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Organisationseinheit der BAM
Eingeladener Vortrag
- nein (4)
CCQM-K143 is a key comparison that assesses participants’ ability to prepare single element calibration solutions. Preparing calibration solutions properly is the cornerstone of establishing a traceability link to the International System of Units (SI), and therefore should be tested in order to confirm the validity of CCQM comparisons of more complex materials. CCQM-K143 consisted of participants each preparing a single copper calibration solution at 10 g/kg copper mass fraction and shipping 10 bottled aliquots of that solution to the coordinating laboratory, the National Institute of Standards and Technology (NIST). The masses and mass fraction for the prepared solutions were documented with the submitted samples.
The solutions prepared by all participants were measured at NIST by high performance inductively coupled plasma optical emission spectroscopy (HP-ICP-OES). The intensity measurements for copper were not mapped onto values of mass fraction via calibration. Instead, ratios were computed between the measurements for copper and simultaneous measurements for manganese, the internal standard, and all subsequent data reductions, including the computation of the KCRV and the degrees of equivalence, were based on these ratios. Other than for two participants whose measurement results appeared to suffer
from calculation or preparation errors, all unilateral degrees of equivalence showed that the measured values did not differ significantly from the KCRV. These results were confirmed by a second set of ICP-OES measurements performed by the Physikalisch-Technische Bundesanstalt (PTB). CCQM-K143 showed that participants are capable of preparing calibration solutions starting from high purity, assayed copper metal.
Similar steps are involved when preparing solutions for other elements, so it seems safe to infer that similar capabilities should prevail when preparing many different, single-element solutions.
Different approaches have been attempted so far to reduce fuel consumption and linked pollutants, including vehicle equipment and design, with rational driving style being recognized as a potential source of fuel savings. However, no specific methodology had been suggested so far to assess fuel economy of driving other than the fuel consumed itself. In this paper, the Standard deviation of driving acceleration has been found to be directly associated to fuel consumption, so that the less dispersion of the driving acceleration, produces the lower fuel consumptions and emissions. Such metric could be thus used to assess driving style.
The transportation of liquids involves several situations derived from the curved shape of the cargo containers, including a comparatively high center of gravity, which negatively shifts when the container is partially loaded, and the vehicle is subjected to steering or braking accelerations. Aiming at reducing these effects several experimental approaches have been applied, involving different tank shapes and the use of baffles, tested under laboratory or field conditions, at full scale or at a down-scale. However, the scope of such approaches has been limited, mainly because the potential effect of other components of the vehicle on the road tanker behavior, has been neglected. In this paper, a critical review is presented of the experimental approaches considered so far, identifying specific experimental needs to improve the performance of the vehicles, from both the road safety and the environmental perspective.
Externalities of the road transportation are multidimensional in nature and involve the road-vehicle interaction under different environmental conditions. Estimating the pavement and vehicle damage potentials as a function of the condition sunder which such interaction takes place, is important to avoid accelerated or catastrophic damages in these systems. Such an assessing is crucial from the perspective of pricing the effects of the vehicle on the infrastructure and vice versa. The existing models for pricing such interaction, critically depends on gross average statistical models. In this paper, it is proposed a deterministic approach to realize such an assessment, based upon validated approaches for the pavement damage. The simulation scheme considers different degrees-of-freedom vehicle models, and a discrete asphalt pavement, that make possible the simulation of massive traffic situations on realistic road lengths.
Regardless of the mode of transportation, directional changes generate greater forces on the infrastructure as a result of the lateral load transfer and of the respective steering forces in the vehicles. In the case of Railway transportation, a concentrated damage occurs in the rail at the initiation of the turning maneuver, whose magnitude depends on the bogie´s yaw stiffness and on the level of friction at its centre plate. To mitigate such rail-damaging effects, some new designs have been proposed and used for the bogies´ wheelset. However, no new designs for the centre plate have been used. In this paper, a review of the causality for the forces arising during Railway Vehicle's turn negotiations, is presented, including the description of a modeling framework to analyze the influential Parameters for determining the magnitude of such forces.
The efficiency and safety of railway transportation depend both on numerous factors linked to the vehicle, the infrastructure, the operator and the environment. Curved tracks are subjected to demanding situations due to elevated stress levels, as a function of the operating conditions and vehicle/infrastructure design. In such segments, steering forces are superimposed to lateral load transfers. The steering forces depend on the condition and the design of the centre plate and bogies’ suspensions design. While the friction at the centre plate provides the needed damping to mitigate the hunting vibration of the bogie in straight track segments, such yaw resistance originates high steering forces and rail damage on curved tracks. A centre plate with low friction at turns and high friction at straight track segments would thus be highly advantageous. In this paper, a centre plate design is proposed which provides a yaw-rotation resistance torque that depends on the bogie-car relative position. Two different designs are considered for that purpose, one that combines a spring-acted centring mechanism with a lower pair kinematics, while the other one involves higher kinematic pairs which should incorporate lateral damping elements. As a result of using an engineering design approach, the higher kinematic pairs-based design is recommended however, the validation of such operational principles, including the introduction of the needed damping, should be configured on the basis of experimental models.
Scaled-down experimental facility: Can reproduce actual failures; can produce simulated data for identifying cracks in the substructure or other defects. The acceleration data can be converted into an equivalent deformation. The experimental facility can analyse dynamic loads. Equivalent force data: Facilitates the application to a health monitoring system; simplifies the development of predictive maintenance. These data is helpful in validating analytical or simulation models.
Wheel forces generate stresses in the rail as a function of several vehicle and infrastructure characteristics and operating conditions. The different components of the wheel forces develop strains in the rail which contain an elastic and hysteretic (irreversible) components. The irreversible deformations of the rail would be associated with locomotive energy losses. In this paper, a testing facility is proposed to indirectly characterize the level of stresses in the rail, in terms of the energy that is lost during tuming maneuvers. Different potentially influential factors are considered, including the friction at the Center plate, the wheelbase length, the distance between bogies and the radius of the curved track. The change
in the potential energy during a U-turn displacement is measured. In this respect, an experimental model under this operating principle, aimed at validating such a principle of Operation, reveals a significant effect of the friction at the center plate on the energy lost during turning maneuvers, and consequently, on the level of stresses in the rail.
Exposure of pressure vessels to fire can result in catastrophic explosion and escalation of accidents. The safe transportation of cargo in pressure vessels therefore requires knowledge of what will happen to the cargo in the event of a vehicle derailment or rollover resulting in fire exposure. The chapter presents an overview of selected testing and modelling work undertaken to understand the thermohydraulic processes within a vessel that drive pressurization during fire. A series of experiments highlighting the importance of adequate design and selection of protection systems are summarized. It is concluded that pressure relief alone is typically insufficient to prevent vessel rupture, but the combination of relief and thermal coatings can be effective.