- ll brake blocks: the process of homologation - uic/cer ... · johannes gräber, uic/db...

Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels, 27.04.2010 0

- LL brake blocks: the process of homologation -

UIC/CER/UIP programme and homologation procedure

EC workshopon noise differentiated track access charges and other rail noise

developments at the EU levelApril, 27th, 2010, Brussels

Johannes GräberUIC / DB Systemtechnik


2009 20102008

UIC

finalize current tests to approve one or more LL blocksproviding technical expertise, certification services and testing

facilities for all new products on a commercial basis

complete technical specifications(UIC-leaflet 541-4 )

Industrytake over the responsibility and an active part in developing and improving the product portfolio

speed-up the homologation process

High-level coordination; observe nat. & internat. programmes, collect facts and figures, exchange of experiences

UIC/CER/UIP

Decision by High Level Group

Probably funded by national programmes

Reminder of the last EC-Workshop in 2008:Schedule of activities UIC/CER/UIP programme


Big differences between the different in-service tests were observed

LRRE (together with UIC) is working on an explanation for this

First results for IB 116* are quite ok Results from HZ: - wear 1,6 times smaller than cast iron- no results for the wheels because of low mileage- no other remarks so farIB 116* seems to have a high coefficient of friction (for the empty waggon) not critical, if no problems appear in service

Deeper measurements and analysis for the wheel wear (e.g. equivalent conicity) have to be carried out

Reminder of the last EC-Workshop in 2008:Results of in service tests – LL-blocks


Main and important test procedures for the homologation of blocks are fixed now, further development of blocks will have stable conditions

At the moment K-blocks are the well experienced technology, although currently efforts have to be made to obtain more homologated blocks

Optimization work has to be done to improve LCC

In the overall view with LL-blocks no “stability” in friction performance and in in-service tests has been reached yet

Basic work has to be done, time for reaching a stable state (homologation) is not predictable

(much) more experience has to be gathered

Reminder of the last EC-Workshop in 2008:Conclusions

still valid

still valid

new status


The good news

LL brake blocks are proving to be a promising noise-reducing measure for existing freight wagons.

At least 3 LL brake block types (IB 116*, C 952-1 and Jurid 777)can in principle be safely used under all different European conditions of use.

Challenge - The last major problem

It has been observed in the last months of the in-service tests that all LL brake blocks have been showing an anomalous

degradation of the Equivalent Conicity.

Weaknesses

LL brake blocks still require further improvement and can not currently be used directly on a large scale in Europe. Further well documented field tests on a larger scale with various usage profiles are necessary in order to better estimate the LCC of the system

The current situation concerning LL-blocks is promising but not yet 100 % positive


Long trains

( )1)( )( )( )Bench test

SystemIB 116*Jurid 777C 952-1Material

Specification Point

Brake Failure Test

( )

( )3)

Hand brake force

Steep gradients test

Winter test

Slip test

Brakeperformance

( )4)( )( )

2)

1) None of the available LL-blocks fulfils all test bench requirements 100%2) Spread in brake percentage with LL-blocks greater than with GG-blocks3) Predecessor of J 777 winter tested, winter tests of J 777 to be clarified4) Requirements of current TSI cannot be fulfilled (same as for K blocks) TSI to be adapted (in progress)

Summary of synthesis report LL (UIC B 126 RP 36) Test Results 1/2

Status May 2009


2)Economics / LCC

In-service test

SystemIB 116*Jurid 777C 952-1Material

Specification Point

Noise reduction

Wheel wear / equiv. conicity

Tendency to block

General usability

Shuntage

2)

( )1)

( )1)

1) Availability of test results at the time of editorial deadline was not yet sufficient – meanwhile enough results available for preliminary homologation

2) Cost effectiveness dependent on LL-block type, further work necessary on topic conicity/maintenance

Summary of synthesis report LL (UIC B 126 RP 36) Test Results 2/2

Status May 2009


Overall, LL brake blocks are proving to be a promising noise-reducing measure for existing freight wagons, but one that can not currently be used directly on a large scale in Europe. It is clear that the LL brake blocks still require further development.

It is recommended that the homologation of block types IB 116*, J 777 and C 952-1 is prolonged for the following 3 years, under the following conditions:

For each combination of wagon and block type, slip tests are to be performed to confirm the braking performance;Equivalent conicity has to be monitored in operation;The requirements of “Application Directive V-BKS (LL)” are mandatory;All test data with respect to safety, cost-effectiveness and general performance are provided to UIC.

Within this period of three years, the existing LL-blocks can be developed further and new LL-blocks can be designed/developed.

New add. approach:EuropeTrain

Summary of synthesis report LL (UIC B 126 RP 36) Conclusions


LL - blocks

BRITE-EURAM PROJECT BE 95-1574

CONTRACT Nr BRPR-CT95-0070

K - blocks

Study onEquivalent Conicity

EuropeTrain

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Provisional certification of LL - blocks

Euro Rolling SilentlyERS

support

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 today

A successful conclusion of the “Study on Equivalent Conicity” is essential


Results of the intensive work on test benches within the last months:

test bench tests will not be fully suitable for simulating, analysing and predicting wheel wear patterns

on the test bench, the block contour itself adapts to the wheel profile quite soon, so probably more effect can be expected by modifying the position of the block versus the wheel

as a consequence a reduction of the increase of EC might occur by modifying the block/wheel contact area

no reliable statements of the influence of the block contour in real service can be made on basis of the bench tests

need of real in-service teststo collect better understanding of the block/wheel wear interaction in order to solve the problem

Study on Equivalent ConicityWork of B126.13C - Short summary


EuropeTrain

An Idea to Speed-up and Improve LL Brake Block Testing in Operations


The maximum mileage during in-service testing with freight wagons in regular commercial traffic is generally 100,000 km per year (and often even less).

To validate wheel wear and solutions for equivalent conicity in particular, high mileage is required however.

Since these in-service tests are generally conducted in block train (for traceability reasons), tests in regular traffic often take place under very special operational conditions.

Consequence: Within the scope of conventional operational testing, only tendencies can generally be derived for these quantities. An alternative is to schedule several years of testing.

Conclusion:A train employed exclusively for the in-service testing of LL brake blocks shortens the testing time considerably and provides results of higher quality.

EuropeTrainMotivation - Why at all?


Train with about 30-40 representative wagons which runs throughout Europe only for the in-service testing of LL brake blocks

Duration of testing at least one year including all climatic conditions

Mileage to be achieved at least 300.000 km

All operational conditions relevant for Europe have to be covered, e.g. running on different gradients with different operational modes, arctic winter areas, high temperature zones

DB AG

Sven Eriksson, UIC

Stefan Dörsch

Stefan Dörsch

EuropeTrainThe basic concept


It was decided not to define one train path but to plan a flower shaped configuration with five loops, always starting and ending at one center point (Minden, Germany) for regularly measurements, inspections and possibly maintenance:

Summer mix loop (Italian loop)Loop 5

Eastern loopLoop 4

Transalpine loop (winter and summer conditions)

Loop 3

Summer flat loop (France - Rhine valley loop)Loop 2

Winter flat loop (Scandinavian loop)Loop 1

The path of the EuropeTrain is divided into 5 loops with typical characteristics

With these loops all relevant climatic, topographic and operational characteristics in Europe are covered in a balanced way.


1. Acceptance of LL braked wagons by NSAs still open, because LL blocks are not defined in TSI nor in EN

Discussions with individual NSAs – ongoingRequest for support from ERA – discussions ongoingCreation of a UIC wagon certificate – in preparation (see backup)

Before the start of the train run an agreement with theNSAs in charge is necessary

There are still two major obstacles that avoid an early start of the EuropeTrain


2. Unforeseen difficulties in finding a solution for a new block shape with the help of bench tests (UIC WG B126.13C):

Appropriate wear rate could not be simulated on the test benchesat SNCF (2x), DB (1x) and Becorit (3x)

The effect of a new block contour could not be verified so far

New theoretical approach combining new block contour with a modified block position versus the wheel

This approach has to be further detailed

These two effects can only be shown in real life in-service tests, so EuropeTrain would be an appropriate tool for accelerated evaluations!

There are still two major obstacles that avoid an early start of the EuropeTrain


2010 20112009Activity

Homologation ofnew products

Evaluation / Report

Train operation

Train preparation

Project preparation

Study on Equivalent Conicity

EuropeTrain

Proposal for new block shape ( main goal)

Proposal for new materials (secondary goal)

Definitive start signal

Concerning the timing, the “Study on Equivalent Conicity” and the EuropeTrain are linked together

Planned in-service test will be done in EuropeTrain


New edition of UIC-leaflet 541-4 presented to ERA in March 2010 (last editorial work in progress)

Leaflet has been changed and extended in following main points:

- Addition of the winter test procedure- Addition of the shuntage test procedure- New drag brake test procedure- Addition of values and tolerances etc. for the LL-blocks- Addition of the requirements for L-blocks- Revision of the test bench programs- Lots of small editorial and other improvements

Further topics concerning the rules in general have to elaborated:

- e.g. enhancement of the scope of application of blocks- in general a new approach of defining friction materials is

needed

Last but not least: two additional information1. UIC-leaflet 541-4, new (4th) edition


Currently approved K blocks:

CoFren C 810 and Jurid 816 M 1)

1) the configuration 2xBg has no final approval at SNCFBoth types of blocks mentioned as fully approved in official ERAlist from June, 30th, 2009

Other types are in various phases of the approval process

Frenoplast FR513 (in-service tests 2xBg soon to be started in Poland)Becorit K40ICE9 909……

Last but not least: two additional information2. Status K Blocks


General and technical Questions:

Johannes Gräber

Deutsche Bahn AG - DB Systemtechnik

Head of Business Unit Vehicle Technology (TTZ 2)

Weserglacis 2, D - 32423 Minden

Tel. +49 (0)571 393 - 5600, Fax: - 5227

E-mail: [email protected]

http://www.db-systemtechnik.de

Technical Questions:

Dr. Stefan Dörsch

Deutsche Bahn AG - DB Systemtechnik

Head of Brake systems, Vehicle Application (TTZ 212)

Weserglacis 2, D - 32423 Minden

Tel. +49 (0)571 393 - 5439, Fax: - 1256

E-mail: [email protected]

http://www.db-systemtechnik.de

Contacts for Questions and Suggestions


Backup


BACKUP

UIC wagon certificate

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