Many accidents on the railways can lead to a question of how safe the vehicle’s tracks are and how their safety is being tested at all. Like other vehicles, they have to pass a series of tests.
No new train will run on the tracks in Esk. He must go through a series of approval women who teach that the machine meets the standards and requirements that are required of him in the Czech Republic.
After the vehicle has been constructed, a type test is performed with the prototype. A number of these tests run statically, such as strength and compression tests, are described by Jaromr Bittner, Director of the Road Vehicles Department. These tests will verify that this vehicle has been designed to be strong enough.
Nrazov exams are practically not done physically, but usually replace the sweat.
Chassis strength tests can also be performed physically. In the Czech Republic, the Dynamic Testing Laboratory of the Research and Testing State of Pilsen is equipped for this purpose.
Today’s vehicles, and when driving on rails or roads, the chassis is loaded with a number of systems from engines, brakes or wheelsets to suspension. Each console integrated into the chassis frame is operable when starting, braking, and even in non-standard situations. The ability to withstand these forces is regulated by technical standards, and in order to approve the chassis for series production, it is necessary to verify their properties by testing, explain the company’s representatives.
Such a test may take several months to prepare the structure for which the vehicle is being tested. As a result, it also increases the durability of all components and their connections and preserves the operating parameters of the chassis for the expected service life of the vehicle, ie for about 30-40 years.
Newly manufactured trains must comply with standards that require a certain strength resistance of the entire glass.
The rigidity of the glass is determined by static loading by longitudinal and vertical forces, adds Bittner.
Image from the thermal imager, showing a scan of individual locomotives after the warm-up test. During the test, compliance with the sweaty cooling and ventilation parameters is assessed
After type and strength tests, enter a series of driving tests. You have to check whether the train’s brake system, traction, and in various components work first, but how the noise of the train when driving creates its aerodynamic properties. Last but not least, the wind or air conditioning is checked.
Then the tests are performed, which must be performed in real operation on the track. During them, the dynamic effects on the track and turning are described, describes the course Bittner.
Even in this field, the Czech Republic is a sought-after country. The Velim test circuit is used not only by manufacturers from Europe, but also by men’s stations. They appreciate the ability to provide power for 10 MW locomotives or the ability to supply electricity in the five power systems used in Europe.
The railway circuit belongs to the company. It is a unique test polygon, on which trains can be tested up to a speed of 210 kilometers per hour and trains with tilting technology and up to 230 kilometers. This is the fastest route in the Czech Republic.
Others compare it to how the mathematical models of the manufacturer match the performance.
Within three years, this circuit could be improved, which can test trains with maximum autonomy.
We went to the circuit in Velim several times, once at a time when the esk scratches on the figure showed what happened to the body when the train passed. And so how long does it take the train to stop from cruising speed.
The rest of the train is placed on high traffic.
Before the final loading of the locomotives, the so-called technical-safety tests are performed, where each locomotive must prove that it stops safely at the specified braking force. The tests are performed at a speed of 210 km / h on a test circuit in Velim u Kolna
Active safety features include high-quality brakes, anti-slip systems and a stabilization system. These are elements which, by their nature, help to prevent accidents. A passive element is, for example, a safe housing construction. I can include a seat, a headrest… Here, on the other hand, these are elements that are intended to minimize the consequences of an accident, including Bittner safety elements.
And don’t dogs have safety for the seats on the train?
This possibility has not been considered and is not being considered at present. Electric vehicles are designed so that this is not necessary. In this case, it should be remembered that not all buses have safety dogs (vehicles for city or city traffic, on the contrary, long-distance buses for regular transport must be equipped with dogs), concludes the D series.
With cargo and passengers in two years at the earliest
Only when the train meets all standards, requirements and passes the tests, can it go into real operation.
The duration of the type tests is different, most of them are performed well on the Drn ad before the stimulus. Bad for the capacity of test rooms and first-time people to evaluate them. It is possible that the minimum period is two years. Jaromr Bittner describes the process in cases where a test fails, the manufacturer performs the technical rights and the tests have to be repeated.
The manufacturer must keep in mind that the requirements of his machine may change during the test. According to the director of Drnho ad, the so-called technical specifications for interoperability are revised every seven years. In cases where a test fails, the manufacturer will perform the technical rights and the tests must be repeated.