Dopravní stavby - Fakulta stavební - Vysoké učení technické v Brně

8212th International Scientific Conference, April 20-22, 2009 Brno, Czech RepublicAnalysis No.: Loc. - Drive I – Section 3, II – 1, I - 5 / 7-04-1995Comparison section: No.I – Section 3 ( t = 0-1,5 s, c=40 km/h ), No. II – Section 1 ( t = 3-4,5 s,c=60 km/h), No.I – Section 5 ( t = 8-9,5 s, c=80 km/h), DISYS, f vz =1000 HzI-5/80 km/hVertical acceleration of axle box: No.I-5, Transducer A1 / BK 8306, For f = (0 – 250 Hz )I-3/40 km/hI-5/80 km/hII-1/60 km/hConslusionAnalysis DISYS: Power spectra, f = (0 – 250 Hz ), N=512, Transducer A1 / BK 8306The paper describe only methodology that has been developed in the straight track section. Thepractical application require measurements in curvatures, varying train speeds and impulsive events inturnouts etc.• Measurement of axle-box vibration provides a practical, cost effective means of identifyingdeteriorating sections of the track. The level deterioration in the track is qualified in terms of theincrease in axle-box vibrations (wheelset vibration), as a function of distance along each rail and time.• The axle-box acceleration data are presented in terms of the dynamic forces generated by railvehicleor trains and give resulting vibration levels of the track structure.• Generally we can find out three basic processes associated with the analysis of wheelsettrajectories or with the track irregularities: Measured sections presented in this paper were straightsections in the main line in the sector Žilina – Varín and passages of switch in station sections. Typicalvibration levels of vertical acceleration peak achieved values of 10 – 14 m/s 2 and peaks in frequencyrange lie in f ≈ (0 – 100 Hz).References[1] Moravčík M., Moravčík M: Mechanika železničných trait. Teoretická analýza a simulácia úlohmechaniky železničných tratí. EDIS ŽU v Žiline 2002, 312 p. ISBN 80-7100-984-9.