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Наука та прогрес транспорту. Вюник Дншропетровського нацюнального унiверситету залiзничного транспорту, 2018, № 3 (75)
ЗАЛ1ЗНИЧНА КОЛ1Я
UDC 625.141-047.37
S. FISCHER1*, A. NEMETH2*, D. HARRACH3*, E. JUHASZ4*
1 Dep. «Transport Infrastructure», Szechenyi Istvan University, Egyetem Sq., 1, Gyor, Hungary, 9026, tel. + 36 (96) 613 544, e-mail fischersz@sze.hu, ORCID 0000-0001-7298-9960
2Dep. «Transport Infrastructure», Szechenyi Istvan University, Egyetem Sq., 1, Gyor, Hungary, 9026, tel. + 36 (96) 613 544, e-mail nemeth.attila@sze.hu, ORCID 0000-0002-3477-6902
3 Dep.«Structural and Geotechnical Engineering», Szechenyi Istvan University, Egyetem Sq., 1, Gyor, Hungary, 9026, tel. + 36 (96) 613 541, e-mail harrach.daniel@sze.hu, ORCID 0000-0003-4819-8506
4 Dep.«Transport Infrastructure», Szechenyi Istvan University, Egyetem Sq., 1, Gyor, Hungary, 9026, tel. + 36 (96) 613 544, e-mail era__juhasz@hotmail.com, ORCID 0000-0002-5544-3146
SPECIFIC ASSESSMENT METHOD OF RAILWAY BALLAST PARTICLE DEGRADATION BASED ON UNIQUE LABORATORY TEST
Purpose. There are specific, standardized laboratory test methods to assess railway ballast particle degradation; they are the Los Angeles (EN 1097-2) and the Micro-Deval abrasion (EN 1097-1) tests. These testing methods can't take into consideration the real railway stress-strain circumstances of ballast materials, and they particles. In this paper the authors represent a specific laboratory fatigue breakage test of railway ballast materials. With this kind of testing method, the deterioration process of railway ballast particles can be assessed more realistic and precisely. Methodology. A special layer structure is built-up with elastic sublayer system and 30 cm thick ballast samples (from two different type andesite base rocks) that is loaded by dynamic, pulsating forces. Particle size distribution functions have to be recorded before and after a more million cycle fatigue test, but intermediate measurements are also executed. The measured data should be processed, and different parameters have to be calculated that are offered by international literature and researches. The test doesn't consider the particle breakage due to hand-made and machine-made tamping, but it can simulate particle degradation due to more years' railway traffic in laboratory circumstances. Findings. There is a development after the R&D work made and published in 2014: in 2017 and 2018 years the ballast particle deterioration process is given according to more intermediate fatigue cycles with individual measurements, that show more precise «picture» about the full particle degradation, i.e. breakage process. The authors give more precise correlation functions between the calculated parameters and load cycles during fatigue. Originality. The paper summed up the results of a specific developed laboratory test method for assessment of the breakage process of railway ballast particles according to two different railway ballast materials from andesite base rocks. Practical value. The results help with the calculation of approximate time interval of required ballast screening (cleaning) work in the future. This research is supported by the UNKP-17-4 New National Excellence Program of Ministry of Human Capacities.
Keywords: railway ballast material; particle degradation & breakage; specific laboratory test method; dynamic fatigue test
Purpose
In the EU's 2014-2020 Finance Programme Hungarian railway construction and rehabilitation projects can be financed by more than thousand billion Hungarian Forints, from which quantity of money important railway projects can be executed. The important part of these projects is the ballast that is the most component of superstructure. In
nowadays practice it is obvious aspect that required quality ballast [3, 5, 13-22] is achievable in requested quantity.
In the followings the authors point to those criteria because of that the future view is more shaded, and which are prescribed that special rock physics tests (Los Angeles and Micro-Deval abrasion tests) are highly suggested with more real loading conditions than the standardised tests considering available stone-rock qualities' limits.
Наука та прогрес транспорту. Вюник Дншропетровського нацюнального унiверситету залiзничного транспорту, 2018, № 3 (75)
The grains' original - base rock-dependent -abrasion properties can be hardly modified by technology methods, these are mostly depending on «aggregate asset» and rocks' mechanical characteristics. In professional events more and more presentations are made about the fact that environmental, nature-reservational, heritage-protective, etc. regulations hitting the stone-mining industry aggravated year by year generally mean such restrictions [13, 14] on the access of the natural wealth that might lead to problems in base material supply and increasing quality hazard on the medium term.
The authors think it a base problem that the ability for railway ballast material is internationally required the Los Angeles abrasion and Micro-Deval abrasion tests [15, 16] in the product standard [17]. These laboratory tests are not able to simulate the real evolved stresses of railway ballast (it should be mentioned that in case of e.g. asphalt and concrete road pavements' «stone skeleton» [1, 10, 11] these laboratory tests are not the optimal solution, either). For the objective judgement of conformability special laboratory breakage test has to be used that consider the more real operation circumstances and stresses.
After the international literature review, the authors represent the own, unique solution for a special laboratory test procedure (method) that is able to simulate the stresses more realistic. The results are comparable to the conventional, standardised abrasion (degradation) tests [15, 16], the degradation qualifying parameters used internationally [8, 9, 12], as well as required cycle of ballast cleaning work [2, 12].
Methodology
In 2014 an R&D was made with the finance support of Colas Eszakko Ltd.; the public information were published in [6, 7]. Below these results are shortly detailed:
- there is no strong correlation between any degradation parameters and their change, as well as the measured and calculated rock mechanic parameters. This result wasn't unexpected because of the base assembly of laboratory tests (rotating steel drum filled with ballast particles with or without steel balls vs. a «box» filled with ballast, pulsated by dynamic cyclic force),
- in the article [4] the particle degradation due to tamping technology was examined in the labora-
tory, the authors of this paper weren't able to verify neither physical nor mathematical correlation between the Los Angeles abrasion value of the samples and the particles shape parameters,
- the time interval values of ballast cleaning-screening work were determined according to earlier experience data of MAV (Hungarian Railways) and international literature [2, 12].
The authors have supplementary plans compared to the research executed in 2014: more accurate measurement of the variation of ballast grains' degradation as a function of pulsating cycles (or elapsed time during the fatigue test) with the manner detailed below:
- testing of minimum two types of ballast samples with different rock mechanic properties (ballast samples from Colas Északko Ltd.),
• ballast sample #1: LARB=19%, MdeRB=17%,
• ballast sample #2: LARB=16%, MdeRB=4%,
- fatigue tests connected to railway ballast material samples, definition of PSD (particle size distribution) before and after fatigue tests with the following load cycles: 0.1 million; 0.2 million; 0.5 million; 1 million and 1.5 million; 3 million and 5 million (the authors modified the initial plan and they will execute measurements with maximum 5 million cycles, but in this way they don't have the opportunity to make measurements with 3 separate measures),
- separate ballast sample should be for each fatigue test, i.e. the test series will be like the following:
• ballast sample should be cleaned and washed (the particles more than 22.4 mm are needed for the tests),
• PSD should be determined (BP - before pulsating test),
• 0.1 million loading cycles should be utilized,
• PSD should be determined (AP - after pulsating test),
• the ballast sample has to be thrown
away,
• another (new) ballast sample should be cleaned and washed (the grains more than 22.4 mm are needed for tests),
• PSD should be measured (BP - before pulsating test),
Наука та прогрес транспорту. Вюник Дншропетровського нацюнального унiверситету залiзничного транспорту, 2018, № 3 (75)
used,
0.2 million loading cycles should be
• PSD should be determined (AP - after pulsating test),
• the ballast sample has to be thrown
away,
• etc. until 5 million loading cycles.
- FV [12], BBI [9] parameters have to be determined,
- grain quantity d<22.4 mm, d<0.5 mm, d<0.063 mm, the ratio d60/d10, moreover M and X [8] parameters should be defined,
- the goal is to effort determine mathematical-physical trends and correlation between characteristics (see above point) and loading cycles of fatigue test.
The noticed measurements are also performed using of fresh railway ballast samples from andesite base rocks, as these measurements were executed in the research in 2014. The dynamic fatigue test series were able to be begun in March, 2018, the full results is able to be published in June, 2018.
Findings
In this paper the authors are able to sentence the results until 3 million loading cycles, because the measurements with fatigue tests are done as follows:
- ballast sample No. 1: 0.1 million; 0.2 million; 0.5 million, 1.5 million and 3 million;
- ballast sample No. 1: 0.1 million; 0.2 million; 0.5 million, 1 million and 3 million.
Fig. 1-8 represent the calculated parameters as a function of number of loading cycles (all the particle size distribution functions are not published because of the limited content only the calculated parameters that can be calculated from that).
6 5 4 3 2 1 0
0.00 2.00 4.00 6.00
Number of loading cycles (106)
FV -after pulsating -sample #1
FV -after pulsating -sample #2
Power regr. function (FV -after pulsating -sample #1) Power regr. function (FV -after pulsating -sample #2)
Fig. 1. Function of parameter FV (%) as a function of number of loading cycles related to both ballast samples
0.14 0.12 0.1 0.08 £0.06 0.04 0.02 0
0.00 2.00 4.00 6.00
Numberof loading cycles(106)
BBI - sample #1
BBI - sample #2
-Linear regr. function (BBI -sample #1)
Linear regr. function (BBI sample #2)
Fig. 2. Function of parameter BBI as a function of number of loading cycles related to both ballast samples
4.50 4.00 3.50
53.00
^2.50 e2.00
Й150 тз1.00
0.50 0.00
0.00 2.00 4.00
Number of loading cycles (106)
d<22.4 mm - after pulsating - sample #1
♦ d<22.4 mm - after pulsating - sample #2
Power regr. function
- d<22.4 mm - after pulsating - sample #1)
Power regr. function
- d<22.4 mm - after pulsating - sample #2)
Fig. 3. Function of parameter d<22.4 mm (%) as a function of number of loading cycles related to both ballast samples
0.18 0.16 0.14 )0.12 ~ 0.10 E 0.08
S 0.06
v
d0.04 0.02 0.00
d<0.5 mm - after pulsating - sample #1
d<0.5 mm - after
0.00 2.00 4.00 6.00
Number of loading cycles (106)
pulsating - sample
#2
Power regr . function
- d<0.5 mm - after
pulsating - sample
#1)
Power regr . function
- d<0.5 mm - after
pulsating - sample
#2)
Fig. 4. Function of parameter d<0.5 mm (%) as a function of number of loading cycles related to both ballast samples
0.09 0.08 0.07 0.06 0.05 0.04 0.03 0.02 0.01 0.00
0.00 2.00 4.00
Number of loading cycles (106)
d<0.063 mm - after pulsating - sample #1
d<0.063 mm - after pulsating - sample #2
-Linear regr. function
- d<0.063 mm - after pulsating - sample #1)
Linear regr. function
- d<0.063 mm - after pulsating - sample #2)
Fig. 5. Function of parameter d<0.063 mm (%) as a function of number of loading cycles related to both ballast samples
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Наука та прогрес транспорту. Вюник Дншропетровського нацiонального унiверситету залiзничного транспорту, 2018, N° 3 (75)
Fig. 6. Function of parameter d6o/dio ratio as a function of number of loading cycles related to both ballast samples
■ M ratio - sample #1
♦ M ratio - sample #2
-Power regr.
function (M ratio -sample #1)
-Power regr.
0.00 2.00 4.00 6.00 function (M ratio -
Number of loading cycles (106) samp|e #2)
Fig. 7. Function of parameter M ratio as a function of number of loading cycles related to both ballast samples
■ Lambda ratio -sample #1 ♦ Lambda ratio -sample #2
0.9850 0.9800 0.9750 £ 0.9700 = 83
^ 0.9650 0.9600 0.9550 0.9500 0. 00 N jm be r 2. of 00 o ad nc c 4. yc 00 le s ( 10 6) 6. Power regr. function (Lambda ratio -sample #1) Power regr. 00 function 00 (Lambda ratio -sample #2)
Fig. 8. Function of parameter X ratio as a function of number of loading cycles related to both ballast samples
Originality and practical value
According to the Fig. 1-8 the following results can be determined, that are not the final results of the research, and they consider the maximum 3-million-fatigue cycles (not the 5 million):
- there are significant correlation (R2>0.8) related to four calculated parameters from the eight (as a function of number of loading cycles), the regression functions are power regression function: • FV, i.e. the parameter that can forecast the necessity of ballast bed screening, this parameter is recommended by the South African Railways [12],
• d<22.4 mm (in mass percent) related to after pulsating,
• M and A parameters [8] that are recommended by researchers from the BME (Budapest University of Technology and Economics) (now the authors used the M and A ratios: the ratio of numbers after pulsating and before pulsating, respectively).
- The regressions are not significant (neither with linear, nor with power regression functions) related to the other four calculated parameters,
- in detailed analysis (considering only the significant correlations) the authors can highlight the fact, that «speed» of the breakage (the tangent of the functions) is higher related to ballast sample #2 than ballast sample #1, that is very interesting because both the LARB and MDERB parameters are better (lower) for ballast sample #2,
- to be able to sentence final results the missing measurements are needed (i.e. the measurements until dynamic fatigue with 5 million loading cycles).
Conclusions
This article introduces a research's results (but not the final results) supported by UNKP-17-4 New National Excellence Program of Ministry of Human Capacities. The accurate topic in the UNKP project is the «Innovative breakage test method of railway ballast material». In the authors' earlier paper the up-to-date international research achievements were resulted related to conventional (standardized) and non-conventional (non-standardized), additionally seperate laboratory breakage and abrasion test methods and DEM simulations of ballast materials. The research plan was introduced and detailed for 2017 and 2018 years, it can be scored as the enhancement of the earlier research. The authors sentenced the results of the laboratory tests in the consideration of the maximal 3 million fatigue cycles for the two different andesite railway ballast samples. The developed method seems to be adequate for evaluating of the degradtion process of railway ballast material according to railway.
Acknowledgements
This paper is supported by the UNKP-17-4 New National Excellence Program of Ministry of Human Capacities.
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Наука та прогрес транспорту. Вюник Дншропетровського нацiонального унiверситету залiзничного транспорту, 2018, N° 3 (75)
21. Sadeghi, J. M. Developing Track Ballast Characteristic Guideline In Order To Evaluate Its Performanc / J. M. Sadeghi, J. Ali Zakeri, M. Emad Motieyan Najar // International Journal of Railway. - 2016. - Vol. 9. -Iss. 2. - P. 27-35. doi: 10.7782/IJR.2016.9.2.027
22. Track ballast in Austria: Parts 1, 2, 3 [Electronic resource]. - P. 1-11. - Available at: https://www.plassertheurer.com/fileadmin/user_upload/Mediathek/Publikationen/ri_12888990.pdf. - Title from the screen. - Accessed : 14.05.2018
С. Ф1ШЕР1*, А. НЕМЕС2*, Д. ХАРРАЧ3*, Е. ЮХАС4*
1 Каф. Инфраструктура транспорту», Ушверситет 1штвана Ce4eHi, пл. Унiверситетська, 1, Д'ер, Угорщина, 9026, тел. + 36 (96) 613 544, ел. пошта fischersz@sze.hu, ORCID 0000-0001-7298-9960
2 Каф. Инфраструктура транспорту», Ушверситет 1штвана Сечет, пл. Ушверситетська, 1, Д'ер, Угорщина, 9026, тел. + 36 (96) 613 544, ел. пошта nemeth.attila@sze.hu, ORCID 0000-0002-3477-6902
3 Каф. «Будшельне проектування та шженерна геолопя», Ушверситет 1штвана Cеченi, пл. Унiверситетська, 1, Д'ер, Угорщина, 9026, тел. + 36 (96) 613 541, ел. пошта harrach.daniel@sze.hu, ORCID 0000-0003-4819-8506
4 Каф. Инфраструктура транспорту», Ушверситет 1штвана Сечеш, пл. Ушверситетська, 1, Д'ер, Угорщина, 9026, тел. + 36 (96) 613 544, ел. пошта era__juhasz@hotmail.com, ORCID 0000-0002-5544-3146
СПЕЦ1АЛЬНИЙ МЕТОД ОЦ1НКИ РУЙНУВАННЯ ЧАСТОК ЗАЛ1ЗНИЧНОГО БАЛАСТУ НА ОСНОВ1 УН1КАЛЬНОГО ЛАБОРАТОРНОГО ВИПРОБУВАННЯ
Мета. 1снують спещальш стандартизованi методи лабораторних випробувань для оцiнки руйнування ча-стинок залiзничного баластного шару - це випробування на стирання Лос-Анджелес (EN 1097-2) i Мшро-Деваль (EN 1097-1). Щ методи випробувань не враховують реальш умови напружено! деформацп залiзнич-них баластних матерiалiв. Основною метою роботи е спещальне лабораторне випробування на утомне руйнування залiзничних баластних матерiалiв. Такий метод випробування дозволяе бшьш реалiстично i точно оцiнити процес зносу часток матерiалу залiзничного баластного шару. Методика. Спещальну шарувату структуру, укрiплену пружним нижнiм шаром i баластними зразками товщиною 30 см (i3 двох рiзних порвд андезитового щебеню), навантажують динамiчними, пульсуючими силами. Cлiд записати функци розподiлу розмiрiв часток до i пiсля проведення бiльше шж мiльйона тестiв на циклiчну втому, а також виконати про-мiжнi вимiрювання. Потрiбно опрацювати вимiрянi даш й розрахувати рiзнi параметри, запропоноваш в мь жнародних наукових дослвдженнях. Випробування не враховуе руйнування часток внаслвдок механiчного чи ручного тдбивання баласту, але дозволяе в лабораторних умовах iмiтувати руйнування часток ввд багаторь чно! дil залiзничного руху. Результати. Пiсля науково-дослiдних i дослшно-конструкторських розробок руйнування баластного шару в 2014 рощ було опублшэвано наукове дослвдження. В 2017-2018 роках досль дження процесу руйнування часток баласту були представлеш з урахуванням бшьш складних циклiв наван-таження, яш мали iндивiдуальне оцiнювання. Це дае б№ш точне уявлення про повне пошкодження часток баластного матерiалу, тобто про процес руйнування. Автори подають уточнеш кореляцiйнi функци мгж роз-рахунковими параметрами й циклами навантаження пвд час випробувань на втому. Наукова новизна. У цш робот пiдсумованi результати розробленого лабораторного методу випробувань для оцшки процесу руйнування часток баластного матерiалу залiзничного полотна iз двох рiзних порвд андезитового щебеню. Практична значимкть. У подальшому результати можуть бути використаш для обчислення приблизного часового штервалу, необхвдного для виконання робгт iз очищення баласту. Це дослщження виконане вiдповiдно до нацюнально! програми вдосконалення UNKP-17-4 Мiнiстерства можливостей людини.
Ключовi слова: залiзничний баластний матерiал; пошкодження й руйнування часток; спещальний метод лабораторних дослiджень; випробування на динамiчну втому
Наука та прогрес транспорту. Вюник Дншропетровського нащонального унiверситету залiзничного транспорту, 2018, № 3 (75)
С. ФИШЕР1*, А. НЕМЕС2*, Д. ХАРРАЧ3*, Е. ЮХАС4*
1 Каф. «Инфраструктура транспорта», Университет Иштвана Сечени, пл. Университетская, 1, Дьер, Венгрия, 9026, тел. +36 (96) 613 544, эл. почта fischersz@sze.hu, ORCID 0000-0001-7298-9960
2Каф. «Инфраструктура транспорта», Университет Иштвана Сечени, пл. Университетская, 1, Дьер, Венгрия, 9026, тел.+ 36 (96) 613 544,эл. почта nemeth.attila@sze.hu, ORCID 0000-0002-3477-6902
3 Каф. «Строительное проектирование и инженерная геология», Университет Иштвана Сечени, пл. Университетская, 1, Дьер, Венгрия, 9026, тел. +36 (96) 613 541, эл. почта harrach.daniel@sze.hu, ORCID 0000-0003-4819-8506 4*Каф. «Инфраструктура транспорта», Университет Иштвана Сечени, пл. Университетская, 1, Дьер, Венгрия, 9026, тел. +36 (96) 613 544, эл. почта era__juhasz@hotmail.com, ORCID 0000-0002-5544-3146
СПЕЦИАЛЬНЫЙ МЕТОД ОЦЕНКИ РАЗРУШЕНИЯ ЧАСТИЦ ЖЕЛЕЗНОДОРОЖНОГО БАЛЛАСТА НА ОСНОВЕ УНИКАЛЬНОГО ЛАБОРАТОРНОГО ИСПЫТАНИЯ
Цель. Существуют специальные стандартизированные методы лабораторных испытаний для оценки разрушения частиц железнодорожного балластного слоя - это испытания на истирание Лос-Анджелес (EN 1097-2) и Микро-Деваль (EN 1097-1). Данные методы испытаний не учитывают реальные условия напряженной деформации железнодорожных балластных материалов. В работе представлено специальное лабораторное испытание на усталостное разрушение железнодорожных балластных материалов. Такой метод испытания позволяет более реалистично и точно оценить процесс износа частиц материала железнодорожного балластного слоя. Методика. Специальная слоистая структура, укрепленная упругим нижним слоем и балластными образцами толщиной 30 см (из двух разных пород андезитового щебня), нагружается динамическими, пульсирующими силами. Следует записать функции распределения размера частиц до и после проведения более чем миллиона испытаний на циклическую усталость, а также выполнить промежуточные измерения. Необходимо обработать измеряемые данные и рассчитать различные параметры, предложенные в международных научных исследованиях. Испытание не учитывает разрушение частиц в результате механической или ручной подбивки балласта, но позволяет в лабораторных условиях имитировать разрушение частиц от многолетнего действия железнодорожного движения. Результаты. После научно-исследовательских и опытно-конструкторских разработок разрушения балластного слоя в 2014 году было опубликовано научное исследование. В 2017-2018 годах исследования процесса разрушения частиц балласта были представлены с учетом более сложных циклов нагрузки и имели индивидуальное оценивание. Это дает более точное представление о полном повреждении частиц балластного материала, т. е. о процессе разрушения. Авторами представлены уточненные корреляционные функции между расчётными параметрами и циклами нагрузки во время испытания на усталость. Научная новизна. В данной работе подытожены результаты конкретного разработанного лабораторного метода испытаний для оценки процесса разрушения частиц балластного материала железнодорожного полотна из двух различных пород андезитового щебня. Практическая значимость. В дальнейшем результаты могут быть использованы для вычисления приблизительного временного интервала, необходимого для выполнения работы по очистке балласта. Данное исследование выполнено в соответствии с национальной программой совершенствования UNKP-17-4 Министерства возможностей человека.
Ключевые слова: железнодорожный балластный материал; повреждение и разрушение частиц; специальный метод лабораторных исследований; испытание на динамическую усталость
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Ass. Prof. D. M. Kurhan, Dr. Sc. (Tech.) (Ukraine) recommended this article to be published
Received: Feb. 23, 2018
Accessed: May 30, 2018
