FORCE-BASED ASSESSMENT OF WELD GEOMETRY · 14 ECS Presentation on Weld GeomPresentation on Weld...
Transcript of FORCE-BASED ASSESSMENT OF WELD GEOMETRY · 14 ECS Presentation on Weld GeomPresentation on Weld...
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ECSECS Presentation on Weld Geometry Standards and RAILPROFPresentation on Weld Geometry Standards and RAILPROF
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FORCE-BASED ASSESSMENTOF
WELD GEOMETRY
FORCE-BASED ASSESSMENTOF
WELD GEOMETRY
Coenraad EsveldCoenraad EsveldDelft University of Technology
Esveld Consulting ServicesDelft University of Technology
Esveld Consulting Services
ECSECS Presentation on Weld Geometry Standards and RAILPROFPresentation on Weld Geometry Standards and RAILPROF
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TRACK LOADSTRACK LOADS • Wavelength λ• Frequency f• Wavelength λ• Frequency f λ =
vf
λ =vf
λ[m]λ[m]
Wav
eleng
th
Wav
eleng
th
Rollin
g de
fects
Rollin
g de
fects
Balla
st an
d Fo
rmat
ion
Balla
st an
d Fo
rmat
ion
Wel
dsW
elds
Hertzian spring
Hertzian springW
heels
Wheels
BogieBogie
Sprung mass
Sprung mass1000-100 Hz
1000-100 Hz
100-20 Hz
100-20 Hz
20-5 Hz
20-5 Hz
5-0.7 Hz
5-0.7 Hz
0.30.3 33 1010 120
120
Dynamic ForcesDynamic Forces Passenger comfort (Track Recording Cars)Passenger comfort (Track Recording Cars)
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Tonnage [MGT]
% per 20 MGT
UIC 54 CWR 100% = 1700 km
0 50 100 150 200 250 300 350
10
20
30
NP 46 CWR 100% = 1300 km
TONNAGE BORNE ON NS PER 01-01-1988 TONNAGE BORNE ON NS PER 01-01-1988
25 - 30 years25 - 30 yearsInfraspeed contract ~ 750 - 900 MGTInfraspeed contract ~ 750 - 900 MGT
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TONNAGE BORNE ON UNION PACIFIC TONNAGE BORNE ON UNION PACIFIC
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DAMAGE DUE TO POOR WELD GEOMETRYDAMAGE DUE TO POOR WELD GEOMETRY
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EXISTING WELD GEOMETRY STANDARDSEXISTING WELD GEOMETRY STANDARDS
For exampleVersine: 0 < p < 0.3 mmFor exampleVersine: 0 < p < 0.3 mm
p < 0.3 mmp < 0.3 mm
Grind off topGrind off top
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Wheel follows rail irregularities;Dynamic part of contact force is governed by:Wheel follows rail irregularities;Dynamic part of contact force is governed by:
z
v
u(t) = z(t) M
K
dynF (t) = Mz(t)&&dynF (t) = Mz(t)&&
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dyn 2
d zF = Mv
dxα
22
dyn 2
d zF = Mv
dxα
ACCELERATION APPROACHACCELERATION APPROACH
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with:with:
dyn eF (t) M z(t)= &&dyn eF (t) M z(t)= &&
VELOCITY APPROACH (1)VELOCITY APPROACH (1)Assumption: Equivalent wheel mass is proportional to wavelength:Assumption: Equivalent wheel mass is proportional to wavelength:
e0 0
1 1 vM ML M
L L f= =e
0 0
1 1 vM ML M
L L f= = 2 v
z zLπ
=&& &2 v
z zLπ
=&& &and:and:
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The dynamic contact force as a function of the first time derivative:The dynamic contact force as a function of the first time derivative:
dyn0
2 vF M z
Lπ
= &dyn0
2 vF M z
Lπ
= &
VELOCITY APPROACH (2)VELOCITY APPROACH (2)
The dynamic contact force in terms of the spatial derivative, including calibration factor β:The dynamic contact force in terms of the spatial derivative, including calibration factor β:
2dyn
0
M dzF v
L dxβ= 2
dyn0
M dzF v
L dxβ=
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QI ≤ 1: Accepted QI > 1: RejectedQI ≤ 1: Accepted QI > 1: Rejected
max, actual max,actual
norm
norm
dzF dx
QI 1 OKdzFdx
= = ≤ ⇒max, actual max,actual
norm
norm
dzF dx
QI 1 OKdzFdx
= = ≤ ⇒
QUALITY INDICES (QI)QUALITY INDICES (QI)
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0dz 2 2
z 0.15 0.3 mraddx 3
π πλ
= = ≈0dz 2 2
z 0.15 0.3 mraddx 3
π πλ
= = ≈
RAIL MANUFACTURINGRAIL MANUFACTURING3mλ = 3mλ =
02z 0.3mm=02z 0.3mm=
02 x
z z sinπλ
= 02 x
z z sinπλ
=
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2tot stat
0
02
M dzQ Q v
L dxdz 1 L 1
Qdx M v
β
β
= + ⇒
< Δ
2tot stat
0
02
M dzQ Q v
L dxdz 1 L 1
Qdx M v
β
β
= + ⇒
< Δ
EXTENSION TO HEAVY HAUL AND HSL (1)EXTENSION TO HEAVY HAUL AND HSL (1)
Total wheel load versus velocity:Total wheel load versus velocity:
Qmax is approximately 450/2 kN = 225 kNM = 2,000 kgQmax is approximately 450/2 kN = 225 kNM = 2,000 kg
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EXTENSION TO HEAVY HAUL AND HSL (2)EXTENSION TO HEAVY HAUL AND HSL (2)
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Intervention values for Heavy Haul and HSL lines:Intervention values for Heavy Haul and HSL lines:
EXTENSION TO HEAVY HAUL AND HSL (3)EXTENSION TO HEAVY HAUL AND HSL (3)
0.50.01985280/2High-Speed
1.40.05630100/2Heavy Haul
1.80.07040225/2Conventional
Norm value[mrad]
v [m/s][kN]
0.50.01985280/2High-Speed
1.40.05630100/2Heavy Haul
1.80.07040225/2Conventional
Norm value[mrad]
v [m/s][kN]
0
dz Mdx L
β⋅
0.50.01985280/2High-Speed
1.40.05630100/2Heavy Haul
1.80.07040225/2Conventional
Norm value[mrad]
v [m/s][kN]
0.50.01985280/2High-Speed
1.40.05630100/2Heavy Haul
1.80.07040225/2Conventional
Norm value[mrad]
v [m/s][kN]
0
dz Mdx L
β⋅QΔ
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FORCE-BASED STANDARDSFORCE-BASED STANDARDS
1.4 mrad50 kN100 km/h
0.7 mrad140 kN300 km/h
InclinationFDynVelocity
0.9 mrad65 kN200 km/h
1.8 mrad35 kN140 km/h
2.4 mrad15 kN80 km/h
3.2 mrad5 kN40 km/h
QI=1QI=1
Con
vent
iona
lC
onve
ntio
nal
HS
LH
SL
HH
HH
Impl
emen
ted
in R
AIL
PR
OF
Impl
emen
ted
in R
AIL
PR
OF
Tota
l for
ce in
prin
cipl
e 22
5 kN
Tota
l for
ce in
prin
cipl
e 22
5 kN
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NEW VERSUS OLD NORMNEW VERSUS OLD NORM
1.00.30Old Norm
0.70.21300 km/h
Inclination [mrad]
Versine[mm]
Velocity
0.90.27200 km/h
1.80.54140 km/h
2.40.7280 km/h
3.20.9640 km/h
0dz 2
zdx
20.3 1.0 mrad
2
πλπ
=
= ≈
0dz 2
zdx
20.3 1.0 mrad
2
πλπ
=
= ≈
02 x
z z sinπλ
= 02 x
z z sinπλ
=
2mλ = 2mλ =
02z02z
0z 0.3mm=0z 0.3mm=
For 80 km/h the new norm is 2.4 times more favorable than the old norm, provided short waves have been ground off.For 80 km/h the new norm is 2.4 times more favorable than the old norm, provided short waves have been ground off.
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LATERAL GEOMETRY STANDARDSLATERAL GEOMETRY STANDARDS
0.5 mm300 km/h
VersineVelocity
0.5 mm200 km/h
0.5 mm140 km/h
0.7 mm80 km/h
1.0 mm40 km/h
QI=1QI=1
Impl
emen
ted
in R
AIL
PR
OF
Impl
emen
ted
in R
AIL
PR
OF
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ASSESSMENT OLD AND NEW ON PRORAILASSESSMENT OLD AND NEW ON PRORAIL
RP002432RP002432
RP002945RP002945
RP002949RP002949
RP003125RP003125
Old norm: Rejected, New: OK
Old norm: Rejected, New: OK
Old norm: OK, New: Rejected
Old norm: Rejected, New: Rejected
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SELECTION ON PRORAILSELECTION ON PRORAIL
0
0.2
0.4
0.6
0.8
1
Cum
ulat
ive
Freq
uenc
y
CDFMoerdijk - Dordrecht (VSRT)Delft - Den HaagLage Zwaluwe - Hollands Diep
0 1 2 3 4 5 6 7 8 9Weld Quality Index [-] (140 km/h)
81%
60%
31%
1.8 mrad (140 km/h)1.8 mrad (140 km/h)
Limit at 80 km/hLimit at 80 km/h
100 welds per group100 welds per group
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OLD VERSUS NEW STANDARDSOLD VERSUS NEW STANDARDS
0
0.2
0.4
0.6
0.8
1
Cum
ulat
ive
Freq
uenc
y
0 1 2 3 4 5 6 7 8 9 10 11 12 13Maximum Absolute Inclination of Weld Geometry (25 mm base) [mrad].
46%
New Standards300 140 80 40 km/h
Old Norm (0 – 0.3 mm)Independent of line speed16 % passed
3%
58%
73% Population 239 welds
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DYNAMIC FORCEDYNAMIC FORCE
y = 18,62x + 20,93R2 = 0,09
0
50
100
0 0,25 0,5 0,75 1 1,25
versine [mm]
max
. dyn
. con
tact
forc
e [k
N] y = 4,33x
R2 = 0,91
0
50
100
0 5 10 15 20
max. discretised gradient (5 mm basis) [mrad]m
ax. d
yn. c
onta
ct fo
rce
[kN
]
Low correlationforce and versineLow correlation
force and versineHigh correlation
force and QIHigh correlation
force and QI
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The value of 0.5 mrad as max. inclination for HSL was changed to 0.7 mrad based on 100 measurements of new HSL rails;97 % of rails is better than 0.7 mrad → QI = 1;Standard can only be achieved by QI via Electronic StraightedgeIn new tracks apply grinding train (Plasser GWM).
The value of 0.5 mrad as max. inclination for HSL was changed to 0.7 mrad based on 100 measurements of new HSL rails;97 % of rails is better than 0.7 mrad → QI = 1;Standard can only be achieved by QI via Electronic StraightedgeIn new tracks apply grinding train (Plasser GWM).
HSL STANDARDHSL STANDARD
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RAIL & WELD GEOMETRY HSLRAIL & WELD GEOMETRY HSL
0.00
20.00
40.00
60.00
80.00
100.00
0.05
0.35
0.65
0.95
1.25
1.55
1.85
2.15
2.45
2.75
3.05
3.35
3.65
3.95
4.25
QI for 300 km /h
Cum
ulat
ive
dist
ribu
tion
%
W eldsRails
QI=
10.
7 m
rad
QI=
10.
7 m
rad
97 %97 %
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0
0.2
0.4
0.6
0.8
1C
umul
ativ
e Fr
eque
ncy
(%)
CDFbefore grinding trainafter grinding train
0 1 2 3 4 5Weld Quality Index [-]
12%
64%
WELD GRINDING HSL-SOUTH WITH GWMWELD GRINDING HSL-SOUTH WITH GWM
0.7
mra
d0.
7 m
rad
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WELD STRAIGHTENING VIA STRAITWELD STRAIGHTENING VIA STRAIT
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F ~ 300 kNF ~ 300 kNSTRAITSTRAIT
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WELD GRINDING VIA PLASSER GWMWELD GRINDING VIA PLASSER GWM
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PLASSER GWM EXAMPLESPLASSER GWM EXAMPLES
Esveld, C.: ‘STRAIT: Innovative Straightening of Welds, Rail International, Schienen der Welt, July 1983.
Esveld, C.: ‘STRAIT: Innovative Straightening of Welds, Rail International, Schienen der Welt, July 1983.
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Procedure:Sample weld geometry with digital straightedgeFilter measured signalDetermine 1st derivative (inclination)Normalize with intervention value for line speed Calculate QI.QI < 1: OK, otherwise: grinding.
Procedure:Sample weld geometry with digital straightedgeFilter measured signalDetermine 1st derivative (inclination)Normalize with intervention value for line speed Calculate QI.QI < 1: OK, otherwise: grinding.
PRACTICAL IMPLEMENTATION (1)PRACTICAL IMPLEMENTATION (1)
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PRACTICAL IMPLEMENTATIONPRACTICAL IMPLEMENTATION
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EXAMPLES OF PDA SCREENS (1)EXAMPLES OF PDA SCREENS (1)
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EXAMPLES OF PDA SCREENS (2)EXAMPLES OF PDA SCREENS (2)
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EXAMPLES OF PDA SCREENS (3)EXAMPLES OF PDA SCREENS (3)
Now seconds addedNow seconds added
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PDA SCREENPDA SCREEN
V = 140 km/hQI = 1.06V = 140 km/hQI = 1.06
QI uniquely shows where to grindQI uniquely shows where to grind
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RAILPROF INTERIORRAILPROF INTERIOR
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Data transfer to PC
Data transfer to PC
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DES
KTO
P S
OFT
WA
RE
DES
KTO
P S
OFT
WA
RE
All data and graphs can be shown on a PC;Results in pdf-format can directly be emailed to customer.All data and graphs can be shown on a PC;Results in pdf-format can directly be emailed to customer.
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Exam
ple
of H
SL-S
outh
Exam
ple
of H
SL-S
outh
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CONCLUSIONS (1)CONCLUSIONS (1)1. Theory based on first derivative works fine in practice;
2. Steel straightedge is absolutely inadequate;
3. Instead electronic straightedges with QI (RAILPROF);
4. High correlation of force and QI, low correlation with versine;
5. With RAILPROF QI measurement: You see what you do;Higher quality;Less rejections provided short waves are ground properly (also negative welds allowed); Extension of life cycle.
1. Theory based on first derivative works fine in practice;
2. Steel straightedge is absolutely inadequate;
3. Instead electronic straightedges with QI (RAILPROF);
4. High correlation of force and QI, low correlation with versine;
5. With RAILPROF QI measurement: You see what you do;Higher quality;Less rejections provided short waves are ground properly (also negative welds allowed); Extension of life cycle.
40
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CONCLUSIONS (2)CONCLUSIONS (2)6. New, high quality rails have a first derivative < 0.7 mrad;
7. Mechanical grinding (GWM) is inevitable to achieve such an accuracy for weld geometry;
8. The presented concept is very well applicable to heavy haul tracks and high-speed tracks.
6. New, high quality rails have a first derivative < 0.7 mrad;
7. Mechanical grinding (GWM) is inevitable to achieve such an accuracy for weld geometry;
8. The presented concept is very well applicable to heavy haul tracks and high-speed tracks.
41
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CONCLUSIONS (3)CONCLUSIONS (3)9. Validation will be carried out early 2006 by TU Delft:
Dynamic track force measurements at welds for different trains atdifferent speeds;Axle box acceleration measurements;RAILPROF measurements;Statistical analysis to determine relationships.
9. Validation will be carried out early 2006 by TU Delft:Dynamic track force measurements at welds for different trains atdifferent speeds;Axle box acceleration measurements;RAILPROF measurements;Statistical analysis to determine relationships.
RAILPROF Geometry
RAILPROF Geometry
Force Measurements with Gotscha
Force Measurements with Gotscha
Axle Box Accelerations
Axle Box Accelerations
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SOME EXAMPLES OF HSL SOUTHSOME EXAMPLES OF HSL SOUTH
START OF DESKTOP SOFTWARESTART OF DESKTOP SOFTWARE
RP430320051017133533.xmlRP430320051017133533.xmlSerialSerial year, month, dayyear, month, day hh,mm,sshh,mm,ss
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