PTTS 32583 01 en 00

/// Test program for CC-GJL300 new cast iron MODIFY
Project 1639 - VANDE BHARAT-TITAGARH

Test program description to test modified new low alloyed cast iron for
brake disc
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Customer CDRL: Customer Specification Reference: ECO:
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Compiled: marco.rudilosso 30/10/2023

Design Engineer, Engineering
Checked: .
Systems Engineer, Engineering
Approved:
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Manager, Engineering
Expert:
Name / Title, Group
Customer acceptance:
Position, Railroad Name
Name, Title, Group Signature Date
Filename: Revision: Status:
PTTS-32583-01-EN-00.docx 00 MODIFY
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Confidential & Proprietary. All Rights Reserved.
© either Wabtec Corporation or one of its subsidiaries
TR-F-ENG-017A Rev 1.4

2Revision
Issue Date Description ECO Compiled Checked Approved
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Revision Date Description ECO Compiled Checked Approved
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/// 2Table of Contents:
/// 1. GENERAL INFORMATION.........................................................5
1.1
/// 2.
TASK 5
MODIFY
HARDWARE...............................................................................7
2.1 BRAKE DISC 7
/// 3. TEST BENCH..............................................................................9
/// 4. MEASUREMENTS....................................................................10
4.1 MEASURING EQUIPMENT 10
4.2 NOISE MEASUREMENT 10
4.3 PAD WEAR 11
4.4 MEASUREMENT METHODS AND TOOLS 12
4.5 REQUIRED MEASUREMENTS AND DOCUMENTATION BEFORE
TESTING. 12
4.6 REQUIRED MEASUREMENTS AND DOCUMENTATION DURING TESTING.
13
4.7 REQUIRED MEASUREMENTS AND DOCUMENTATION AFTER TESTING
13
4.8 PASS/FAIL CRITERIA. 14
/// 5. TEST PROGRAMS ACCORDING TO FZ0418310-E06TTS FOR
TRAINSET 18........................................................................................15
5.1 BEDDING IN OF THE PADS 15
5.2 VALIDATION OF THE FRICTION PAIR 16
5.2.1 Worst case with the pneumatic brake 20
5.2.2 Parking- and holding brake tests. 21
5.2.2.1 Static friction coefficient (cold) 21
5.2.2.2 Static friction coefficient (hot) 22
5.3 THERMAL CAPACITY 23
5.3.1 The route simulation Howrah-New Delhi 23
5.3.2 The route simulation Howrah-New Delhi 24
5.3.3 Two consecutive Emergency Brake applications 25
/// 6. TEST PROGRAM ACCORDING TO FZ0866102 (USED FOR
KISS) 27
6.1 INTERRUPTION 27
6.2 AERATION SPEED 27
6.4 CONDITIONING 30
6.5 BEDDING IN31
6.6 PRE-TEST 32
THERMAL CAPACITY 33
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1. Load case 1: Two successive emergency braking operations 33
2. Load case 2: according to L&P TSI Kp. 4.2.4.5.4. Gotthard ramp 35
/// 7. FINISHING AND TEST REPORT...............................................37
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/// 1. General information
1.1 Task
This is the dynamometer test program for the project Train 18. A new low alloyed cast iron has to be tested
through two test programs presented in this document.
ICF produces the Electro Multiple Units for Indian Railways.
The maximum train speed is 160 km/h in service and 180km/h for design.
There are train sets with 16 cars.
Each wheel set is equipped with two wheel-mounted brake discs. Per wheelset there is one parking brake
actuator foreseen.
50% of the bogies are motorized
Figure 1.1: The train configuration
The herein described testing will qualify the applicable pad material(s) and verify the thermal capacity of the
disc brakes even in worst laden condition.
At the dynamometer the universal brake caliper as prescribed in UIC 548, appendix D will be installed and
the brake caliper clamping forces and braking torques will be applied in accordance with the relevant brake
calculations.
The testing will include the emergency braking performances as well as the pneumatic service brake.
Tested will be data from train loads AW0 and AW3.
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The static braking forces will be tested. Measured will be the static pad friction level and the brake-through
torques of a turning brake disc against the parking brake applied – at ambient and operational temperature
conditions.
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In dynamic brake testing the stopping distances and retardation rates will be derived.
The thermal capacity of the disc brakes will be tested in three consecutive emergency brakes. Also, the
reference route will be simulated in pure pneumatic mode.
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/// 2. Hardware
2.1 Brake disc

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Wheel mounted brake disc made of cast iron alloyed with copper and chromium according to Wabtec Poli
drawing number 32583. The following test program will be performed with the same disc mentioned one
time with stress relieving and one time w/o it.
Outer diameter: 750 mm
Inner diameter: 460 mm
Brake radius: 297 mm (foreseen in the installation)
Wear capacity: 5 mm per disc face
Friction ring material: MS_0133_CCGJL
Figure 2.1 Brake disc drawing
Will be prepared two rings 32583, one subjected to stress relieving heat treatment and one with no
treatment; the two version will be both tested to figure out if this new grade material will require the
treatment itself. The necessity will be ensured by observing the presence of cracks and their density on
friction ring after the test.
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Brake pad
The following brake pad samples will be considered for the testing:

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Becorit 984 pad size 400 cm² per disc side, 35 mm thick for the test program trainset 18. The
brake pad Becorit 984 respect UIC preconditions and will be like drawing no. 122101F73.
 Becorit KRS FP94 pad size 400 cm² per disc side, 35 mm thick for the test program of kiss
Figure 2.2: Brake pad drawing
Figure 2.3: KRS Becorit FP94
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/// 3. Test bench
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Test bench is a ZF type with integrated caliper and actuator. It is able to run UIC-programs as well as
specific mission profiles (dry and wet; with simulated air stream).
The braked mass per disc may vary in a range of 315 kg to 18315 kg at revolutions up to 2500 min -1.
The clamping force is either applied by an adjustable caliper that is part of the test bench.
Temperatures are measured by thermocouples and transmitted by telemetry.
The installed electric power rates 536 kW.
Figure 3.1. Dynamometer test bench
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/// 4. Measurements
4.1 Measuring equipment

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To measure the temperature, thermocouples (3 per side) will be integrated directly on both sides of the disc.
Thermocouples shall be 120° offset as shown below.
Counting of
thermocouples
radius
Braking
Figure 4.1: Schematic position of thermocouples in accordance to EN 14535-1
4.2 Noise measurement
A microphone will be installed up to 2 meter distance from the center of the brake disc.
There is an automatic measurement of the maximum noise level (dBA) g in each stop of the dynamometer
test. Resonance frequencies of the test machine may be filtered out.
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4.3 Pad wear
To measure the pad wear, the brake pads will be weighed before and after the specified test sequences.
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For a determination of taper wear the thickness of the brake pads will finally be measured at the points
shown in the picture below.
Meas. Messpunkt
point 1 1 Meas. point
Messpunkt 2 2
OBEN
Meas. point 3 Meas. point 4

Messpunkt 3 Messpunkt 4
Meas. point 55
Messpunkt Meas.Messpunkt
point 66
UNTEN
Meas. Messpunkt
point 7 7 Meas. point
Messpunkt 8 8
.
Figure 4.3: Measurement points for taper wear.
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4.4 Measurement methods and tools
The required properties of the brake disc will be measured by using the following methods and tools:
 Stopping distance
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The algorithm is implemented in the dynamometer test bench software.
 Friction coefficient
The algorithm is implemented in the dynamometer test bench software.
 Temperature
The thermocouples are installed to the brake disc. See figure 4.1
 Roughness
The friction ring surface roughness will be measured with a special workshop equipment.
4.5 Required Measurements and documentation before testing.

The following properties must be measured and documented before the test:
 Determination of surface quality and roughness of friction surface
 Weighing of the brake pads (where required)
 Documentation of friction surface (pictures)
 Documentation of brake pad surface (pictures)
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4.6 Required measurements and documentation during testing.
The following properties must be measured and documented during the test:
 MODIFY
Standard evaluation by dynamometer software (speed, stopping distance, friction coefficient,
temperature, etc.) during each test program
 If crack development visible at the brake disc – measuring length of crack and documentation of
crack length and position (picture)
Crack assessment according to brake disc manual.
 Measurement of the static coning of the friction rings
 Automatic measurement of the noise level (dBA) in each stop of the dynamometer test.
4.7 Required measurements and documentation after testing

The following properties must be measured and documented after the test:
 Determination of surface quality and roughness of friction surface at both sides

Roughness to be measured at three different locations around the friction ring
 Measurement of the static coning of the friction rings
 Weighing of the brake pads (where required)
 Documentation of friction surface of brake disc (pictures)
 Documentation of friction surface of brake pads (pictures)
 Data analysis of noise records
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4.8 Pass/fail criteria.
In the validation of friction pair: MODIFY

 It must be possible to reach the specified retardation of the train.
See information on pass-fail criteria after chapter 5.2.1 and 5.2.2
In the worst case it may be requested to adapt the cylinder pressures on a friction level, different
from the initially assumed value µ=0,35. In this case the test program must be modified. The allowed
data of the brake caliper and the allowed cylinder pressures of the brake cylinders in the train must
be respected.
The main reference to judge the friction coefficient and possible deviations in the test is UIC541-3
version 2017-03.
 The brake pads and the brake disc must withstand the mechanical and thermal load.
The fiction pair must be in a re-usable condition after all tests. For assessment criteria please see
separate document.
 The appraisal must consider the wear rate of the brake pad and visual inspection of brake disc and
brake pad.
 The static friction coefficients measured must assure a safe parking- and holding brake function.
(µstat>0,35)
In the validation of the thermal capacity:
 The brake pads and the brake disc must remain in a good condition, judged by crack appraisal and a
visual inspection. For assessment criteria please see separate document.
 The temperatures must be on the calculated level.
Deviating temperatures, which are more than 15% higher than the calculated, or which are higher
than 450°C must be analyzed in detail.
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/// 5. Test programs according to
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FZ0418310-E06TTS for Trainset 18
5.1 Bedding in of the pads
Before the actual test can be started, the pads must be bedded in.
Brake radius rB =297 mm

New wheel diameter dW =952 mm
Filling time Dynamometer tz =1,0 sec
Acceleration a =0,4 m/s²
[Documentation of pad condition and weighing before and after the bedding-in procedure]
Braking Initial Braking Pad force Initial Remarks

No. velocity v mass per disc temperature
M FB T0
km/h kg kN °C
R1 to Rx 120 6000 30 20-100 Initially 50 brake applications for
bedding-in.
There shall be a stabilized
friction coefficient found finally
(+/- 5 % over the last 8 stops).
85% of the contact area
between disc on the pad shall
show bearing (wear area visible
on the brake pads). Depending
on the results it may be needed
to perform further stops for
bedding-in
Table 5.1: Data for bedding-in
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5.2 Validation of the friction pair
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It is the intension to test the friction pair in the important range of data, to ensure the performance of the
friction brake:
Case Performance Braked Mass Clamping Retardation

Force
Emergency Br. AW high 9211 kg 43,5 kN 1,12 m/s²
3(MC car)
Emergency Br. AW0 medium 6767 kg 31,95 kN 1,12 m/s²
(DTC car)
Emergency Brake 1 highest 9869 kg 43,5 kN 0,96 m/s²
car isolated
Pneumatic Service highest 12060 kg 37,58 kN 0,656 m/s²
Brake. 25% of the
brakes are isolated
AW3
Service Brake AW3 medium 9211 kg 37,58 kN 0,97 m/s²
(MC car)
Service Brake AW0 low 6767 kg 27,61 kN 0,97 m/s²
(DTC car)
Table 5.2: Description of test parameter used to validate the friction pair.
Here considered are the most loaded discs in the train with high performance and low loaded discs in case
of testing of low performance data.
All tests to validate the friction pair will be performed with a controlled clamping force. This represents the
situation on the train. In the train there is the brake cylinder pressure provided by the brake control and
therefore the pad clamping force applied.
Data of Emergency Brake and Service Brake
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Brake radius rB =297 mm the pad clamping force is controlled
New wheel diameter dW =952 mm (constant brake pressure and
Filling time Dynamometer tz =1,0 sec pad clamping force)
Acceleration 0-100 km/h
100-180 km/h
a1
a2 MODIFY
=0,5 m/s²
=0,4 m/s²
[Documentation of pad condition and weighing before and after the following listed tests]
Emergency Brake Reference Calculation: BC0202400_30-4-01_10_EB Revision 01

Initial Clamping
Braking Initial
velocity force Instant.
Braking No. mass temperature Remarks
va per disc retardation
ma T0
FB
Listed stopping distances
[km/h] [kg] [kN] [°C] [m/s²] including filling time!
Em-Brake AW0 controlled BC0202400_30-6-01_00, A-

value car
1 2 3 80
4 5 6 100 6767 31,95 10-60 1,12 Stop, cool down, stop.
7 8 9 120
10 11 12 140
13 14 15 160
16 180
1,12 Stops, made without cool
No cool down down between.
17 18 160 6767 31,95
before 2nd stop Increased initial
temperatures
19 20 120 6767 31,95 50-60 - Normalizing
21 80
22 100 6767 31,95 50-60 1,12 Wet, Q=23 l/h
23 120
24 140
25 160
26 180
27 28 120 6767 31,95 50-60 - Normalizing/drying
Em-Brake AW3 BC0202400_30-6-01_00, B-

car
29 30 31 80 9211 43,5 Stop, cool down, stop.
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32 33 34 100 50-60 1,12
35 36 37 120
38 39 40 140
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41 42 43 160
44 180
1,12 Stops, made without cool
No cool down down between.
45 46 160 9211 43,5
before 2nd stop Increased initial
temperatures
47 48 120 6767 31,95 50-60 Normalizing
49 80
50 100 9211 43,5 50-60 1,12 Wet, Q=23 l/h
51 120
52 140
53 160
54 180
55 56 120 6767 31,95 50-60 Normalizing/drying
Service Brake condition AW3

Initial Clamping
Braking Initial
ma T0
FB
Listed stopping distances
[km/h] [kg] [kN] [°C] [m/s²] including filling time!
Service Brake AW3. Data very similar to the Emergency Brake, only clamping force a bit less. Short test, dry
57 58 59 80
60 61 62 100 9211 37,6 50-60 0,97 Stop, cool down, stop.
64 65 66 120
67 68 69 140
70 71 72 160
73 180
No cool down
0,97 Increased initial
74 75 160 9211 37,6 before 2nd
temperatures
stop
76 77 120 6767 27,3 50-60 - Normalizing
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Service brake condition AW0
Service Brake AW0
78 79 80 80
81
84
82
85
83
86
100
120
6767 27,6
MODIFY50-60 0,97 Stop, cool down, stop.
87 88 89 140
90 91 92 160
93 180
No cool down 0,97 Increased initial

94 95 160 6767 27,6
before 2nd stop temperatures
96 97 120 6767 27,6 50-60 - Normalizing

98 80
99 100 6767 27,6 50-60 0,97 Wet, Q=23 l/h
100 120
101 140
102 160
103 180
1049 105 120 6350 27,6 50-60 - Normalizing/drying
Pads weighing
Table 5.2.1: Data for the validation of friction pair
Pass/fail criterion.
0,32 ≤ µ in the test for Emergency Brake. In case of unclear results, repeat the tests with the
parameters found with critically. Then, base the assessment on the average value tested under the
specific data.
Other pass/fail criterions:
The brake pads must be found in a good and re-usable condition after this test.
There shall be no indications of thermo-shock impact
There shall be no metallic inclusions in the brake pad material.
5.2.1 Worst case with the pneumatic brake
[Documentation of pad condition and weighing before and after the following listed tests]
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Initial
Braking
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Worst case check in degraded mode
Clamping
Initial
ma T0
FB
[km/h] [kg] [kN] [°C] [m/s²]
Emergency Brake with one car isolated AW3

1 40
2 80
3 100
9869 43,5 50-60 0,96
4 120
5 140
6 160
Service Brake with 25% of the brakes isolated AW3). The specification requests a safe working up
to 100 km/h in this condition.
7 80 Exceptional degraded
8 100 mode!
12060 37,6 50-60 0,656
9 120
10 160
Table 5.2.2: Data of additional tests in the validation of friction pair
Pass/fail criterion:
0,32 ≤ µ in these tests. In case of unclear results, repeat the tests with the parameters found
critically.
Other pass/fail criterions:

There shall be no metallic inclusions in the brake pad material
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MODIFY
5.2.2 Parking- and holding brake tests.
5.2.2.1 Static friction coefficient (cold)
To determine the static friction coefficient in the cold state, a breakaway test with data according to the
following table will be carried out. The static friction coefficient for the holding brake and the parking brake
will be determined. For the measurement, the service brake cylinder is pressurized and thus the brake
linings are applied to the friction surface of the brake disk. By means of a separate motor unit of the
dynamometer the braking torque will be increased within a slow motion of the wheel happens. The static
friction coefficient will directly be determined by means of a software, programmed on the test bench.
tested are clamping forces in the range used for holding and parking brake
Wheel diameter 952 mm
Brake radius 297 mm
Start temperature ≤ 50 °C
Totally 15 measurements.
Number of measurements 3 measurements per clamping force in 5 steps of
clamping forces
Brake pad clamping force per disc

25 kN, 30 kN, 33,8 kN, 35 kN, 40kN
(controlled by the dynamometer)
Minimum clamping force in parking brake: Fb min =33,8 kN
Expected static friction coefficient 0,35 ≤ µ in parking brake
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Table 5.2.2: Data usable for the determination of the static friction coefficient in cold condition
Pass/fail criterion: 0,35 ≤ µ in parking brake at FB=33,8 kN
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5.2.2.2 Static friction coefficient (hot)
After the measurements in cold condition, the static friction coefficients of the hot brake have to be
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determined. For this purpose, a continuous braking at v = 70 km / h with a pad pressure force of Fb = 20 kN
is planned, within a disc temperature of 200°C is reached. The measurement of static friction values is
obtained after the brake disc temperature is cooled down to the starting test temperature of 150 ° C.
The break test is carried out as described in the previous chapter but with the following changed
parameters.
Wheel diameter 952 mm
Brake radius 297 mm
Start temperature 150 °C +/- 30°C
Totally 6 measurements.
Number of measurements 2 measurements per clamping force in 3 steps of
pad clamping forces
Brake pad clamping force per disc

30 kN, 33,8 kN, 40 kN
(controlled by the dynamometer)
Minimum clamping force in parking

Fb min =33,8 kN
brake
Expected static friction coefficient 0,35 ≤ µ in parking brake
Table 5.2.2.2: Data usable for the determination of the static friction coefficient in hot condition
Pass/fail criterion: 0,35 ≤ µ in parking brake at FB=33,8 kN
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5.3 Thermal capacity
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A route simulation is foreseen on the line Howrah-New Delhi in service without ED-brake support.
Also three consecutive Emergency Brake stops from 160 km/h will be performed.
These tests will be performed in the torque-controlled mode of the dynamometer. In this case the
retardation force is kept correctly. Variations in friction coefficient will continuously be equalized by means of
adapted clamping force.
This mode assures that the correct brake power will be applied.
5.3.1 The route simulation Howrah-New Delhi
A route simulation is foreseen on the line Howrah-New Delhi in service with the normal ED-brake support.
Used will be the data of the most charged bogie in the train in maximum load.
[Documentation of pad condition and weighing before and after this route simulation.
Chapter 5.2.3 can be tested between without additional inspection weighing]
Chart 5.3.1: Calculation result. Howrah-New Delhi with ED brake. One Emergency Brake application is
applied on the route.
Important Comment: The braking with ED Brake requests a blending with the disc brakes. Here the braked
mass varies from 2,0 t to 6,45 t. The dynamometer is even possible to manage this variance. But higher
mass, 9,2 t requested for Emergency brake is problematically to reach in one installation.
We need to be allowed to equalize the missing brake mass by increased initial velocity in the Emergency
brake application.
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Pass/fail criterions:
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The pad wear rate needs to be analyzed separately.
5.3.2 The route simulation Howrah-New Delhi
As worst-case route simulation regarding temperatures the line Howrah-New Delhi will be driven in service
without ED-brake support.
Used will be the data of the most charged bogie in the train in maximum load. The retardation of ae=0,9m/s²
is applied.t
For reference see thermal calculation, FT document TA-1440-01-EN-04.
[Documentation of pad condition and weighing before and after this route simulation]
Chart 5.3.2: Worst case route simulation. Howrah-New Delhi without ED-Brake. Speed restriction to 120
km/h.
Pass/fail criterion:
..

The pad wear rate needs to be analyzed separately.
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5.3.3 Two consecutive Emergency Brake applications
Tested will be the data in the highest load. The initial velocity is 160 km/h.
Braking mass per disc: 9,211 t

Theoretical brake pad clamping force@ µ=0,35: 43,5 kN
Diameter of new wheel: 952 mm
Ambient temperature: 20°C-60°C
Start temperature: 60°C-70°C
Standstill time after the stops: 20 seconds
Acceleration 0-100 km/h 0,5 m/s²
100-180 km/h 0,4 m/s²
[Documentation of pad condition and weighing before and after this route simulation]
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Chart 5.3.3: Preliminary calculation result of two consecutive Emergency brake applications
Pass/fail criterions:
MODIFY
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/// 6. Test program according to
FZ0866102 (usedMODIFY
for Kiss)
The following test sequences describe the course of the experiments.
6.1 Interruption
The individual tests shall be carried out in the order listed in Table 3.
Interruptions are only allowed after completion of a single part of the program. If there are interruptions
during a program, the last 5 stops before the interruption must be repeated.
Interruptions lasting longer than 48 hours must be marked in the test report.
6.2 Aeration speed
During the tests, the aeration speed is controlled as a function of the simulated web
speed.
During standstill, a constant cooling air velocity is maintained
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6.3 Test-Matrix
Order Nr. Chapter Test

MODIFY Comments
FP94
1 5.3 Conditioning
x
bedding in the brake pads

Part 1: 2 5.4 BEDDING
Achievement test
X
Determining the weights, photos of
3 4.1 Measurement
brake pads and discs. X
Determination of the dyn. Base friction
4 5.5 Pre-test
coefficients / comparison of pad qualities (dry, wet, X
hot)
Photos of brake pads and discs.
5 4.1 Measurement
X
Determination of the sound pressure level by
6 5.6 Noise Measurement
means of a microphone X
Static coefficient of Determination of static friction coefficients
7 5.7
PTTS-xxxxx-01-EN-00
Date: 04.10.23 - Revision: A00
FAIVELEY TRANSPORT.
friction / holding X
brake
Two consecutive emergency braking from 160 km/h,
8 5.8.1 Loading condition 1
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purely pneumatic. X
Photos and weight and roughness of the windshield.
9 4.1 Measurement
X
Part 2: Route profile (Basel – Thun –
10 5.8.2 Route profile
Thermische Basel) 75%ED Force X
Simulation
Photos and weight and roughness of the windshield.
11 4.1 Measurement
X
Load case according to TSI L&P Kp. 4.2.4.5.4.
12 5.8.3 Lastfall 2 v = 80 km/h, 21 ‰ gradient, 46 km length. With
X
maximum payload, 0% ED braking force
Determination of weights, photos of
13 4.1 Messung
brake pads and discs.
x
Table 6.3 List of test sequences to be performed.
PTTS-xxxxx-01-EN-00
FAIVELEY TRANSPORT.
6.4 Conditioning
The brake discs must be conditioned prior to the brake pad test program. For this purpose, the same
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friction material must be used as for the certification tests, whereby the certification tests must be started
with a new set of pads.
The conditioning for the preparation of the brake discs consists of at least 20 sliding
brakes from the certification program.
Braking # Output speed Clamping force Mass to be Output Temperature Brake

v to km/h FB in kN decelerated Disc
T0 to °C
R1 to R20 120 20 – 100

41,26 6,41
Table 6.4 Conditioning braking
PTTS-xxxxx-01-EN-00
FAIVELEY TRANSPORT.
6.5 Bedding in
Before carrying out the actual tests to determine the coefficient of friction, the brake pads to be
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tested must be ground in.
The brake pads are ground in when a wear pattern of > 85% is achieved.
Since the brake pads have to be removed to determine the actual load-bearing area, 60 braking
operations are carried out first. Subsequently, the decks are removed and evaluated regarding their
contact pattern.
Depending on the actual load-bearing area reached, between 15 -60 further braking operations are
carried out before a further evaluation of the contact pattern is carried out if necessary.
To draw conclusions about the progress of the grinding during braking, the coefficients of friction
during grinding must be documented.
The parameters of the loop-in braking are based on the braking loads of an emergency braking for an
empty vehicle.
Braking # Initial speed Clamping Mass to be Output Remarks

V in km/h force decelerated temperature brake
FB in kN disc
T0 to °C
After the first
R1 to R60 120 41,26 6,41 41,26 60 braking,
the
Initial inspection of
the pads
x Braking for
grinding in until at
R61 to Rx 120 41,26 6,41 41,26 least 85% contact
pattern on the disc
is reached
Measurement 10,11,12,13 (Table 2)
PTTS-xxxxx-01-EN-00
FAIVELEY TRANSPORT.
6.6 Pre-test
After bedding in the pads, a preliminary test is carried out to determine the actual dynamic coefficient of
MODIFY
friction of the respective brake pad. Based on these results, the clamping forces are adjusted for the
following test programs (if necessary). In addition, these values are used together with the static pad
friction coefficients for the pre-selection of the tested pads. The specifications for the contact force
defined here are based on a pad coefficient of friction of 0.35.
The following general parameters apply to all pretests:
Wheel brake disc 750x460_ 30125

Braking radius (RBS u. WBS) see 2.3
Maximum speed 160 km/h
Take-off temperature ≤ 50 °C (before each braking)
Reference Brake calculation: FZ0866102-G03CAL
Measurement 10,11,12,13 (Table 2)
Based on the current weight balance, braking is carried out for different weight levels and service
braking curves from the operational vehicle to the maximum mass.
PTTS-xxxxx-01-EN-00
FAIVELEY TRANSPORT.
Thermal capacity
In order to prove the thermal performance of the braking equipment, various demanding failure
scenarios are simulated in the following.
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1. Load case 1: Two successive emergency braking operations
According to the thermal simulation, the case "emergency braking in R" is tested. To
do this, the following parameters are taken into account.
Brake calculation FZ0866102 E01CAL_A00_R

Thermal TeSi_001_00-2 Schnellbremsungen_WBS_B00
Calculation (shaft
brake disc)
Thermal TeSi_006_00-2 Schnellbremsungen_RBS_B00
calculation
(wheel brake disc)
Acceleration
Delay 1,364 m/s²

Masses to be
decelerated 8.59 t
(Shaft brake disc)
Masses to be
decelerated 10.83 t
(wheel brake disc)
Driving resistance Yes
PTTS-32583-01-EN-00.docx
Date/Date: 30/10/2023 - Issue/Revision: 00 page 33/37
..
This document contains legally privileged, confidential, proprietary or
otherwise private information. Any unauthorized use, reproduction, dissemination,
distribution or other disclosure of the contents is strictly prohibited
Route "Bern-Thun»
A route trip is driven with increased load "Gross2" and 75% available ED power. The route
MODIFY
corresponds to a peak run with short waiting times at the stops and a maximum speed of 160 km/h.
Brake calculation FZ0866102 E00CAL_Bremsberechnung blending
Thermal TeSi_032_00-Basel-Bern-Thun_R+E_WBS
calculation
(Shaft brake disc)
Thermal TeSi_033_00-Basel-Bern-Thun_R+E_RBS
Calculation (wheel brake
disc)
Acceleration
Delay 1.15 m/s²

Dimensions to be
decelerated (shaft brake
disc)
..
Dimensions to be braked
(wheel brake disc)
MODIFY
Reference line -Streckendaten_Basel-Bern_RABe512_Vmax160
(Stadler Input) -Streckendaten_Bern-Thun_RABe512_Vmax160
Driving resistance No
Figure 10 Bern-Thun-Bern route
2. Load case 2: according to L&P TSI Kp. 4.2.4.5.4. Gotthard ramp
Continuous braking v = 80 km/h, 21 ‰ gradient, 46 km length. With maximum

payload, max. 0% ED brake. At the end, emergency braking is purely
pneumatic. To do this, the following parameters are taken into account.
Brake calculation FZ0866102 E01CAL_A00_R

..
Thermal TeSi_009_00 Gotthartrampe_WBS_B00
Calculation (shaft
brake disc)
MODIFY
Thermal calculation TeSi_012_00 Gotthardrampe_RBS_B00
(wheel brake disc)
Masses to be
decelerated 8,652 t
(Shaft brake disc)
To be decelerated
Masses (wheel 8,736 t
brake disc)
Driving resistance No
Figure 11 Gotthard ramp downhill
..
/// 7. Finishing and test report
MODIFY
After all tests are done, a final review is needed to check if all results are available and plausible. After
this positive check, the equipment can be dismounted from the dynamometer. The brake disc must be
investigated regarding the hardness and crack detection. A detailed test report will be released.
..

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/// Test program for CC-GJL300 new cast iron MODIFY

Project 1639 - VANDE BHARAT-TITAGARH

Division: Document Type: Distribution:

. Document Type Choose an item.

Customer CDRL: Customer Specification Reference: ECO:

Compiled: marco.rudilosso 30/10/2023

Filename: Revision: Status:

TR-F-ENG-017A Rev 1.4

00 30/10/2023 first issue . mr . .

TR-F-ENG-017A Rev 1.4

TR-F-ENG-017A Rev 1.4

Figure 1.1: The train configuration

TR-F-ENG-017A Rev 1.4

TR-F-ENG-017A Rev 1.4

2.1 Brake disc

Figure 2.1 Brake disc drawing

TR-F-ENG-017A Rev 1.4

Figure 2.2: Brake pad drawing

Figure 2.3: KRS Becorit FP94

TR-F-ENG-017A Rev 1.4

Figure 3.1. Dynamometer test bench

TR-F-ENG-017A Rev 1.4

4.1 Measuring equipment

4.2 Noise measurement

TR-F-ENG-017A Rev 1.4

Meas. point 3 Meas. point 4

TR-F-ENG-017A Rev 1.4

4.5 Required Measurements and documentation before testing.

 Determination of surface quality and roughness of friction surface

 Weighing of the brake pads (where required)

 Documentation of friction surface (pictures)

 Documentation of brake pad surface (pictures)

TR-F-ENG-017A Rev 1.4

 Measurement of the static coning of the friction rings

4.7 Required measurements and documentation after testing

 Determination of surface quality and roughness of friction surface at both sides

 Measurement of the static coning of the friction rings

 Weighing of the brake pads (where required)

 Documentation of friction surface of brake disc (pictures)

 Documentation of friction surface of brake pads (pictures)

 Data analysis of noise records

TR-F-ENG-017A Rev 1.4

In the validation of friction pair: MODIFY

In the validation of the thermal capacity:

TR-F-ENG-017A Rev 1.4

5.1 Bedding in of the pads

Brake radius rB =297 mm

Braking Initial Braking Pad force Initial Remarks

TR-F-ENG-017A Rev 1.4

Case Performance Braked Mass Clamping Retardation

Data of Emergency Brake and Service Brake

TR-F-ENG-017A Rev 1.4

Emergency Brake Reference Calculation: BC0202400_30-4-01_10_EB Revision 01

Em-Brake AW0 controlled BC0202400_30-6-01_00, A-

Em-Brake AW3 BC0202400_30-6-01_00, B-

29 30 31 80 9211 43,5 Stop, cool down, stop.

TR-F-ENG-017A Rev 1.4

Service Brake condition AW3

TR-F-ENG-017A Rev 1.4

No cool down 0,97 Increased initial

96 97 120 6767 27,6 50-60 - Normalizing

Table 5.2.1: Data for the validation of friction pair

5.2.1 Worst case with the pneumatic brake