DELIVERABLE 2.8 - urban track

Figure 3.11
Figure 3.12
Figure 3.13
D0208_STIB_M24.doc
TIP5-CT-2006-031312 Page 34 of 44
URBAN TRACK Issued: August 13, 2008
Quality checked and approved by project co-ordinator André Van Leuven
Viennese transition curves eastern side to Vienna (right track) and western side (left track)
Differenzrichtungsswinkel [gon]
0,1
0,08
0,06
0,04
0,02
-0,04
-0,06
-0,08
Richtungswinkeldifferenz Wiener Bogen - Klothoide
0
276070
-0,02
276110 276150 276190 276230 276270 276310
Station s [m]
pHHMP7-pKloth
© Hasslinger
Differenzquerlagen [m]
0,03
0,02
0,01
-0,01
-0,02
-0,03
Differenzquerlage Wiener Bogen- Klothoide kubische Integration im optimalen System
0
276070 276110 276150 276190 276230 276270 276310
Differences of angle of direction and track displacements (transverse shift) from the clothoid
Differenzüberhöhung [mm]
10
8
6
4
2
-4
-6
-8
-10
Überhöhungsdifferenz Wiener Rampe - gerade Rampe
0
276070
-2
276110 276150 276190 276230 276270 276310
Station s [m]
ABSuMP7-ABSuK
Differences of cant to constant cant gradient
© Hasslinger
A comparison between the conventional and modern track alignment shows the main differences and
demonstrates the main vantages of the Viennese Curve.
Stations [m]
y3HHMP7-yKloth
The conventional geometry shows, that at the connections the centre of gravity of the vehicle is undefined
and poor guided. Due the high accelerations of the vehicle causes large guiding forces. The shape of the
cant gradient is obtained by large forces with high and unknown loadings of the track, which causes
kinks.
In opposite the modern track alignment is everywhere well defined and the centre of gravity of the
vehicle is guided calm. Low accelerations cause low guiding forces. The shape of the cant gradient of the
© Hasslinger