2010-006 - ILC

Transcription

2010-006 - ILC

ILC-HiGrade-Report-2010-006
Transport Simulation on XFEL cavity design
H. Brueck, U. Cornett, G. Falley, G. Kreps, J. Schaffran
September 29, 2010
Abstract
For the construction of the European XFEL approximately 800 cavities are
needed. This report describes a test series that was done to investigate the
transport properties of the cavities and to find solutions for a save transport
between the different facilities.
-1-
Index
1
Introduction ........................................................................................................................ 3
2
Tests ................................................................................................................................... 3
2.1
Test of C24 ..................................................................................................................... 4
2.1.1
Vertical test with clamps ............................................................................................ 4
2.1.2
Horizontal test ............................................................................................................ 6
2.1.3
Vertical test with clamps ............................................................................................ 8
2.1.4
Vertical test without clamps....................................................................................... 9
2.2
Test of Z144 ................................................................................................................... 9
2.3
Test of accessories........................................................................................................ 10
2.4
1st test of Z138.............................................................................................................. 12
2.5
2nd test of Z138............................................................................................................. 14
3
Conclusion and Summary ................................................................................................ 17
Acknowledgement.................................................................................................................... 17
References ................................................................................................................................ 18
Appendix 1.1 ............................................................................................................................ 19
Appendix 1.2 ............................................................................................................................ 26
Appendix 1.3 ............................................................................................................................ 32
Appendix 1.4 ............................................................................................................................ 45
Appendix 2 ............................................................................................................................... 48
Appendix 3 ............................................................................................................................... 50
Appendix 4 ............................................................................................................................... 53
Appendix 5 ............................................................................................................................... 58
-2-
1 Introduction
The European XFEL is a new research facility currently under construction at DESY in the
Hamburg area in Germany. From 2014 on, it will generate extremely intense X-ray flashes
that will be used by researchers from all over the world.
For its realization the installation of 100 accelerator modules with more than 800 cavities
inside are required. The accelerator modules, magnets and cavities will be tested in the
accelerator module test facility (AMTF).
Before the installation of the cavities into the accelerator modules, they have to be transported
between the different facilities – constructor’s facility, cavity RF measurement facility, string
assembly facility. This study was made to define the maximum allowed acceleration as well
as to learn something about its resonance frequencies. If these values are known, a well
defined damping system for protecting the cavities during transportation could be designed.
The tests were made under observation of mechanical deformations, vacuum considerations,
performance of the accessories and influence on the gradient. Usually a quality control was
made before and after a test, so that effects could be detected and interpreted.
Three cavities – C24, Z144, Z138 – were used for five tests. One additional test was made
with the accessories (antenna, HOM, pick up) only.
2 Tests
During all tests the cavity was installed in a transport frame, which was fixed on a transport
simulator at the BFSV in Bergedorf (Hamburg). The simulator, the transport frame and the
cavity itself were equipped with several Piezo-electric acceleration sensors to measure the
acceleration in dependence of input acceleration, time and the place. With this simulator a
resonance search (swept sine test according to DIN EN 60068-2-6) in the range between
4….200Hz, a random vibration test according to ASTM D4169-05 respectively ASTM
D4728-05 with an effective acceleration of aeff = 0.51g in a frequency range of 4…200Hz and
a shock test according to DEF STAN 00-35 Part 3 up to 6g (with the nominal duration of
11ms) could be performed. The duration of the random vibration test defines the way of
transportation (1h ≈ 400km). In order to detect mechanical deformations on the cavity, a
mode measurement was done before and after each test.
The test and measurement equipment, used for all tests is given in table 1.
Serial number
Calibration
valid until
Electrodynamic vibration generator, Unholtz Dickie,
SA 61-T1000
517
N/A
Field amplifier, Unholtz Dickie FS/HE
386
N/A
Power amplifier, Unholtz Dickie, SA60
2827
N/A
D0RXP01
09 / 2009
611
09 / 2009
see 3.1 to 3.3
09 / 2009
Description, Manufacturer, Type
Control computer, DELL, OptiPlex GX200 with
integrated vibration control system, Unholtz Dickie,
UD-VWIN and vibration control software, Unholtz
Dickie, UD-VWIN, Ver. 4.70
ICP® signal amplifier, PCB, 483B07
®
Piezo-electric ICP acceleration sensors, PCB, see
3.1 to 3.3
Table 1: Test and measuring equipment
-3-
2.1 Test of C24
The first test with the cavity C24 was devoted to investigate the mechanical stabilization of a
cavity during transportation. The cavity was measured in vertical position, installed in the
transport frame (insert), and in horizontal position, installed in a standard handling frame. In a
2nd vertical test the input acceleration values of the shock test were increased above the
nominal maximum value of 6g. At a last vertical test the two clamps, which fix the cavity to
its helium tank, were removed to get some more information concerning the resonant
frequency of the cavity itself. During all tests the cavity was fixed on the simulator without a
damping system, so that the complete input (acceleration and frequencies) was transmitted to
the frame and consequently to the cavity. The test was stopped frequently for a mode
measurement to detect mechanical deformations below 100μm immediately.
2.1.1
Vertical test with clamps
The test setup for the vertical test is pictured in Figure 1. During the vertical tests the cavity
was equipped with eight acceleration sensors, where one of them (1A; partially two: 2A) was
used for the control of the input acceleration. The sensors with the name 3A, 4X and 7 were
fixed on the cavity itself and measured the acceleration in vertical direction. The sensors with
the name 6Z were fixed on the cavity, too, and measured the acceleration in horizontal
direction. All other sensors were fixed on the support/simulator structure. The complete
sensor setup for the vertical test is given in table 2. The position of each sensor is given in
reference [1].
The resonance frequency search tests listed in Table 3 were performed to measure the
resonance frequencies of the cavity. The cavity was excited within a frequency range of
5Hz…200Hz and a constant acceleration of 0.1g and 0.5g, respectively. The duration of one
test cycle was approximately 5-6 minutes. The resonance frequency search was performed
before (Test 1 and 2) and after (Test 3) the random vibration test, in order to detect changes
on the cavity and its support structure induced by stress. The main resonance frequencies on
the cavity could be detected with an accuracy of ±2Hz at 73Hz, 101Hz, 153Hz and 186Hz. A
hysteresis depending of the starting of the scan at low or high frequencies could not be
detected neither a change in the main resonances before and after the random vibration test.
The results of all tests could be found in Appendix 1.1.
Sensor
S/N
Type
32797 M352C65
Position of
Sensor
Channel
no.
Measuring
axis
Signal used for
Fig. 4
(only for initial Resonance Search)
1A
testing axis
(vertical)
Control
Fig. 5
32798 M352C65
Fig. 4
2A
testing axis
(vertical)
Control
(only for
Resonance Search)
Response
measurement
32792 M352C65
Fig. 4
3A
testing axis
(vertical)
Response
measurement
51568 M356B11
Fig. 6
4X
testing axis
(vertical)
32789 M352C65
Fig. 4
5
testing axis
(vertical)
-4-
51568 M356B11
Fig. 6
6Z
horizontal
(transversal)
32791 M352C65
Fig. 6
7
testing axis
(vertical)
32796 M352C65
Fig. 4
8
testing axis
(vertical)
Table 2: Sensor setup for the vertical tests
Figure 1: Vertical test setup
Test number
Type of test
Test parameters
Test duration /
Number of shocks
Reference
1
Resonance Search
(swept sine test)
Test frequency range:
5 to 200 Hz;
Constant acceleration: 0,1 g;
Sweep rate: 1 Okt./min
5 min, 19 s
DIN EN 60068-2-6
2
Resonance Search
(swept sine test)
200 to 5 Hz;
5 min, 19 s
DIN EN 60068-2-6
3
Resonance Search
(swept sine test)
5 to 200 Hz;
5 min, 19 s
DIN EN 60068-2-6
Table 3: Resonance frequency search tests (vertical test with clamps)
-5-
Additional to the resonance search a random vibration test and a shock test as defined in
Table 4 were performed. In the spectrum the main resonance frequencies of the resonance
search were confirmed. The duration of the test was 4h, which is equivalent with to a
transport over a distance of 1200km in a truck with air suspension. Final shock tests with the
maximum input acceleration of 4g, 5g and 6g showed amplifications in the acceleration of a
factor 1.9 – 2.3 on the cavity. The mode measurements after each test showed no mechanical
deformations.
Test
Number
5
Type of test
Test parameters
Random
Vibration
Test
Schedule E – Vehicle Vibration,
Random test Option, Truck,
Assurance Level Il,
frequency range: 4 … 200 Hz,
aeff = 0.51 g
Shock
Test
Shock form: Half-sine;
Duration of nominal shock:
11 ms;
Acceleration amplitudes (A):
4 / 5 / 6 g;
Delay: 2 s
Test duration /
Number of
shocks
Testing
equivalence
3h
1h is
equivalent to
approx.
400 km
truck
transportation
Reference
ASTM D4169-05,
ASTM D4728-05,
Article “Vibration
Testing
Equivalence”, W. I.
Kipp, 04/2000
A / Number
6
4 g / 42
5 g / 21
6g/ 3
in each
direction
(pos. / neg.)
equivalent to
5000 km
on-road
vehicle
transportation
DEF STAN
00-35 Part 3
(Issue 4,
Chapter 2-03,
Table 2)
Table 4: Random vibration and shock test for the vertical setup (with clamps)
2.1.2
Horizontal test
During the horizontal test the cavity was installed in a standard handling frame. The test setup
is demonstrated in Figure 2.
Figure 2: Test setup for testing in horizontal testing position
During the horizontal tests the cavity was equipped with nine acceleration sensors, where one
of them was used for the control of the input acceleration (1A). The sensors 2A, 3A, 6Z, 7 and
8 were installed on the cavity and measured the vertical acceleration, the sensors 5Y and 6Z
-6-
measured the horizontal one. The complete sensor setup for the vertical test is given in table
5. The position of each sensor is given in reference [1], too.
Sensor
Position of
sensor
Channel
no.
Measuring
Axis
Signal used for
32797 M352C65
Fig. 8
1A
testing axis
(vertical)
Control
32798 M352C65
Fig. 7
2A
testing axis
(vertical)
Response
measurement
S/N
Type
32792 M352C65
3A
testing axis
(vertical)
Fig. 10
78247 M352C15
Response
measurement
(only Resonance
Search)
Response
measurement
3
51568 M356B11
Fig. 7 and Fig. 9
4X
horizontal
(longitudinal)
51568 M356B11
Fig. 7 and Fig. 9
5Y
horizontal
(transversal)
51568 M356B11
Fig. 7 and Fig. 9
6Z
testing axis
(vertical)
32791 M352C65
Fig. 7
7
testing axis
(vertical)
32796 M352C65
Fig. 10
8
testing axis
(vertical)
Response
measurement
Table 5: Sensor setup for horizontal tests
Main resonances with an accuracy of ±2Hz were found at 39Hz, 45Hz, 70Hz, 105Hz and
157Hz, where the maximum for all sensors was found at 70Hz. The following shock test
showed an amplification of the input acceleration (4g, 5g and 6g) to the one, measured on the
cavity of approximately a factor 2. The frequency spectrum of the finally performed random
vibration test with duration of 1h (equivalent a transport over a distance of 400km) confirmed
the resonance frequencies of the resonance search test. All tests, performed with the cavity in
horizontal position, are listed in Table 6. Mechanical deformations of the cavity could not be
detected. The results are given in Appendix 1.2.
Test
Number
Type of test
Test parameters
Test duration /
Number of
shocks
1
Resonance
Search (swept
sine test)
5 to 200 Hz;
5 min, 19 s
-7-
Testing
equivalence
Reference
DIN EN 60068-2-6
3
Resonance
Search (swept
sine test)
5 to 200 Hz;
Shock
Test
11 ms;
4 / 5 / 6 g;
Delay: 2 s
5 min, 19 s
DIN EN 60068-2-6
A / Number
7
Random
Vibration
Test
8
Assurance Level Il,
aeff = 0.51 g
4 g / 42
5 g / 21
6g/ 3
in each
direction
(pos. / neg.)
1h
equivalent to
5000 km
on-road
vehicle
transportation
1h is
equivalent to
approx.
400 km
truck
transportation
DEF STAN
00-35 Part 3
(Issue 4,
Chapter 2-03,
Table 2)
ASTM D4169-05,
ASTM D4728-05,
Testing
Kipp, 04/2000
Table 6: Tests for horizontal test setup
2.1.3
Vertical test with clamps
The cavity was installed back to the vertical test setup as described in chapter 2.1.2). The
positions of the sensors were copied from this setup, too. One resonance search test with an
excitation of 0.1g and two with an excitation of 0.5g confirmed the main resonance
frequencies given in 2.1.1). Following shock tests with a stepwise (1g) increased input
accelerations from 7g up to 15g with the nominal duration of 11ms and one with duration of
20ms at 7g were performed. The maximum measured acceleration on the cavity was above
30g. All tests are given in table 7. . Mechanical deformations of the cavity could not be
detected. The graphs are demonstrated in Appendix 1.3 and 1.4.
Test number
Type of test
Test parameters
Test duration /
Number of shocks
Reference
1
Resonance Search
(swept sine test)
5 to 200 Hz;
5 min, 19 s
DIN EN 60068-2-6
3
Resonance Search
(swept sine test)
5 to 200 Hz;
5 min, 19 s
DIN EN 60068-2-6
-8-
4
9
10
Resonance Search
(swept sine test)
30 to 200 Hz;
Sweep rate: 30 Hz./min
5 min, 40 s
DIN EN 60068-2-6
Shock test
11 ms;
Acceleration amplitudes:
7 / 8 / 9 / 10 / 11/ 12 /
13 / 14 / 15 g;
Delay: 10 s
3
in each direction
(pos. / neg.)
DIN EN 60068-2-27
Shock test
20 ms;
Acceleration amplitude: 7 g;
Delay: 10 s
3
in each direction
(pos. / neg.)
DIN EN 60068-2-27
Table 7: Tests for the 2nd vertical test setup
2.1.4
Vertical test without clamps
To get more information concerning the resonance frequency of a cavity without helium tank,
the clamps, which fix the cavity to the helium tank, were removed and a resonance search test
with an constant input acceleration of 0.5g (see test number 3 in table 7) were performed. The
main resonance frequencies on the sensor directly fixed on the cavity cell (4X) were measured
at 80Hz, 106Hz and 126Hz, whereby the maximum is at 106Hz. This indicates that the
resonance frequency for cavities without a helium tank is similar to one with a tank.
Mechanical deformations of the cavity could not be detected by a final mode measurement.
The data of the test could be found in Appendix 1.3.
2.2 Test of Z144
The test with the cavity Z144 was devoted to investigate the mechanical stabilization of a full
equipped cavity under UHV conditions during transportation. The cavity was measured in
vertical position, installed in the transport frame (insert). During all tests the fixation on the
simulator was done without a damping system, so that the complete input (acceleration and
frequencies) was transmitted to the frame and consequently to the cavity. The test setup is
given in Figure 3. The complete test setup was equipped with 5 acceleration sensors, where
one was for the control of the simulator (1A), one was on the frame (2A) and three were on
the cavity itself (6Z for vertical, 4X and 5Y for horizontal direction).
It was simulated a complete transport with a “random vibration test” concerning ASTM
D4169-05 and ASTM D4728-05 (assurance level II). The test was made in a frequency range
of 4…200Hz with an effective acceleration of aeff = 0.51g. The duration was 3h and is
equivalent 1200km. Afterwards the cavity was shock tested with a half-sine shock form
(11ms) at 4g, 5g and 6g, which is equivalent to an “on-road vehicle transportation” of
5000km concerning the rule DEF STAN 00-35 (Part 3). The cavity was under vacuum - old
vacuum valve due to incompatibility of the new type with the test setup - and equipped with
the complete XFEL design HF components (stiff antenna, Pick-up and 2xHOM). To get as
realistic conditions as possible a resonance search test was not performed. Before and after all
tests a mode measurement and a vacuum leak search were made. A mechanical deformation
on the cavity could not be detected neither a leak (sensitivity of the leak search: 1E-09mbar
-9-
l/s). A detailed description of this test including a description of the leak search procedure is
given in [2]. The data are presented in Appendix 2.
Figure 3: Test setup for test of Z144
2.3 Test of accessories
All cavities will be equipped with one RF-antenna, one Pick-up and two HOM’s during the
transport between the constructor’s facility, cavity RF measurement facility and string
assembly facility. This test was made to get some information about the stability of these
accessories. All parts were installed in a special built support structure, which was fixed
directly on the transport simulator. The setup is demonstrated in figure 4. Before and after the
test the parts were tested by a RF measurement and a vacuum leak search. A random vibration
test and a shock test were performed, as described in Table 8. A description of the test and
measurement equipment is given in table 9.
The final visual check of the components showed no difference compared to the initial view.
A RF measurement and a vacuum leak search confirmed the complete functionality of all
components. This results shows, that a transport of this components is not critical. The data
are given in Appendix 3.
- 10 -
Figure 4: Test setup for accessories
Test
Number
1
Type of test
Test parameters
Random
Vibration
Test
Assurance Level Il,
aeff = 0.51 g
Shock
Test
11 ms;
4 / 5 / 6 g;
Delay: 2 s
Test duration /
Number of
shocks
Testing
equivalence
3h
1h is
equivalent to
approx.
400 km
truck
transportation
Reference
ASTM D4169-05,
ASTM D4728-05,
Testing
Kipp, 04/2000
A / Number
2
4 g / 42
5 g / 21
6g/ 3
in each
direction
(pos. / neg.)
equivalent to
5000 km
on-road
vehicle
transportation
DEF STAN
00-35 Part 3
(Issue 4,
Chapter 2-03,
Table 2)
Table 8: Tests sequence for the accessories
Channel
Serial number
Electro-dynamic vibration generator, Unholtz Dickie,
SA 61-T1000
-
517
-
386
- 11 -
-
2827
Control computer, DELL, OptiPlex GX200 with integrated
vibration control system, Unholtz Dickie, UD-VWIN and
vibration control software, Unholtz Dickie, UD-VWIN, Ver.
4.70
-
D0RXP01
-
611
Piezo-electric ICP® acceleration sensor, PCB, M352C65
1A (Control)
32797
3A (HOM)
32792
4X (HF-antenna)
®
Triaxial-piezo-electric ICP acceleration sensor, PCB,
356B11
5Y (HF-antenna)
51568
6Z (HF-antenna)
Table 9: Test and measurement equipment
2.4 1st test of Z138
The test with the cavity Z138 was devoted to investigate the influence of a transport to the
gradient of the cavity. Before starting the transport simulation the full equipped cavity was
tested in the vertical cryostat at DESY. The measured gradient was ~34.5MV/m. After warm
up the antenna on the cavity was changed, the cavity was high pressure rinsed (X times) and
evacuated again. Than the cavity was installed in the transport frame (insert) equipped with a
damping system 1 on the bottom, mode measured and transported to the BFSV. The test – the
setup is demonstrated in figure 5 – was done in vertical position. During all tests the fixation
on the simulator was done with this damping system (four damper were used), so that the
input of high frequencies were transferred to lower one. It was performed random vibration
test and a shock test. The test sequence, equal to section 2.2), is given in table 10.
The complete test setup was equipped with 7 acceleration sensors. One was for the control of
the simulator (1A), one was on the frame (3A) and five were on the cavity itself (6Z, 7 and 8
for vertical, 4X and 5Y for horizontal direction). The test and measurement equipment is
described in table 11. A more detailed description (places of the sensors, etc.) is given in [3].
Test
Number
1
2
Test duration /
Number of shocks
Testing
equivalence
Random
Vibration
Test
Schedule E – Vehicle
Vibration, Random test Option,
Truck,
Assurance Level Il,
aeff = 0.51 g
3h
1h is
equivalent to
approx.
400 km
truck
transportation
Shock
Test
11 ms;
4 / 5 / 6 g;
Delay: 2 s
A / Number
4 g / 42
5 g / 21
6g/ 3
in each direction
(pos. / neg.)
equivalent to 5000
km
on-road
vehicle
transportation
Type of test
Test parameters
Table 10: Tests sequence for the 1st test of Z138
1
Hausmann+Haensgen, ROSTA Schwingungsdaempfer ESL 18
- 12 -
Reference
ASTM D4169-05,
ASTM D4728-05,
Testing
Kipp, 04/2000
DEF STAN
00-35 Part 3
(Issue 4,
Chapter 2-03,
Table 2)
Figure 5: Test setup for 1st test of Z138
Channel
Measuring
axis
Serial
number
SA 61-T1000
517
386
2827
Control computer, DELL, OptiPlex GX200 with
integrated vibration control system, Unholtz Dickie,
UD-VWIN and
vibration control software, Unholtz Dickie, UD-VWIN,
Ver. 4.70
D0RXP01
611
Piezo-electric ICP® acceleration sensor, PCB,
M352C65
2
1A
Longitudinal axis of cavity
- 13 -
Testing axis
2
32797
M352C65
3A
4X
®
Triaxial-piezo-electric ICP acceleration sensor,
PCB, 356B11
5Y
6Z
M352C65
7
M352C65
8
Testing axis 2
Transversal
axes of cavity
32792
51568
Testing axis 2
Testing axis 2
Testing axis 2
32791
32798
Table 11: Test and measurement equipment
The PSD spectrum illustrate, that the main resonance frequency of the setup referring to the
previous tests is shifted to 10Hz. Due to the fact, that the only change in the setup was the
integration of the damping elements, this frequency could be correlated with the resonance
frequency of these elements. Unfortunately, the way that was made by the damping elements
to minimize the shocks on the cavity was longer as expected. This causes a collision between
the bottom plate and the fixation tools. After some investigations the reason for the collision
was detected and the collisions were reduced. Nevertheless an improvement of this area is
necessary for following tests. A detailed description of the simulation could be found in [3]
and [4].
A final mode measurement and a cold test confirmed the values before the simulation. The
cold tests – before and after the transport simulation – are demonstrated in Figure 6. The tests
are visualized in Appendix 4.
Figure 6: Cold tests for of Z138 before and after 1st transport simulation
2.5 2nd test of Z138
The 2nd test with the cavity Z138 was devoted to investigate the influence of a transport to the
gradient of the cavity, too. Before starting the transport simulation the full equipped cavity
was tested in the vertical cryostat at DESY. The measured gradient was ~34.5MV/m. The
cavity was not touched anymore after the warm up. It was installed to the transport frame
- 14 -
(insert) equipped with a damping system 3 on the top, mode measured and transported to the
BFSV. The test was performed in vertical position and is demonstrated in figure 7. During all
tests the fixation on the simulator was done with this damping system between (four damper
were used here, too), so that the input of high frequencies were transferred to lower one. It
was performed resonance searches, a random vibration test and a shock test. The test
sequence, equal to section 2.2), is given in table 12.
The complete test setup was equipped with 8 acceleration sensors. One, fixed on the simulator
plate, was for the control of the simulator (8), two were installed on the frame (1 and 2) and
five were on the cavity itself (6Z, 7 and 3A for vertical, 4X and 5Y for horizontal direction).
The test and measurement equipment is described in table 13. A more detailed description
(places, etc.) is given in [5].
The PSD spectrum and a resonance search test illustrated, that the main resonance frequency
of the setup is at 12Hz. Due to the fact, that the only the position of the cavity support
changes, this frequency could be correlated with the resonance frequency of these elements. A
shift in the resonance frequency of about 2Hz is not understood and, unfortunately, the
accuracy of the sensors is not known. During the test was observed, that the dampers get
warm and loose some of its performance. The way, made by the dampers, was close to its
limit. However, the shock test showed a damping factor of 2-3 – at an input of 6g the sensors
on the cavity showed maximal acceleration of 2g. A detailed description of the simulation
could be found in [5].
A final mode measurement and a cold test confirmed the values before the simulation. The
cold tests – before and after the transport simulation – are demonstrated in Figure 8.
Test
Number
Type of test
Test parameters
Test duration /
Number of
shocks
Testing
equivalence
Reference
1
Resonance
Search
(sinusoidal
sweep test)
200 to 4 Hz;
Constant acceleration: 0.1 g;
5 min, 38 s
-
DIN EN 60068-2-6
2
Random
Vibration
Test
Assurance Level Il,
aeff = 0.51 g
3h
1h is
equivalent to
approx.
400 km
truck
transportation
3
Resonance
Search
(sinusoidal
sweep test)
200 to 4 Hz;
Constant acceleration: 0.1 g;
5 min, 38 s
-
Shock
Test
11 ms;
4 / 5 / 6 g;
Delay: 2 s
A / Number
4 g / 42
5 g / 21
6g/ 3
in each
direction
(pos. / neg.)
equivalent to
5000 km
on-road
vehicle
transportation
4
Table 12: Tests sequence for the 2nd test of Z138
3
Hausmann+Haensgen, ROSTA Schwingungsdaempfer ESL 18
- 15 -
ASTM D4169-05,
ASTM D4728-05,
Testing
Kipp, 04/2000
DIN EN 60068-2-6
DEF STAN
00-35 Part 3
(Issue 4,
Chapter 2-03,
Table 2)
Figure 7: Test setup for 2nd test of Z138
Channel
Measuring axis
Serial
number
SA 61-T1000
517
386
2827
Control computer, DELL, OptiPlex GX200 with integrated
vibration control system, Unholtz Dickie, UD-VWIN and
vibration control software, Unholtz Dickie, UD-VWIN,
Ver. 4.70
D0RXP01
611
1
Testing axis 2
32793
2
Testing axis 2
32789
3A
Testing axis 2
32792
- 16 -
4X
®
Triaxial-piezo-electric ICP acceleration sensor, PCB,
356B11
5Y
6Z
7
(used for control)
8
Transversal axes
of cavity
Testing axis
51568
2
Testing axis 2
Testing axis 2
32791
32798
Table 13: Test and measurement equipment for the 2nd test of Z138
Figure 8: Cold tests for of Z138 before 1st and after 2nd transport simulation
3 Conclusion and Summary
Five test cycles were performed on three cavities and one set of accessories (original XFEL
design) during the last 1.5 years. It could be demonstrated, that the mechanical stability,
vacuum tightness and cavity gradient could be guaranteed after a vertical transport of
approximately 1200km. In case of a horizontal transport, the mechanical stability could be
guaranteed, too. All accessories were tested, mounted on a cavity and separately. Mechanical
deformations and problems on the vacuum tightness or performance could not be detected.
Especially in the last test was demonstrated, that a transport of a cavity, hanging in vertical
position on a damping system, is possible. Taking into account a higher mass, and scale the
damping system to this mass, a save transport of four cavities installed in a transport frame –
hanging on such a damping system in a stable transport trolley – is possible.
Acknowledgement
This work is supported by the Commission of the European Communities under the
7th Framework Programme “Construction of New Infrastructures – Preparatory Phase”,
contract number 206711.
- 17 -
References
[1]
on a
K. v. Oppelt, BFSV, Test Report No. 6501/08, Resonance frequency search and
experimental simulation of dynamic truck transportation loads (vibration and shocks)
Cavity, 27th of October 2008
[2]
J. Schaffran, Testreport: Transport simulation Z144, internal note, 13th of November
2008
[3]
K. v. Oppelt, BFSV, Test Report No. 6975 / 10, Vibration and shock tests for transport
simulation testing on a cavity in vertical position being mounted to a base plate with 4
damping elements, 26th of January 2010
[4]
J. Schaffran, H. Brueck, Transport simulation – BFSV, internal report, 10th of
February
2010
[5]
K. v. Oppelt, BFSV, Test Report No. 7073 / 10, Vibration and shock tests for transport
simulation testing on a cavity hanging in vertical position in a test frame, 13th of April
2010
- 18 -
Appendix 1.1
C24 – vertical testing position
- 19 -
Fig. A1.1.1: Acceleration vs. time signals measured on completion of test schedule number I, Table 9.
Fig. A1.1.2: Acceleration vs. time signals measured on completion of test schedule number II, Table
9.
- 20 -
Fig. A1.1.3: Reference (black curve) and control spectrum (white curve) measured on completion of
random vibration testing in vertical position, test schedule number III, Table 9.
Fig. A1.1.4: PSD vs. frequency curves measured on completion of test schedule number III,
Table 9.
- 21 -
Fig. A1.1.5:
Acceleration vs. time signals measured on completion of test schedule number IV,
Table 9.
Fig. A1.1.6:
Acceleration vs. time signals measured on completion of test schedule number V,
Table 9.
- 22 -
Fig. A1.1.7: Acceleration vs. time signals measured during 4g-shock-test in positive direction, test
schedule number VI, Table 9.
Fig. A1.1.8:
Acceleration vs. time signals measured on completion of 4g-shock-test in negative
direction, test schedule number VI, Table 9.
- 23 -
Fig. A1.1.9:
Acceleration vs. time signals measured during 5g-shock-test in positive direction, test
Fig. A1.1.10:
- 24 -
Fig. A1.1.11:
Acceleration vs. time signals measured during 6g-shock-test in positive direction, test
Fig. A1.1.12:
- 25 -
Appendix 1.2
C24 – horizontal testing position
- 26 -
Fig. A1.2.1:
Acceleration vs. time signals measured on completion of test schedule number VII,
Table 9.
Fig. A1.2.2: Acceleration vs. time signals measured on completion of test schedule number VIII, Table 9.
- 27 -
Fig. A1.2.3: Acceleration vs. time signals measured during 4g-shock-test in positive direction,
test schedule number IX, Table 9.
Fig. A1.2.4:
direction, test schedule number IX, Table 9.
- 28 -
Fig. A1.2.5:
Acceleration vs. time signals measured during 5g-shock-test in positive direction,
test schedule number IX, Table 9.
Fig. A1.2.6: Acceleration vs. time signals measured on completion of 5g-shock-test in negative
direction, test schedule number IX, Table 9.
- 29 -
Fig. A1.2.7:
test schedule number VI, Table 9.
Fig. A1.2.8:
- 30 -
Fig. A1.2.9:
Reference (black curve) and control spectrum (white curve) measured on completion
of random vibration testing in horizontal position, test schedule number X, Table 9.
Fig. A1.2.10: PSD vs. frequency curves measured on completion of test schedule number X, Table 9.
- 31 -
Appendix 1.3
- 32 -
Fig. A1.3.1: Acceleration vs. time signals measured on completion of test schedule number XI, Table
9.
Fig. A1.3.2: Acceleration vs. time signals measured on completion of test schedule number XII,
Table 9.
- 33 -
Fig. A1.3.3:
Acceleration vs. time signals measured on completion of test schedule number XIII,
Table 9.
test schedule number XIV, Table 9.
- 34 -
Fig. A1.3.5:
direction, test schedule number XIV, Table 9.
Fig. A1.3.6:
- 35 -
- 36 -
Fig. A1.3.10:
- 37 -
Fig. A1.3.11:
Fig. A1.3.12:
- 38 -
Fig. A1.3.13:
Fig. A1.3.14:
- 39 -
Fig. A1.3.15:
Fig. A1.3.16:
- 40 -
Fig. A1.3.17:
Fig. A1.3.18:
- 41 -
Fig. A1.3.19:
Fig. A1.3.20:
- 42 -
Fig. A1.3.21:
Fig. A1.3.22:
test schedule number XV, Table 9.
- 43 -
Fig. A1.3.23:
direction, test schedule number XV, Table 9.
Fig. A3.24: Acceleration vs. time signals measured on completion of test schedule number XVI,
Table 9.
- 44 -
Appendix 1.4
- 45 -
Fig. A1.4.1: Acceleration vs. time curves measured during shock testing (7g, 11 ms) in positive
direction.
Fig. A1.4.2: Acceleration vs. time curves measured during shock testing (7g, 20 ms) in positive
direction.
- 46 -
Fig. A1.4.3:
Acceleration vs. time curves measured during shock testing (7g, 11 ms) in negative
direction.
Fig. A1.4.4:
Acceleration vs. time curves measured during shock testing (7g, 20 ms) in negative
direction.
- 47 -
Appendix 2
Z144 – vertical testing position
- 48 -
Fig. A2.1: PSD vs. frequency curves measured on completion of test
- 49 -
Appendix 3
Accessories
- 50 -
Fig. A3.1: Diagram on comletition of random vibration testing
Fig. A3.2: Acceleration-vs-Time curve of 4g-shock test in positive direction
- 51 -
- 52 -
Appendix 4
Z138 – vertical testing position (1st test)
- 53 -
Fig. A.4.1: PSD spectrum on beginning of random vibration testing
Fig. A.4.2: PSD spectrum on completion of random vibration testing
- 54 -
Fig. A.4.3: Acceleration-vs.-Time curve of 4g-shock test in positive direction
Fig. A.4.4: Acceleration-vs.-Time curve of 4g-shock test in negative direction
- 55 -
- 56 -
- 57 -
Appendix 5
Z138 – vertical testing position (2nd test)
- 58 -
Fig. A.5.1:
Results of resonance search test, Ratio vs. freq. curves of response channels (1, 2, 3,
4, 5, 6 and 7) to channel 8 (control), prior random vibration testing
Fig. A.5.2:
Results of resonance search test, Ratio vs. freq. curves of response channels (1, 2, 3,
4, 5, 6 and 7) to channel 8 (control), on completion random vibration testing
- 59 -
Fig. A.5.3:
Results of resonance search test, Ratio vs. freq. curves of response channels (2, 3, 6
and 7) to channel 1, prior random vibration testing
Fig. A.5.4:
Results of resonance search test, Ratio vs. freq. curves of response channels (2, 3, 6
and 7) to channel 1 (control), on completion random vibration testing
- 60 -
Fig. A.5.5:
Results of resonance search test, Ratio vs. freq. curves of response channels (3, 6
and 7) to channel 2, prior random vibration testing
Fig. A.5.6:
Results of resonance search test, Ratio vs. freq. curves of response channels (3, 6
and 7) to channel 2, on completion random vibration testing
- 61 -
Fig. A.5.7: PSD spectrum on beginning of random vibration testing
Fig. A.5.8: PSD spectrum on completion of random vibration testing
- 62 -
- 63 -
- 64 -
- 65 -

2010-006 - ILC

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