中國科學院研制的中國未來雙層高鐵動車組概念模型被媒體披露，引發(fā)關注。

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據(jù)介紹，該雙層動車組瞄準國際市場，低重心，大容量，雙層動車也能跑出時速350公里。同時整車采用輕量化設計，復合制動控制，安全節(jié)能環(huán)保。

雙層動車到底長什么樣？

請看《環(huán)球時報》英文版雙語報道：

Recently revealed pictures of an alleged conceptual model of China's next-generation high-speed double-decker train have made quite a splash, with Chinese researchers positively speculating that it is "no problem" to develop such a 350-kilometers-per-hour train.

最近發(fā)布的中國下一代高速雙層列車概念模型圖片引起轟動，中國研究人員積極預測研發(fā)出時速350公里的雙層動車“沒問題”。

The pictures were picked up by Chinese media including the Science and Technology Daily, an official paper administered by the Ministry of Science and Technology, and the model, according to the paper's report, was made by the Chinese Academy of Sciences (CAS).

模型圖片最早由科技日報等中國媒體披露，據(jù)稱圖片中的雙層動車組模型是由中國科學院（CAS）制作的。

Although there is no further information on the conceptual model mentioned in the report, the paper cited Zhang Weihua, a professor at Chengdu-based Southwest Jiaotong University, as saying that China, just like traditional high speed train powerhouses such as France and Germany, is advocating the development of double-decker bullet trains in a bid to expand the vehicles' ridership and make them run more economically and efficiently.

新華社報道在接受科技日報記者采訪時，西南交通大學教授張衛(wèi)華表示傳統(tǒng)高鐵強國德國、法國均提倡雙層動車組技術，來提高旅客乘坐能力，提供運能，提高經濟性。中國也在積極提倡研發(fā)這一技術。

"There won't be any problem to run these double-decker trains at a speed of 350 kilometers per hour, equivalent to the country's single-deckers, as long as we solve the design technique problems related to lowering the center of gravity on the coaches, increasing the coaches' capacity, and so on," said Zhang.

“就速度來說，只要解決了低重心和大容量等設計技術問題，單層速度跑時速350公里，雙層動車速度也應該沒問題。”張衛(wèi)華說。

According to the paper, the most critical challenge lies in that the high-speed double-decker vehicle would likely lose stability from the centrifugal force on fast turns.

科技日報報道，車體高速轉彎時會因離心力作用導致失穩(wěn)，這將成為雙層高鐵動車組研制中最關鍵的問題。

However, Zhang stated that such an issue could be solved as the center of gravity can be lowered.

張衛(wèi)華認為，只要車體重心低，在規(guī)定的平衡速度下，即離心力和曲線超高的重力橫向分量抵消，安全性不僅沒有問題，而且會更好。

公開資料顯示，在傳統(tǒng)的高鐵強國，雙層動車組技術已經比較成熟了。

According to the official website of the Europe-based makers of rail equipment Alstom, the company's Avelia Euroduplex to date is the only double-decker in the world running above 300 kilometers per hour.

歐洲的軌道交通制造商阿爾斯通公司官網顯示，其設計的Euroduplex列車，是目前世界上唯一時速能超過300公里的雙層動車組。

Japan's E4 series double-decker carriages, which debuted in 1997, have a seating capacity of 1,634, the largest in the world among high-speed trains.

而日本雙層的高鐵動車組新干線E4系列車于1997年就上線運行，定員1,634人，是世界載客最多的高速車輛。

"China is technically ready for designing and manufacturing such double-decker high-speed trains," Jia Limin, a leading expert in high-speed trains and a professor at Beijing Jiaotong University, told the Global Times on Tuesday.

賈利民，北交大高鐵首席專家、教授，告訴《環(huán)球時報》記者“我國在雙層高鐵動車組問題上無論是研發(fā)制造還是運營維護都不存在技術問題。”

Whether or not to manufacture such trains depends on the national railway authorities' overall planning and calculation, he noted. Such a pricy upgrade must bring back reasonable profits, Jia said.

他認為是否要建造這樣的高鐵要看國家運營部門對于其經濟性的考量。他認為如此昂貴的升級必須帶來合理的利潤。

Jia also pointed out that the actual market needs do exist on busy routes in the eastern plains, including lines such as Beijing-Shanghai and Shanghai-Hangzhou, where it is not uncommon for tickets to sell out.

他認為在我國東部平原線路確實有雙層動車的現(xiàn)實需求，比如說京滬線、滬杭線經常發(fā)生車票售罄的情況。

Jia suggested running such double-decker carriages during peak holidays and switching to regular single-decker could be a workable mode for the operators.

他建議可以考慮節(jié)假日用雙層，平時用一般單層的模式。

但是也有專家表示了疑慮。

Sun Zhang, a railway expert and professor at Shanghai Tongji University, told the Global Times that while it was legitimate to prepare double-decker technology for the long term, it should not be top priority in the short run.

高鐵專家、同濟大學教授孫章認為建設雙層動車組可以作為科研項目準備，但不應該是首要的任務。

That top priority, according to Sun, should be "a regular single-decker high speed system in the less developed middle and western parts of the country."

他告訴《環(huán)球時報》記者中國高鐵現(xiàn)階段的主要矛盾不是運能不足，而是要在中西部這樣的待發(fā)展地區(qū)增加游客出行的需求。