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“超级高铁”时速达4000公里 “第五种交通方式”可行吗?

2017-09-06 09:00:43   中国经济网

8月的最后一天,一条科技新闻引发了舆论场“海啸”:中国航天科工集团公司宣布,正在推进结合了超声速飞行技术与轨道交通技术的“高速飞行列车”项目,时速有望高达4000公里。一旦实现,国内超级城市群便能形成1小时经济圈。

被称为“第五种交通方式”的“高速飞行列车”是个什么“鬼”?4000公里的时速,是否考虑过乘车群众“小心脏”的承受力?科技日报记者就此采访了有关专家。

有理论与技术基础 尚缺试验数据支撑

“在真空管道中运行4000公里时速,是基于现有技术基础上的推断,有一定理论和技术基础,但缺乏实验依据。”西南交通大学超导中心教授赵勇说。

国防科技大学磁浮技术工程研究中心教授李杰也认为,依据磁浮原理,磁浮列车速度确实可以“无极限”。4000公里时速,理论上可行。

不过,理想很丰满,现实仍“骨感”。

赵勇介绍,要实现目标速度,至少有三大问题待解:如何低成本获得真空管道以及管道维护;如何确保高速运动下磁浮系统的动力学稳定性;如何保证高速运动下的直线驱动效率。“这些都需要实验数据支撑。”

磁浮列车主要涉及悬浮、导向、牵引等核心关键技术。时速1000公里以上的超高速列车,如何稳定悬浮、且“不跑偏”,如何获得与超高速相匹配的牵引技术,都需要一步步向前推进。

根据我国轨道交通国家标准,中低速磁浮列车,每10米允许的“跑偏”误差不超过3毫米。高速磁浮列车每跨“跑偏”误差必须控制在1毫米以内。对于1000公里以上的“超级高铁”,其误差控制精度,则更高。

如何让它“不跑偏”?

航天科工集团三院三部主任助理、高速飞行列车项目技术负责人毛凯介绍,目前开展的多项关键技术攻关中,有一项高温超导磁悬浮技术正是要解决这个问题。

2014年,西南交通大学搭建了全球首个真空管超高速磁悬浮列车原型测试平台,实验环线半径为6米。有两个课题组开展了在真空管道中的高温超导磁浮问题研究。其中,一组偏重载人磁浮系统研究,目前在平台中载人运行可达时速30公里。另一组则偏重高速运动下的动力学行为,在平台中运行可达时速160公里。

“我们的高温超导磁浮技术,是基于高温超导体与永磁体间的抗磁和磁通钉扎作用,是一种由材料内在特性决定的被动悬浮。它具有结构简单、安全、自导向、节能环保等优势。”赵勇说。正因为其“自导向性”,确保了在合理轨道设计下列车沿轨道稳定运行的可能。“严格说,它是‘非理想第二类超导体的迈斯纳效应、磁通钉扎’与‘量子磁浮记忆效应’的结合。”

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