- LL brake blocks: the process of homologation - UIC/CER/UIP programme and homologation procedure

Transcription

1 - LL brake blocks: the process of homologation - UIC/CER/UIP programme and homologation procedure EC workshop on noise differentiated track access charges and other rail noise developments at the EU level April, 27 th, 2010, Brussels Johannes Gräber UIC / DB Systemtechnik Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

2 Reminder of the last EC-Workshop in 2008: Schedule of activities UIC/CER/UIP programme UIC complete technical specifications (UIC-leaflet ) speed-up the homologation process Decision by High Level Group finalize current tests to approve one or more LL blocks providing technical expertise, certification services and testing facilities for all new products on a commercial basis Probably funded by national programmes Industry take over the responsibility and an active part in developing and improving the product portfolio UIC/CER/ UIP High-level coordination; observe nat. & internat. programmes, collect facts and figures, exchange of experiences Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

3 Reminder of the last EC-Workshop in 2008: Results of in service tests LL-blocks 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 far IB 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 Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

4 Reminder of the last EC-Workshop in 2008: Conclusions Main and important test procedures for the homologation of blocks are fixed now, further development of blocks will have stable conditions still valid 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 still valid 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 new status Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

5 The current situation concerning LL-blocks is promising but not yet 100 % positive 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 and Jurid 777) can in principle be safely used under all different European conditions of use. 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 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. Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

6 Summary of synthesis report LL (UIC B 126 RP 36) Test Results 1/2 Status May 2009 Material Specification Point C Jurid 777 IB 116* System Brakeperformance Bench test () () () () 1) Slip test 2) Winter test () 3) Steep gradients test Long trains Hand brake force () () () () 4) Brake Failure Test 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-blocks 3) Predecessor of J 777 winter tested, winter tests of J 777 to be clarified 4) Requirements of current TSI cannot be fulfilled (same as for K blocks) TSI to be adapted (in progress) Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

7 Summary of synthesis report LL (UIC B 126 RP 36) Test Results 2/2 Status May 2009 Specification Point Material C Jurid 777 IB 116* System Shuntage In-service test General usability Tendency to block () 1) () 1) Wheel wear / equiv. conicity 2) Economics / LCC Noise reduction 2) 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 Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

8 Summary of synthesis report LL (UIC B 126 RP 36) Conclusions 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 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 Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

9 A successful conclusion of the Study on Equivalent Conicity is essential System Approval of K - blocks UIC/CER/UIP Program Noise reduction of freight wagons through composite brake blocks K - blocks BRITE-EURAM PROJECT BE CONTRACT Nr BRPR-CT Euro Rolling Silently ERS LL - blocks Provisional certification of LL - blocks Study on Equivalent Conicity support EuropeTrain today Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

10 Study on Equivalent Conicity Work of B126.13C - Short summary 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 tests to collect better understanding of the block/wheel wear interaction in order to solve the problem Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

11 EuropeTrain An Idea to Speed-up and Improve LL Brake Block Testing in Operations Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

12 EuropeTrain Motivation - Why at all? 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. Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

13 EuropeTrain The basic concept Stefan Dörsch Train with about 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 km Stefan Dörsch 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 Sven Eriksson, UIC DB AG Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

14 The path of the EuropeTrain is divided into 5 loops with typical characteristics 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: Loop 1 Loop 2 Loop 3 Loop 4 Loop 5 Winter flat loop (Scandinavian loop) Summer flat loop (France - Rhine valley loop) Transalpine loop (winter and summer conditions) Eastern loop Summer mix loop (Italian loop) With these loops all relevant climatic, topographic and operational characteristics in Europe are covered in a balanced way. Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

15 There are still two major obstacles that avoid an early start of the EuropeTrain 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 ongoing Request for support from ERA discussions ongoing Creation of a UIC wagon certificate in preparation (see backup) Before the start of the train run an agreement with the NSAs in charge is necessary Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

16 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 benches at 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! Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

17 Concerning the timing, the Study on Equivalent Conicity and the EuropeTrain are linked together Activity Study on Equivalent Conicity Planned in-service test will be done in EuropeTrain Proposal for new block shape ( main goal) Project preparation Train preparation Train operation Definitive start signal EuropeTrain Evaluation / Report Homologation of new products Proposal for new materials (secondary goal) Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

18 Last but not least: two additional information 1. UIC-leaflet 541-4, new (4th) edition New edition of UIC-leaflet 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 Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

19 Last but not least: two additional information 2. Status K Blocks Currently approved K blocks: CoFren C 810 and Jurid 816 M 1) 1) the configuration 2xBg has no final approval at SNCF Both types of blocks mentioned as fully approved in official ERA list from June, 30 th, 2009 Other types are in various phases of the approval process Frenoplast FR513 (in-service tests 2xBg soon to be started in Poland) Becorit K40 ICE9 909 Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

20 Contacts for Questions and Suggestions General and technical Questions: Technical Questions: Johannes Gräber Deutsche Bahn AG - DB Systemtechnik Head of Business Unit Vehicle Technology (TTZ 2) Weserglacis 2, D Minden Tel. +49 (0) , Fax: Johannes.Graeber@deutschebahn.com Dr. Stefan Dörsch Deutsche Bahn AG - DB Systemtechnik Head of Brake systems, Vehicle Application (TTZ 212) Weserglacis 2, D Minden Tel. +49 (0) , Fax: Stefan.H.Doersch@deutschebahn.com Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

21 Backup Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,

22 UIC wagon certificate BACKUP Johannes Gräber, UIC/DB Systemtechnik, EC workshop on rail noise, Brussels,