The thesis is focused on the possibility of using data from the measurement dynamic effects on the track structure to determine the condition of the underfilling track structure. Next, the thesis focuses on the analysis of the obtained signal and the determination of the position of the wheelsets in the measured signal. The wheelsets are an exciter of the dynamic response to the track structure, so for many applications, it is necessary to know the position of this excitation. As a secondary result of the analyses, can be obtained information about the technical condition of the wheelset, and can be also inferred other characteristics. We can divide into cargo sets vs. passenger, and between passenger sets, we can distinguish whether it is an electric unit, a locomotive with passenger cars, whether the train is pulled by a locomotive, or a control car is positioned at the front of the train and the set with a locomotive at the back is driven by a spur, etc.
Measuring in the field on a railway structure is often expensive, not only from the point of view of the equipment but also for securing human resources. Therefore, the goal is to create a cheap autonomous device that would not be difficult to install and would provide the necessary data about railway vehicles and railway construction. The developed autonomous module for measuring vibrations can provide this data, and based on it, it can subsequently be evaluated whether the structure was loaded by an individual railway car or an entire train set, which train set it was, how many cars the given set consisted of, how fast it was and other useful things information. Determining the speed of the train set and identifying the axles of the individual cars of this set is a basic task that must be solved before it is possible to proceed with further data processing.
The measurement of the acceleration of oscillations on the railway structure (i.e. vibrations) is carried out to determine the dynamic response of the structure to the passage of the train set and to determine the behaviour of the railway structure. Determining the individual axles of the train set is only an intermediate step to performing further analyses. The dynamic response signal of the train set is not directly intended for axle identification, however, by solving the axle identification from this signal, it was possible to greatly simplify and reduce the cost of the entire measuring system. So, it is not necessary to include another module in the assembly, which would be focused only on the identification of the axle and, in addition, would increase the price of the entire system and the perspective of its complexity (also from the subsequent installation on the track).
Determining the speed of the train set and the position of the individual wheels in the measured signal is a good starting point for performing subsequent analyzes of the state of underfilling of the rail grid and the behaviour of the railway structure over time.
Due to the smaller diversity of the vehicle fleet for passenger transport and also due to the smaller dispersion of the possible load from individual railway wagons, it is recommended to use only the load from the travel of the passenger train for the assessment of the condition of the railway structure in long-term measurements. Therefore, in the final phase, this work also deals with the issue of determining the type of train set.