Chinese high-speed rail equipment "going out"

Chinese high-speed rail equipment "going out"

The “going out” of high-speed rail EQUIPMENT is not only a cooperation of traditional high-end international technology and industry, but also a global layout and national strategy for the long-term development of the country.

Accelerate the promotion of China's high-speed rail equipment "going out"

After several years of introducing absorption, digestion, and independent innovation, China's high-speed rail equipment has formed a nationwide high-speed EMU R&D, manufacturing, and service industrial chain, and has established a high-tech EMU product technology platform with world-leading standards. Today, China has become the country with the most complete high-speed rail system technology, the highest integration capability, the longest operating mileage, the highest operating speed, and the largest scale of construction.

At the same time, the pace of overseas expansion of China's high-speed rail equipment has gradually accelerated, and exports of high-speed rail equipment and components have also spread to more than 50 countries and regions in Asia, Africa, Oceania and the Americas.

It should be noted that the "going out" of high-speed rail equipment in China is not only a cooperation in the traditional high-end areas of international technology and industry, but also a global layout and national strategy for the long-term development of the country. At present, the United States, Russia, Australia, Brazil, South Africa and other countries have proposed large-scale high-speed railway construction development and development prospects. On the one hand, it has brought rare development opportunities for China’s high-speed rail equipment to “go global”. On the one hand, it also enables China’s high-speed rail equipment to “walk”. Going out is facing more intense international market competition.

"Going out" still faces many problems First, the original innovation capability still needs to be improved. Although the number of patents for high-speed rail equipment in China is increasing year by year, the number of patents is still relatively small compared to foreign advanced enterprises. The reasons are as follows: First, China's high-speed railway equipment industry is currently focusing on product development and application, basic research and development investment is insufficient, and the original innovation capabilities such as science and technology reserves, design simulation, analysis and calculation, and experimental verification need to be improved. Secondly, there is a lack of clear division of labor in the technological innovation of the high-speed rail equipment industry, lack of research reserves for basic research and technology integration engineering in universities and research institutes, unsuitable R&D directions and enterprise orientation, and technical problems that cannot keep up with the pace of enterprises.

Second, the standard system is relatively weak. At present, China's high-speed rail equipment manufacturing industry's standard-setting capabilities need to be improved. The entire industry lacks a standardized, unified, and perfect standard system in terms of design, manufacturing, and certification. Relatively speaking, Germany, France, Japan and other high-speed rail manufacturing countries have established relatively perfect industrial standard systems. As a result, China's high-speed rail technology needs to obtain these standards before entering overseas markets to enter other countries' markets.

In addition, China's high-speed rail equipment technology mainly comes from Canada's Bombardier, Japan's Kawasaki Heavy Industries, Germany's Siemens, and France's Alstom. The technical standards are different. In the bidding competition for international engineering projects, due to the lack of corresponding standards certification, it is at a disadvantage.

Third, intellectual property protection needs to be strengthened. Although our country has strengthened the application for high-speed railway intellectual property, and has established a corresponding standard system in many subsystems. However, due to the fact that China originally introduced related technologies from foreign companies, it has not been recognized by the international community in certain aspects and objectively caused the high-speed rail equipment technology to be exported as a whole. Independent R&D has been questioned to some extent. .

On the other hand, foreign companies with high-speed rail technology are the first to apply for patents in countries where China may export high-speed rail technologies, and use patented advantages to compete with China for high-speed rail projects. At present, intellectual property rights are still the main issue that restricts the “going out” of high-speed rail equipment in China. Even intellectual property rights and the number of patents often play a decisive role in bidding for a certain project.

In addition, the brand value still needs to be improved. The participation of China's high-speed railway equipment in international competition is still in its infancy. There are fewer world-class corporate brands with international influence. Take the EMU as an example. Only the CRH380A has its own core technology in terms of traction converters, network control, and head-type design, and the brand recognition of the market is not high. Although China South Locomotive Group entered the Global 500, indicating that China's high-speed rail equipment brands have gradually been accepted internationally, the characteristics of the brand are not as clear as those of other countries.

Fifth, commercial service capabilities are still insufficient. The development of high-speed railway equipment from multinational companies to system integrators has become the mainstream trend in the industry, while high-speed rail equipment companies in China are still in the development stage of product R&D, manufacturing, and sales. They are exploring the business of rail transit business services and providing business services. Due to insufficient capacity, the service business of CNR and CNR only accounts for about 10% of the total business volume.

Sixth, the integration of manufacturing technology and information technology is backward. The production of high-speed rail equipment manufacturing enterprises in China is in the stage of numerical control (NC) and computer numerical control (CNC), and the utilization rate of robots is less than 5%.

Dangerous work processes and quality-sensitive processes still need to be manually operated. The structural analysis software, fatigue analysis software, and circuit simulation software required for R&D and design are imported. The digital prototype of product development is still in its infancy.

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