 600V DC to each carriage, which is passed through an inverter to become two-phase 220 V AC.[20]

Control system

[edit]

The DJF1 used a microcomputer control based on the Adtranz "MICAS-S2", using the TCN standard. The controls are separated into three lines, the set control, the carriage control and control cable. Each traction unit has a single connector for the cables.

Bogie

[edit]

The DJF1 used two different types of bogies, the DDB-1 for motors and DTB-2 for trailers. These two bogies feature a different structure, though they were both developed using existing Sifang designs, while incorporating foreign designs for a bolsterless bogie. The bogies had two stage suspension, with the carriage resting on air cushioned springs of the second stage suspension, which in turn is on the springs of the first stage suspension.[23]

Carriage

number

1 2 3 4 5 6 7 8 9 10 11 12 13 14
Carriage

registration

DJF1-0001A

RZ25DD 110964 		YZ25DT 348274 YZ25DD 348272 YZ25DT 349110 YZ25DD 349106 YZ25DT 349111 YZ25DD 349107 YZ25DD 349108 YZ25DT 349112 YZ25DD 349109 YZ25DT 349113 YZ25DD 348273 YZ25DT 348275 DJF1-0001B

RZ25DD 110965
Type soft

seat

hard seat soft

seat

Traction ●● ●● 〇〇 〇〇 ●● ●● 〇〇 〇〇 ●● ●● 〇〇 〇〇 ●● ●● 〇〇 〇〇 ●● ●● 〇〇 〇〇 ●● ●● 〇〇 〇〇 ●● ●●
① ② ③ ④
Mc Tp M T M T M T M T M Tp Mc
Equipment driver's

cabin

traction

motors

pantographs

traction

converters

air

compressors

traction

motors

traction

motors

primary

transformer

air

compressors

traction

motors

primary

transformer

traction

motors

air

compressors

traction

motors

pantographs

traction

converters

driver's

cabin

traction motors

Occupancy 68 98 108 102 108 102 108 102 108 102 108 98 68
Notes additional cars built in 2002

See also

[edit]

References

[edit]
  1. ^ "DJF1动车组 - 动车组列车 - 中国动车组". china-emu.cn. Retrieved 2021-11-23.
  2. ^ "160km/h动力分散电动车组". Archived from the original on 10 October 2004.
  3. ^ 乔, 英忍. "我国铁路动车和动车组的发展(上)". 内燃机车. 2006 (1): 5.
  4. ^ "铁道部召开160km/h动力分散型交流传动电动车组技术设计审查会". 《电力机车与城轨车辆》. 株洲: 株洲电力机车厂. June 2001. ISSN 1672-1187.
  5. ^ a b "非人狂想屋 | 你的火车发源地 » 中原之星·不说再见" (in Chinese (China)). Retrieved 2021-11-23.
  6. ^ ""中原之星"动车组竣工交验". 中原铁道报. 2000-09-22. Archived from the original on 2013-04-28. Retrieved 2012-05-15.
  7. ^ ""中原之星"首次试车". 北方网. 2001-10-25. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  8. ^ ""中原之星"电动车组试验成功". 中原铁道报. 2001-11-27. Archived from the original on 2013-04-28. Retrieved 2012-05-15.
  9. ^ "湖南株洲—中国电力机车之都的60余年变迁". 新浪新闻. 2002-10-27. Archived from the original on 2004-04-21. Retrieved 2012-03-17.
  10. ^ "江泽民在河北考察时发表重要讲话". 人民日报. 2001-11-08. Archived from the original on 2004-11-04. Retrieved 2012-03-17.
  11. ^ "我国最先进的"子弹头"列车今晨投入运营". 人民网. 2001-11-18. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  12. ^ ""中原之星"迁站汉口". 人民网. 2001-12-29. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  13. ^ ""子弹头"列车5月11日开始停运"中原之星"扩编". 新浪新闻. 2002-05-13. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  14. ^ "我国新"中原之星" 电动车组竣工". 人民网. 2002-07-08. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  15. ^ ""中原之星"完成"扩容" 预计下月运营". 新浪新闻. 2002-09-10. Archived from the original on 2020-08-19. Retrieved 2012-05-15.
  16. ^ ""中原之星"子弹头快车盛装重现京广线". 新华网. 2002-10-02. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  17. ^ "临行卡壳半路抛锚 郑州"中原之星"列车多病惹人烦". 河南商报. 2005-10-08. Archived from the original on 2012-02-06. Retrieved 2012-05-15.
  18. ^ "T502次列车中途抢修 千余名乘客滞留湖北6小时". 新浪新闻. 2004-09-06. Archived from the original on 2016-03-04. Retrieved 2012-05-15.
  19. ^ 刘厚林、徐雪梅 (October 2001). "动力分散型交流传动电动车组设备布置及装饰". 《电力机车技术》. 24 (4). 株洲: 株洲电力机车厂: 19–22. ISSN 1007-0656.
  20. ^ a b 杨志华；陈成 (20 January 2001). "DJF1型动力分散交流传动电动车组". 电力机车技术. 25: 7–9, 12.
  21. ^ 忻力、李小红 (January 2002). "DJF1型动力分散交流传动电动车组用牵引变流器". 《电力机车技术》. 25 (1). 株洲: 株洲电力机车厂: 10–12. ISSN 1007-0656.
  22. ^ 成熹,李益丰 (2002). "DJF1型动力分散交流传动电动车组用JD112型异步牵引电动机". 电力机车技术.
  23. ^ 王松文、张洪、白深汉、虞大联 (July 2003). "大曲囊空气弹簧无摇枕转向架的性能及发展". 《铁道车辆》. 41 (7). 青岛: 四方车辆研究所: 1–5. ISSN 1002-7602.
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