The CRH380A Hexie () is a Chinese electric high-speed train that was developed by CSR Corporation Limited (CSR) and is currently manufactured by CRRC Qingdao Sifang. As a continuation of the CRH2-380 program it both replaces foreign (Japanese) technology in the CRH2 with Chinese developments and increases its top speed. The CRH380A is designed to operate at a cruise speed of  and a maximum speed of  in commercial service. The original 8-car train-set recorded a top speed of  during a trial run. The longer 16-car train-set reached .

CRH380A is one of four Chinese train series which have been designed for the new standard operating speed of  on newly constructed Chinese high-speed main lines. Officially, it is the only series of the four not based on a foreign design, and although it was not produced under a technology transfer agreement, there have been accusations that it is based on unlicensed Shinkansen technology.

The other three series are CRH380B, which uses technology from Siemens, CRH380C, with technology from Hitachi, and CRH380D, with technology from Bombardier Transportation.

Development

Development started in early 2008 during the research of CRH2-300 (later CRH2C). CSR Corporation conducted more than 1000 technical tests covering 17 specific areas such as dynamic performance, pantograph-catenary current collection, aerodynamics, and traction performance. These studies enabled CSR to develop technology allowed for increased maximum speed, and the findings were fed into designs for the new-generation high-speed train.

The original project was named "CRH2-350". On February 26, 2008, the Chinese Ministry of Science and Ministry of Railway (MOR) signed the Agreement on Joint and Independent Innovations of China High-speed Trains. CRH2-350 is one of the most important projects of this plan, the purpose of which is the development of Chinese-designed new-generation high speed trains with continuous operating speeds of , and maximum operating speeds of . The next generation of rolling stock is expected to be used on the Beijing–Shanghai high-speed railway. The project officially launched in 2009, and was included in the "Eleventh Five-Year Plan"'s technology support program for developing technology and equipment for China' s high speed trains.

Designs were driven by analysis of data and operational experience from the Beijing–Tianjin high-speed rail. The Ministry of Railway completed an initial series of system and subsystem designs, then provided CSR Sifang with primary data and design. CSR presented more than 20 design variations. After further optimization, simulation and testing, the final design was published in an official conference held by Sifang on April 12, 2010 with significant changes to traction system, internal amenities and exterior carbody design. A train model was exhibited in May at the China Railway Pavilion in the Shanghai World Expo Park.

In September 2009, Ministry of Railways awarded a contract for one hundred 16-car and forty 8-car new-generation high-speed trains from CSR Sifang Locomotive & Rolling Stock in a contract worth ¥45 billion (US$6.64 billion).

Technical features

According to CSR, the overall design of CRH380A reflects ten major goals.
 Low-resistance, streamlined head. The nose of the train has a resistance coefficient of less than 0.13, aerodynamic resistance was reduced by 6.1%, aerodynamic noise by 7%, aerodynamic lift by 51.7% and the lateral force acting on the head by 6.1%.
 Vibration mode system matching. The CRH380A uses a lightweight aluminum alloy body whose total weight is no more than , less than 17% of the entire vehicle; CSR has comprehensively improved the body structure, adopting a large number of new vibration damping materials. It also designed the bogie to match the performance of the body and optimized the train body's natural frequencies, which helps reduce structural vibrations at high speeds and improves ride comfort.
 Improved airtightness: The pressure changes inside the train are controlled to /s, with the maximum pressure change inside the train remaining below  compared with the standard value of . This improves passenger comfort when the train is entering and exiting tunnels at high speed.
 Safe and reliable high-speed bogies. The train is equipped with SWMB-400/SWTB-400 bolster-less bogies. These are a redesign of the SWMB-350/SWTB-350 bogies used by CRH2C; their critical instability speed is . The new train's derail coefficient is 0.34 at a speed of  while the maximum derail coefficient of the CRH2A is 0.73.
 Advanced noise control technology. By reducing sources of noise and adopting new sound absorbing and insulating materials, CSR has been able to control noise inside the train. The noise level is at 67 dB - 69 dB when running at , which is similar to the CRH2A running at .
 High-performance traction system, with YQ-365 motors manufactured by CSR Zhuzhou Electric Co., Ltd and CI11 Traction converters by Zhuzhou CSR Times Electric. The CRH380A has a new power unit configuration to maximize traction power. This allows the train to accelerate to  in 7 minutes.
 Regenerative braking with a maximum energy feedback rate of 95%. With each stop nearly 800 kWh of electric power can be fed back to the electric grid.

Variants

CRH380A/AL 
The first prototype eight-car train CRH380A was rolled off the production line in April 2010, and tested at the China Academy of Railway Sciences experimental loop line (Beijing loop line) starting from April 26, 2010. Trial runs on the Zhengzhou–Xi'an high-speed railway started on June 7, 2010.

The initial standard CRH380A trainsets was delivered in August 2010, The first test on conventional rail, based on a daily-service mode, was conducted on September 28, 2010.

The test was held on the Shanghai–Hangzhou Passenger Railway. The trainset with series number CRH380A-6001 reached the maximum speed of .

CRH380A entered service on September 30, 2010 in limited capacity to handle National Day traffic demand on the Shanghai–Nanjing high-speed railway line.

On October 26, 2010, CRH380A entered regular service at the Shanghai–Hangzhou passenger railway and Shanghai–Nanjing intercity railway. The maximum operational speed reaches , and this is always restricted by the software of the computerized control system. The travel time between Shanghai and Hangzhou reduced from 1 hour 18 minutes to 45 minutes. and travel time between Nanjing and Hangzhou reduced from 3 hours 19 minutes to 2 hours 48 minutes.

CRH380A started daily service at the Wuhan–Guangzhou high-speed railway as of December 3, 2010.

The CRH380AL is the 16 car version of the CRH380A. The first set of CRH380AL, series number CRH380A-6041L, rolled off line by October 2010. On November 8, 2010, the 16-car train was sent to Beijing loop line for test. On November 20, 2010, the train was sent to Beijing–Shanghai high-speed railway for trial run. On November 26, 2010, the first  test run at the Beijing–Shanghai high-speed railway was launched at Zaozhuang - Bengbu section. The trainset with series number CRH380A-6041L reached the maximum speed of  on December 3, 2010. During the test, It traveled  in 34 minutes, at average speed of .

MTR CRH380A 
On April 18, 2012, the MTR ordered nine CRH380A train sets for Guangzhou–Shenzhen–Hong Kong Express Rail Link, designated as Vibrant Express.

Train series number
 CRH380A : CRH380A-2501 ～ CRH380A-2540 and CRH380A-2641 ～ CRH380A-2925.
 CRH380AL : CRH380AL-2541 ～ CRH380A-2640.

Formation 

Each CRH380A has eight coaches, units with standard compartments were formed as follows:

Power Destination
 M - Motor car
 T - Trailer car
 C - Driver cabin
 P - Pantograph

Coach Type
 SW - Business Class Coach
 ZY - First Class Coach
 ZE - Second Class Coach
 CA - Buffet Car
 ZEC - Second Class Coach / Buffet Car
 ZYG - First Class Coach / Sightseeing Car
 ZEG - Second Class Coach / Sightseeing Car
 ZYT - First Class / Premier Coach
 ZET - Second Class / Premier Coach
 ZYS - First Class / Business Coach
 ZES - Second Class / Business Coach

CRH380A 

  Train No. CRH380A-2501 to CRH380A-2540
  Train No. CRH380A-2641 to CRH380A-2807, CRH380A-2809 to CRH380A-2827, CRH380A-2829 to CRH380A-2901

CRH380AL 

  Train No. CRH380AL-2541 to CRH380AL-2570
  Train No. CRH380AL-2571 to CRH380AL-2640

Distribution 
As of August 2017, there are 443 CRH380A series EMU in service. Three of these sets are testing trains.

Criticism
Kawasaki Heavy Industries claims the trains design was Shinkansen derived without citation to the previous technology.

See also
 China Railway CRH1
 China Railway CRH2
 China Railway CRH3
 China Railway CRH5
 China Railway CRH6
 China Railway comprehensive inspection trains
 Vibrant Express
 Fuxing (train)
 Fastest trains in China
 List of high-speed trains

References

External links
 

CRRC multiple units
High-speed trains of China
Electric multiple units of China
Passenger trains running at least at 350 km/h in commercial operations
Passenger trains running at least at 300 km/h in commercial operations
25 kV AC multiple units
Train-related introductions in 2010
CRH380A형 전철 또는 CRH2-380형 전철()은 중화인민공화국 철도부(중국 국철)가 새로 건설한 도시간 고속철도 여객 전용선에 영업 운전을 위해, 중국 남차 청도 사방 기차 차량의 CRH2C(CRH2-300) 형식의 전철을 기반으로 개발 중인 고속철도 차량이다. 중화인민공화국 철도부가 보유한 기술과 해외에서 이전된 기술을 함께 설계하여 생산된 고속철도 차량은 허셰호()로 불린다. CRH380A형은 동력 분산 방식의 교류구동 전차이고, 차체는 알루미늄 합금의 중공형재를 채택했다. 8량 편성은 CRH380A, 16량 편성은 CRH380AL로 분류했다.

그 밖의 모델은 지멘스 벨라로와 히타치의 기술로 개발된 CRH380B, CRH380C 모델과 봄바디어 트랜스포테이션의 기술로 개발된 CRH380D 모델이 있다.

개요 
새로운 선두차 디자인은 20가지 방안을 3D 시뮬레이션을 거쳐 5종으로 걸러내고, 8분의 1모형을 제작하여 공기 역학 시험이나 소음측정 등을 실시 결과 선정된 것으로, CRH2-150 편성 디자인을 사용하여 만들어지기 전에 선두차를 실제로 제작하여 2010년 5월부터 정시 여객 전용선(鄭西客運専用線)에서 시운전을 했다. 이 프로토타입 차체 표기는 "시차 CRH380A"라고만 적혀 있었다.

CRH380A 차량은 2010년 9월부터 최초로 후난 고속철도 노선에 우선 상용운행하기 시작했다.

같은 해 10월 26일에 후항 고속철도, 후난 고속철도에 투입하기 시작했다. 최고 영업 속도는 시속 355km/h로, 이는 컴퓨터 시스템 제어로 속도를 제한했기 때문이다. 이 열차의 도입으로 상하이에서 항저우를 오가는 시간이 1시간 18분에서 1시간 45분으로 시간이 단축되었다. 또한 난징에서 항저우간 소요 시간은 기존 3시간 19분에서 2시간 48분으로 단축되었다.

CRH380A는 2010년 12월 3일부터 우광 고속철도 노선에 운행하기 시작했다.

2012년 4월 18일, MTR에 CRH380A 차량 9대를 주문을 했는데 이는 광선강 고속철도 노선에 도입하기 위해 중화인민공화국 철도부에서 발주했다.

세부 모델

CRH380A 
CRH380A형 전철()은 편성은 총 8량 40편성이자 6M2T 편성으로 DSA350 형식 팬터 그래프를 사용하여 팬터 그래프의 양측은 입체 커버로 덮여있다. 1개의 편성은 일등 개인실로 달리는 일등석 차량(ZY)이 2량, 이등석 차량(ZE)이 3량, 관광석으로 이등석 차량(ZEG) 2량, 식당차 이등석 차량(ZEC) 1량이 된다. 일등 개인실을 제외한 모든 좌석은 회전이 가능하다. 2010년 9월 먼저 CRH380A - 6001 - CRH380A - 6010이 상하이 철로국에 투입되어 상하이-난징 고속철(沪宁城际高速铁路)과 상하이-항저우 고속철(沪杭客运专线) 전용선에 고속시험주행에 들어갔다.

2010년 9월 28일 CRH380A - 6001호 편성은 후항여객 전용선, 항저우 역에서 상하이 훙차오 역까지 시운전하는 열차로 11시 37분, 416.6km/h라는 중화인민공화국의 철도 최고 속도를 기록하여 보통 영업용 차량으로 세계 최고 속도 기록을 갈아치웠다. 2010년 9월 30일부터 10월 1일까지 CRH380A는 후닝 도시간 철도 임시 고속 열차로 투입하여 최초의 영업 운전을 했다. 2010년 10월 26일에 후항 고속철도()에 정식으로 투입되었다.

CRH380AL 
CRH380AL형 전철()은 CRH380AL의 총 편성은 100편성(CRH380A - 6041L ~ CRH380A - 6140L)을 계획하고 있다. 14M2T로 조직을 구성하며, 조직마다 총 출력은 20440kW, 전동차 유닛수 7, 주전 동기 56대, DSA350형 고속 집전장치를 채용하여 팬터그래프의 양측은 입체 커버로 덮는다. 1량의 특등석 차, 4량의 일등석 차량 10량, 이등석 차량 1량, 식당차로 구성된다. 일등석 차량은 2 +2열 좌석 배치로, 이등석 차량의 좌석 배치는 2+3 라인이다. 식당차, 이등석 차량을 제외한 모든 좌석은 회전 가능하다.

MTR CRH380A 

항철공사 CRH380A()는 홍콩의 항철공사에서 운영하는 고속열차로 광선강 고속철도 노선에 도입을 위해 생산된 고속철도 차량으로 오는 2018년부터 운행에 들어갈 예정이다. 9편성이 제작될 예정으로 2014년부터 3편성이 생산되었고 현재 시범 운행에 들어갔다.

객차 구성 
CRH380A는 8개의 코치가 있으며 구성은 다음과 같다.

 차량 대상
 M - M차량
 T - T차량
 C - 운전실
 P - 팬터그래프

 코치 유형
 SW - 비즈니스 클래스 코치
 ZY - 퍼스트 클래스 코치
 ZE - 세컨드 클래스 코치
 CA - 뷔페차
 ZEC - 세컨드 클래스 코치 / 뷔페차
 ZYG - 퍼스트 클래스 코치 / 전망대
 ZEG - 세컨드 클래스 코치 / 전망대
 ZYT - 퍼스트 클래스 / 프리미엄 코치
 ZET - 세컨드 클래스 / 프리미엄 코치
 ZYS - 퍼스트 클래스 / 비지니스 코치
 ZES - 세컨드 클래스 / 비지니스 코치

CRH380A 

 CRH380A-2501 ~ CRH380A-2540편성까지 해당된다.
 CRH380A-2641 ~ CRH380A-2807, CRH380A-2809 ~ CRH380A-2827, CRH380A-2829 ~ CRH380A-2901편성까지 해당된다.

CRH380AL 

 CRH380AL-2541 ~ CRH380AL-2570편성까지 해당된다.
 CRH380AL-2571 ~ CRH380AL-2640편성까지 해당된다.

현황

각주

같이 보기 
 MTR CRH380A
 CRH380B
 CRH380C
 CRH380D

외부 링크 

중국의 고속철도 차량