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Decelostat PDF
Decelostat PDF
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Learning Objectives
At the end of this program, participants will be able to:
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Why Slip – Slide Happens
Most trains run with steel wheels on steel rails.
Lack of adhesion will cause the wheel to lose
rolling action, thus causing a slip or complete
slide under load from traction or braking effort.
Adhesion Demand is the minimum level of
friction required to keep a wheel rolling on rails.
Adhesion demand is often stated as a %, (i.e.
0.20 = 20%).
When actual adhesion is below the demand, the
wheels will start slipping or sliding.
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Why Slip – Slide Happens
A locked wheel delivers less retarding force than
a rotating wheel with brakes applied and
extends the braking distance.
Locked wheels will cause flat spots, which are
highly undesirable.
Brake systems most prone to wheel slide have
disc brakes only.
Tread brakes allow some amount of wheel
cleaning or scrubbing to increase adhesion.
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Wheel Flats
Wheel flat damage is the result of sustained
sliding.
With increasing speeds, flats create a loud,
buzzing noise that disrupts passenger comfort.
Flats cause high impact loading and vibrations
that damage rails and truck-mounted equipment.
Heat generated from sliding can alter wheel
steel micro-structure (embrittlement), causing
spalls and voids.
Repairs are costly; cars are out of service for
wheel turning or wheel replacement.
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Flat Spots
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Flat Spots
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Flat Spots
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Wheel Flat Avoidance
Modern rail vehicles are equipped with a wheel
slide protection (WSP) system.
WSP is typically part of the brake system scope.
Sanding system is often included with WSP
Train operators can minimize wheel slide by
braking earlier with a lower brake rate and
“drive” the train into the station.
– Wheel slide system has a good chance of preventing
flats under very low adhesion.
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What is Adhesion Demand?
What is Adhesion Demand
Adhesion demand is the minimum level of
friction required to keep a wheel rotating on
running rails.
The adhesion demand can be calculated and
depends on the acceleration or braking rate.
Does not depend on weight, passenger load,
or speed.
Equation: The instantaneous deceleration or
acceleration rate in (f/s/s) divided by gravity
rate (32.17 f/s/s).
Grade is factored in as needed.
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Adhesion Demand
Adhesion
The adhesion demand is affected by uphill and downhill
grade (slope). Uphill grade reduces adhesion demand;
downhill increases adhesion demand.
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Adhesion Demand
Here is an example:
Train brakes at 3.0 mphps.
Rate converts to 4.40 f/s/s.
Downhill grade is 2.0%.
Adhesion Demand is:
4.40 +.02 = 0.16 (16%)
32.17
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Braking adhesion demand in rail and
rubber tire vehicles
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Low Adhesion Conditions
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Low Adhesion Causes
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Leaf matter gets everywhere
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Wheel Slide Protection System
WSP is “per truck based” and controls the truck
braking where the sliding axle is detected.
Per axle control requires a dump valve
(apply/release) on every axle. However this
increases complexity, lowers reliability, and, in many
applications, not entirely advantageous.
Computer can determine the correct reduction of
braking with constant adjustment until the slide is
under control, also trying not to under-brake and
increase braking distance.
Wheel creep can be controlled at higher speeds to
improve adhesion.
Resulting braking rates and distances are affected.
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Wheel Slide Protection System
WSP can work down to very low adhesion
levels, e.g., 5% (0.05).
A safety timer is set to around 5 seconds and
shuts off WSP if the slide is not controllable.
Automatic sanding system is activated when
wheel slide signal indicates WSP is active.
Air and hydraulic brakes work similarly.
Hydraulic brakes have faster response times
due to fluid being incompressible.
Hydraulic brakes are used in light rail and urban
trams.
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WSP System 2-Truck Car Example
ECU1 ECU2
MR
BCU1 BCU2
DMV DMV
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WSP Equipment
WSP Electronic Control Unit:
– May be stand alone or integrated into brake
ECU.
– Each car may have one control unit with
separate control boards per truck, or may
have one separate control unit per truck.
– WSP software is specialized, tunable for each
application with various adjustable
parameters.
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WSP Equipment
Dump Magnet Valve:
– Typically a two solenoid valve (apply/release)
assembly for rapidly venting, holding, and
recharging brake cylinder pressure (BC), one
per truck.
– Valve unit is mounted close to the truck BC
piping for rapid response.
– Uses Main Reservoir (MR) supply for
recharging or piloting.
– Uses pressure transducer for BC pressure
feedback.
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Electronic Controller
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Dump Valves
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Dump Valves
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Dump Valves
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WSP Equipment
Speed Sensors:
– One for each axle monitors RPM.
– Can be mounted on axle end, motor shaft.
– Typically “active” powered magnetic pick-up
type, single or multi-channel.
– Signal characteristics must be compatible
with WSP controller.
– Axle speed distributed to one or more ECU
or WSP controllers.
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WSP Equipment
Sanding System
– Sanding increases adhesion for short
durations.
– Sand is commanded to apply during WSP
activity.
– Sand is sprayed ahead of the first axle onto
rail head.
– Sanding System also is used in slip conditions
and Emergency Brake application.
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Speed Sensor
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WSP Testing
Wheel slide system performance is optimized to
specific vehicle and train operation.
Testing now follows UIC 541-05 standard.
WSP validation process tests reaction to low
adhesion, stable control of wheel creep, ability to
avoid sliding, and evaluating resulting braking
rates and distances.
Low adhesion is sometimes artificially created to
induce slides and trigger the WSP.
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WSP Testing
Tracks are wetted ahead of lead axle using
spray system on-board test train.
Wetting agent consists of water and detergent
such as dish soap or windshield washer fluid.
Mixture can be adjusted depending on how
slides are induced.
Sanding system is turned off in order to isolate
WSP performance.
Adhesion is determined by calculation based on
deceleration rate during slide event.
Target is to get 0.06-.08 adhesion.
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WSP Testing
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WSP Testing
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WSP Testing
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Review of Objectives
1. Discuss the difference between wheel slide,
wheel slip, and wheel creep in rail vehicles.
2. Determine why wheel slide happens.
3. Calculate the “adhesion demand” by knowing
only the train deceleration rate and grade.
4. Advise others on why wheel flats should be
avoided.
5. Describe how a wheel slide protection system
works.
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the evaluation for this course by logging into CES Discovery and
clicking on the Course Evaluation link on the left side of the page.
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This concludes The American Institute of Architects
Continuing Education Systems Course
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