DELIVERABLE 2.8 - urban track

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3.4. MEASUREMENTS D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 36 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven The verification of the advantages of modern track alignment design compared to conventional one is done by measurement of accelerations at the metro train of Wiener Linien. The main task is to find the influence of track alignment design by measurement of the accelerations at the vehicle. The measurements were done with extremely sensitive, low frequency, accelerometers (applied sub critical, displacement s = F/c = - a/�0², �0 = 2(((f0 characteristic frequency). The first test-measurement with 8 channels was realized one morning and followed by the main-measurement of the track geometry with up to 18 channels in 3 nights during pause of normal operation. The measurement of the whole metro net with 20 channels each line was realized twice in two days during normal operation with high frequency sensors in up-direction at the axle bearings. Accelerometers were mounted on the axle bearings in transverse (low frequency) and vertical (middle frequency for ripple) direction, in the middle of the bogies, at the bottom of the vehicle’s body in longitudinal, transverse (triaxial) and vertical direction over both bogies and in the middle, at the left and right outer walls in vertical direction and beneath the roof in transverse direction approximately over both bogies. Marker equipment with inductive approach switch for the exact spatial determination of the vehicle’s position was used. Therefore, mean values could be taken for different runs at the same position. A series of measurement runs were performed at the night both in travelling and in reverse direction and at different speeds. The procedure for three test-curves at the metro U4 was the following: Production of the ideal old conventional geometry with clothoid and constant cant gradient. Measurement of accelerations with measurement train. Re-tamping to Viennese transition curve and cant gradient. Measurement of accelerations with measurement train. Evaluation of the actual accelerations relative to the nominal accelerations (maximal 0,654 m/s²). Calculations of the dispersions = SQRT(variances) of the mean accelerations within the vehicle’s body in [m/s²].
Figure 3.16 D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 37 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven Comparison old and new alignment design track 2 section C travelling direction Between Vienna U4 stations Friedensbrücke and Spittelau at track 1 between Friedensbrücke and a switch connection and further on between that connection and the begin of tunnel to Spittelau each a clothoid with constant cant gradients was substituted by modern Viennese transition curves and cant gradients and at the other track 2 for the reverse direction between the switch connection and Friedensbrücke the same was done for one transition curve and cant gradient.
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Page 11 and 12: Figure 2.3 Figure 2.4 Lateral widen
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Page 17 and 18: 2.6. KARLSRUHE (VBK) Figure 2.9 Rai
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Page 31 and 32: Figure 3.6 Figure 3.7 Bezogene Übe
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