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Test report

Metro Kochi
0045809

Dynamometer test report

of

BFC tread brake

00 19.11.2015 First issue HWS MWR MWR

Issue Date Description ECO Compiled Checked Approved

This document is copyright and property of FAIVELEY TRANSPORT WITTEN. It cannot be used for the construction of the object. It
must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
method must also include a copy of this legend.
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REVISIONS
Issue Date Description ECO Compiled Checked Approved

00 19.11.2015 First issue HWS MWR MWR

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must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
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Content
1. SCOPE...................................................................................................................................... 4

2. GENERAL DATA ...................................................................................................................... 5

2.1 LOCATION & DATE ............................................................................................................... 5
3. TEST SPECIMEN ..................................................................................................................... 6
3.1 WHEEL ............................................................................................................................... 6
3.2 BRAKE BLOCKS ................................................................................................................... 6
3.3 TREAD BRAKE UNIT............................................................................................................. 6
4. TEST RESULTS ....................................................................................................................... 7
4.1 BEDDING-IN ........................................................................................................................ 7
4.1.1 Bedding-in Becorit K302................................................................................................ 7
4.1.2 Bedding-in Bremskerl 303 ............................................................................................. 9
4.1.3 Bedding-in TMD Cosid 804 ......................................................................................... 10
4.1.4 Bedding-in Frenoplast FR527 ..................................................................................... 12
4.1.5 Bedding-in Flertex 782 ................................................................................................ 13
4.2 DETERMINATION OF FRICTION COEFFICIENTS, STOP BRAKINGS ........................................... 15
4.3 DETERMINATION OF STATIC FRICTION COEFFICIENTS .......................................................... 21
4.4 DETERMINATION OF “PUSH-THROUGH”- FRICTION COEFFICIENTS ......................................... 22
4.5 THERMAL CAPACITY TEST .................................................................................................. 25
4.5.1 Case 1, normal mode .................................................................................................. 25
4.5.2 Case 2, ED failure on 1 motor bogie ........................................................................... 26
4.5.3 Case 3, Mechanical brake failure on 1 trailer bogie .................................................... 27
4.5.4 Case 2, ED failure on 1 motor bogie, second run ....................................................... 28
4.5.5 Case 5, ED brake failure on the whole train ................................................................ 29
4.5.6 Emergency stops ......................................................................................................... 29
4.6 NOISE MEASUREMENT RESULTS......................................................................................... 32
4.7 BRAKE BLOCK WEAR ASSESSMENT..................................................................................... 36
5. CONCLUSION ........................................................................................................................ 40

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must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
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1. Scope
A Metro Kochi train is composed of 2 motor cars and 1 trailer car.
Each axle is equipped with 1 BFC compact service tread brake unit and 1 BFCF compact parking
tread brake unit.

Image 1 – Metro Kochi train configuration

The maximum speed of the train is 90 km/h, the maximum operational speed is 80 km/h. Some
tests with an initial speed of 100 km/h have to be included according to the AT specification LPA-
19-00062234_B.

FT has conducted a dynamometer test with an original Metro Kochi wheel and several brake
blocks qualities.
The aim of the test was to determine the suitable brake block type for the application.

The test was executed according to the test program FT0045809-E00LTS_01, confirmed by AT.
This report summarizes the main results of the dynamometer test.

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must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
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2. General data

2.1 Location & date

The tests were conducted on the Faiveley Transport’s dynamometer in Witten from
week 39, 2015 to week 42, 2015.

The dynamometer test bench is a ZF type (brand name) with integrated caliper and actuator for
disc brake. It is accredited according to DIN EN ISO 17025. Disc and tread brake tests can be
executed. It is able to perform stop brakings as described in UIC541-3 as well as specific mission
profiles (dry and wet; with simulated air stream).
The braked mass per disc (wheel) may vary in a range of 315 kg to 18315 kg at revolutions up to
2500 min-1.
Temperatures are measured by thermo couples and transmitted by telemetry.
The installed electric power rates 536 kW.
The dynamometer is equipped with a microphone for measuring of noise.

Image 2 – Test installation on dynamometer

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3. Test specimen

3.1 Wheel
Alstom Transport has sent an original Metro Kochi wheel with worn condition diameter, according
to Alstom drawing No. PBE-11-00063498.

3.2 Brake Blocks

Following brake block qualities with the size 200 cm² were tested:
• Becorit K302
• Bremskerl 303
• TMD, Cosid 804
• Frenoplast FR 527
• Flertex 782
2 brake blocks of size 200 cm² are installed in one BFC compact unit.

3.3 Tread Brake Unit

A BFC compact service brake unit according to drawing No. P35693-103 has been used for the
test. The test unit is of the same type as the units installed in the train.
The wedge angle at the piston of the BFC test unit is 13.7 °, as used in the brake calculations.
The test unit is of the same type as the units installed in the train.
A special test unit was used because this unit has an interface which directly fits the test
rig of the dynamometer.
The parking brake was simulated with the same BFC compact unit by applying the cylinder
pressure required to create the parking brake output forces according to the brake
calculations. With this method, the minimum and maximum parking brake spring forces
can be simulated for the parking brake test and push-through test.
The BFC test unit was calibrated before the test.

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must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
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4. Test results

4.1 Bedding-in
The bedding-in has been executed based on UIC 541-4 with starting speeds 60 and 80 km/h with
2 different clamping forces. It was noticed, that a big amount of stop brakings was necessary for all
brake block qualities to get well bedded-in blocks. For this reason the brake blocks partly were
machined mechanically before the bedding-in in order to adapt the block shape to the wheel tread
shape.

Clamping
Braking Speed Initial wheel
force per
No temperature Remarks
v in km/h block
FB in kN
T0 in °C

x brakings until the blocks wear on 85 % of

R1 to Rx 60 and 80 20 and 26 20 – 100
their surface

Table 1 – Input data for bedding-in

4.1.1 Bedding-in Becorit K302

Image 3 – Becorit K302 brake blocks before testing

Image 4 – Becorit K302 brake blocks before testing

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In total 685 stops with clamping forces 20 and 26 kN from 60 km/h have been made for bedding-in
of the brake block Becorit K302.
Diagram 1 shows the average friction coefficients at the beginning of the bedding-in. Diagram 2
and 3 show the friction coefficient curves from the end of bedding-in.

Diagram 1 – Average friction coefficients at the beginning of the bedding-in of Becorit K302

Diagram 2 – Average friction coefficients at the end of the bedding-in of Becorit K302

Diagram 3 – Friction coefficient curves at the end of the bedding-in of Becorit K302

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must not be copied (in whole or in part) without prior written comment of the company. Any copies of this document made by any
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4.1.2 Bedding-in Bremskerl 303

Image 5 – Bremskerl 303 brake blocks before testing

275 stops with the clamping force 26 kN from 80 km/h have been made for bedding-in of the brake
block Bremskerl 303. The brake block friction surface has been machined before bedding-in,
in order to adapt the block shape to the wheel tread shape.
Diagram 4 shows the average friction coefficients determined at the bedding-in. Diagram 5 shows
the friction coefficient curves from the bedding-in.

Diagram 4 – Average friction coefficients determined at bedding-in of Bremskerl 303

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Diagram 5 – Friction coefficient curves from the bedding-in of Bremskerl 303

4.1.3 Bedding-in TMD Cosid 804

Image 6 – Cosid 804 brake blocks before testing

725 stops with the clamping forces 20 kN and 26 kN from 60 km/h and 80 km/h have been made
for bedding-in of the brake block Cosid. The brake block friction surface has been machined, in
order to reduce the bedding-in time.
Diagrams 6 and 7 show the average friction coefficients determined at the bedding-in. Diagram 8
shows the friction coefficient curves from the bedding-in.

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Diagram 6 – Average friction coefficients at the beginning of the bedding-in of Cosid 804

Diagram 7 – Average friction coefficients at the end of the bedding-in of Cosid 804

Diagram 8 – Friction coefficient curves at the end of the bedding-in of Cosid 804

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4.1.4 Bedding-in Frenoplast FR527

Image 7 – Frenoplast FR527 brake blocks before testing

350 stops with the clamping force 26 kN from 60 km/h and 80 km/h have been made for bedding-in
of the brake block Frenoplast. The brake block friction surface has been machined, in order to
reduce the bedding-in time.
Diagram 9 and 10 show the average friction coefficients determined at the bedding-in. Diagram 11
shows the friction coefficient curves from the bedding-in.

Diagram 9 – Average friction coefficients at the end of the bedding-in of Frenoplast FR527

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Diagram 10 – Average friction coefficients at the beginning of the bedding-in of Frenoplast FR527

Diagram 11 – Friction coefficient curves at the end of the bedding-in of Frenoplast FR527

4.1.5 Bedding-in Flertex 782

Image 8 – Flertex 782 brake blocks before testing

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300 stops with the clamping forces 20 kN and 26 kN from 60 km/h and 80 km/h have been made
for bedding-in of the brake block Flertex. The brake block friction surface has been machined, in
order to reduce the bedding-in time.
Diagram 12 shows average friction coefficients determined at the bedding-in. Diagram 13 shows
friction coefficient curves from the bedding-in.

Diagram 12 – Average friction coefficients of the last 210 stops of the bedding-in of Flertex 782

Diagram 13 – Friction coefficient curves of the last 210 stops of the bedding-in of Flertex 782

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4.2 Determination of friction coefficients, stop brakings

Single stops from different speeds in different brake modes at AW3 load with a starting temperature of 50 to 60 °C have been executed in dry and wet
condition according to chapter 5.2 of the test program. The water amount for wet tests was Q = 14 l/h according to UIC 541-4.
Table 2 shows the determined average friction coefficients and stopping distances in relation to the calculated stopping distances for all 5 tested brake
blocks and for the tested brake modes. A friction coefficient of 0.3 has been used in the brake calculations.

Becorit K302 Bremskerl 303 TMD Cosid 804 Frenoplast Flertex 782
. . FR 527 .
Brake
Initial Braking Cylinder Stopping av. av. av. av. av.
Brake cyl. av. av. av. av. av. mode
speed mass output distance stop. stop. stop. stop. stop.
pressure friction friction friction friction friction
force calculated dist. dist. dist. dist. dist.
(bar) coeff. coeff. coeff. coeff. coeff.
(km/h) (t) (kN) (m) (m) (m) (m) (m) (m)

Emergency brake,
30 37 0.362 36 0.288 41 0.284 40 0,322 37 0,296 39
60 123 0.312 122 0.267 140 0.291 131 0,343 116 0,306 127

dry
80 8.2 38.6 4.2 208 0.236 254 0.233 261 0.303 213 0,333 195 0,306 211
90 258 0.216 339 0.202 365 0.3 266 0,310 255 0,310 259
100 314 0.196 453 0.181 491 0.277 344 0,275 339 0,238 386
30 0.328 37 0.216 48 0.228 47 0,358 35 0,223 48

Emergency
brake, wet
60 0.28 136 0.214 165 0.204 176 0,293 127 0,253 149
8.2 38.6 4.2
80 0.226 267 0.211 288 0.172 341 0,302 211 0,278 230
90 0.211 355 0.211 360 0.169 428 0,291 271 0,287 278

To be continued

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Becorit K302 Bremskerl 303 TMD Cosid 804 Frenoplast Flertex 782
. . FR 527 .
Brake
Initial Braking Cylinder Stopping av. av. av. av. av. mode
Brake cyl. av. av. av. av. av.
speed mass output distance stop. stop. stop. stop. stop.
pressure friction friction friction friction friction
force calculated dist. dist. dist. dist. dist.
(bar) coeff. coeff. coeff. coeff. coeff.
(km/h) (t) (kN) (m) (m) (m) (m) (m) (m)

Service brake, 100

30 47 0.396 48 0.308 53 0.332 52 0,405 47

% ED dry
60 155 0.397 145 0.332 164 0.338 160 0,425 137
80 3.8 14.6 1.8 261 0.327 270 0.303 287 0.356 252 0,431 222
90 324 0.279 373 0.274 381 0.353 313 0,421 278
100 398 0.294 435 0.246 498 0.345 385 0,403 343
30 0.306 56 0.221 64 0.182 75

100 % ED, wet

0,438 46

Service brake
60 0.321 171 0.207 227 0.038 940 0,417 138
8.2 38.6 4.2
80 0.278 313 0.223 365 0.205 409 0,413 229
90 0.258 407 0.231 443 0.211 473 0,400 288

Service brake 0
30 47 0.395 42 0.313 48 0.307 48 0,379 43

% ED, dry
50 112 0.366 99 0.3 117 0.314 110 0,404 93
8.8 33.6 3.7
60 155 0.33 145 0.3 160 0.327 147 0,408 126
80 261 0.245 298 0.251 305 0.221 247 0,361 226

To be continued

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Becorit K302 Bremskerl 303 TMD Cosid 804 Frenoplast Flertex 782
. . FR 527 .
Brake
Initial Braking Cylinder Stopping av. av. av. av. av. mode
Brake cyl. av. av. av. av. av.
speed mass output distance stop. stop. stop. stop. stop.
pressure friction friction friction friction friction
force calculated dist. dist. dist. dist. dist.
(bar) coeff. coeff. coeff. coeff. coeff.
(km/h) (t) (kN) (m) (m) (m) (m) (m) (m)

Service brake
30 0.298 51 0.216 61 0.267 54 0,406 41

0 % ED, wet
50 0.301 118 0.212 151 0.22 150 0,352 100
8.8 33.6 3.7
60 0.288 166 0.211 211 0.204 221 0,365 136
80 0.214 344 0.206 364 0.18 407 0,343 236
30

EB, 1 car
48 0.371 42 0.295 49 0.301 48 0,360 42

isol., dry
60 11.9 38.6 4.2 168 0.296 165 0.258 191 0.317 160 0,377 138
80 288 0.233 363 0.208 393 0.312 277 0,323 266

30

EB, 1 car
0.312 47 0.222 60 0.256 54 0,369 41

isol., wet
60 11.9 38.6 4.2 0.245 197 0.231 211 0.195 245 0,322 155
80 0.206 397 0.2 412 0.173 466 0,293 289

failure 1 M
30

bogie, dry
47 0.397 44 0.315 49 0.321 50 0,344 48

SB, ED

i l d
60 6.5 24.7 2.8 155 0.343 147 0.294 164 0.321 155 0,363 144
80 261 0.299 267 0.262 302 0.327 252 0,374 231

failure 1 M
bogie, wet
30 0.334 49 0.24 60 0.251 59 0,403 44

SB, ED
60 6.5 24.7 2.8 0.296 167 0.225 210 0.214 219 0,353 143
80 0.275 297 0.233 340 0.182 414 0,341 245

To be continued
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Becorit K302 Bremskerl 303 TMD Cosid 804 Frenoplast Flertex 782
. . FR 527 .
Brake
Initial Braking Cylinder Stopping av. av. av. av. av. mode
Brake cyl. av. av. av. av. av.
speed mass output distance stop. stop. stop. stop. stop.
pressure friction friction friction friction friction
force calculated dist. dist. dist. dist. dist.
(bar) coeff. coeff. coeff. coeff. coeff.
(km/h) (t) (kN) (m) (m) (m) (m) (m) (m)

br. fail.1 tr.

SB, mech.
30 48 0.369 44 0.303 50 0.295 50 0,328 47

bog.,dry
60 8.7 32 3.6 159 0.341 146 0.274 175 0.31 160 0,353 145
80 268 0.289 275 0.206 365 0.317 260 0,352 241

br. fail. 1 tr.

SB, mech.
30 0,385 42

bog., wet
0.329 48 0.219 60 0.264 60
60 8.7 32 3.6 0.278 173 0.235 190 0.206 220 0,327 149
80 0.219 349 0.213 340 0.168 440 0,329 250

Table 2 – Input data, determined friction coefficients and stopping distances for stop brakings with all tested brake blocks

For the Flertex blocks not all brake modes were simulated in the test. After the emergency brake stops, static friction coefficients and the push-through
friction coefficient have been determined. After these tests, it has been decided to not continue the stop braking tests with the Flertex blocks.

Diagram 14 and 15 show the average friction coefficients and maximum average wheel temperatures measured at the stop brakings

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Diagram 14 – Dynamic friction coefficients measured for the 5 brake blocks in the test according to chapter 4.2

Diagram 15 – Wheel temperatures measured for the 5 brake blocks in the test according to chapter 4.2
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Table 3 shows the average of all measured dynamic friction coefficients for the 5 brake block types in dry condition. It also gives the standard deviations of
the friction coefficients and the minimum and maximum deviations between the wet and dry friction coefficients.

Becorit K302 Bremskerl 303 TMD Cosid Frenoplast Flertex 782

. . 804 FR 527 .

Average dynamic friction coefficient, dry condition 0.289 0.26 0.309 0.35 0.292

Standard deviation of average dynamic friction coefficient, dry condition 0.062 0.082 0.055 0.068 0.035

Deviation wet – dry, dynamic friction coefficient (%) -2.5 to -24.6 -3.6 to -37.6 -13 to -89 +17.6 to -14.7 -7.3 to -24.7

Table 3 – Average dynamic friction coefficients in dry condition, standard deviations and deviations between wet and dry for all tested brake blocks

A dynamic friction coefficient of 0.3 has been used for the brake calculations. The permitted deviation from this value is not defined in the AT specification.
A maximum decrease of the dynamic friction coefficient of 30 % in comparison to the friction coefficient in dry condition is permitted according to the
specification.

For Cosid 804 and Bremskerl 303 the decrease of the dynamic friction coefficient in wet condition is too high according to the AT specification.
Frenoplast FR 527 showed relative high dynamic friction coefficients. Heavy squealing was noticed during all stops with Frenoplast FR 527.

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4.3 Determination of static friction coefficients

Static friction coefficients for parking brake and holding brake have been determined according to chapter 5.3 and 5.4 of the test program.
The simulated load is AW3 and the simulated slope is 4 %. The minimum brake cylinder output force for parking brake is 22.7 kN, the cylinder output force
for holding brake is 14.9 kN.
A static friction coefficient of 0.31 has been used in the brake calculations.

Table 4 shows the average static friction coefficients measured in the test for the 5 brake block types.

Becorit K302 Bremskerl 303 TMD Cosid Frenoplast Flertex 782

. . 804 FR 527 .

Static friction coefficient, parking brake 0.45 0.38 0.49 0.47 0.34

Static friction coefficient, holding brake 0.52 0.39 0.56 0.54 0.46

Table 4 – Average static friction coefficients determined for the brake blocks

For all tested brake blocks the static friction coefficients are above 0.31 and so they are acceptable for all blocks.

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4.4 Determination of “push-through”- friction coefficients

A push-through scenario was simulated according to the conditions required in the AT specification LPA-19-00062234_B.
The pushing of a defective tare loaded train with parking brake applied by another train was simulated. A distance of 2500 m with a train speed of 10 km/h
and with parking brake applied had to be simulated.
The maximum permitted friction coefficient is 0.4 according to the brake calculation. There is a high risk of wheel blocking, when the friction coefficient
exceeds this value in the train.
The motor of the dynamometer runs at its limit at this test, because the current in the motor at this speed is very high (as announced in the test program).
It was not possible to simulate the complete distance of 2500 m, because the current became too high.
Table 5 shows the maximum and average friction coefficients determined on the simulated distance for each brake block. The table also shows the distance
which could be simulated for each brake block. After these distances the dynamometer motor stopped, because the friction coefficient became too high or
had to be switched off by the dynamometer personnel due to overheating.

Becorit K302 Bremskerl 303 TMD Cosid Frenoplast Flertex 782

. . 804 FR 527 .

Push-through friction coefficient average 0.362 0.345 0.416 0.403 0.376

Push-through friction coefficient maximum 0.4 ~0.41 0.45 ~0.42 ~0.41

Distance simulated (m) 1580 1048 146 123 715

Table 5 – Average and maximum push-through friction coefficients determined for the brake blocks and distances which could be simulated

The Bremskerl, Cosid, Frenoplast and Flertex brake blocks exceeded the permitted maximum friction coefficient.
Only Becorit K302 did not exceed the permitted value of 0.4. The friction coefficient did not increase after reaching the maximum value (see diagrm 16).
Becorit K302 is the only brake block, which fulfills the push-through demand.

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Diagram 16 – Friction coefficient developing during push-through simulation for Becorit K302

A detailed examination of the dynamometer data motor power, rotational speed, torque and
cylinder pressure has been made to find out the reason for the short friction coefficient decrease
after about 550 s. The brake cylinder pressure kept constant during the whole test, the
temperature did not increase for a small time period at that point, the rotational speed slightly
increased for some seconds. So, the root cause for the decrease of the friction coefficient can only
be a modification at the brake block surface for a short time.

Diagram 17 – Friction coefficient developing during push-through simulation for Bremskerl 303

Diagram 18 – Friction coefficient developing during push-through simulation for Cosid 804

Diagram 19 – Friction coefficient developing during push-through simulation Frenoplast FR527

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Diagram 20 – Friction coefficient developing during push-through simulation Flertex 782

The Becorit K302 brake block fulfills the requirements of the AT specification according to the
tests, chapter 4.2 to 4.4.
The other brake blocks failed in the push through test. Bremskerl 303 and Cosid 804 additionally
have unacceptable friction coefficients in wet condition and Frenoplast showed heavy squealing.
For these reasons, Becorit K302 was chosen for the thermal capacity tests.

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4.5 Thermal capacity test

The route profile Aluva to Petta Station and return, specified by AT has been simulated in several
brake modes with Becorit K302.
An average train deceleration of 1 m/s² at AW3 load was simulated for several brake modes.
The emergency stops from the worst point of the route profile, as specified by AT, were simulated
separately (see chapter 4.5.6).

4.5.1 Case 1, normal mode

Three consecutive route profiles were simulated in normal service brake mode with 100 % ED
brake. Diagram 21 shows the wheel temperatures and speeds from the route simulation.
Mean temperature in °C
Speed in km/h

Distance in km

Diagram 21 – Wheel temperatures and speeds for case 1 with Becorit K302

Maximum average temperature measured: 55 °C

Some squealing has been noticed during the simulation.

The maximum temperature determined in the corresponding thermal calculation is 47 °C. So, the
values from the test and the calculation are similar.

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4.5.2 Case 2, ED failure on 1 motor bogie

Three consecutive route profiles were simulated with an ED brake failure in 1 motor bogie at AW 3
load. Diagram 22 shows the wheel temperatures and speeds from the route simulation.

Diagram 22 – Wheel temperatures and speeds for case 2 with Becorit K302

Maximum average temperature measured: 242 °C

Some squealing has been noticed during the simulation.

The maximum temperature determined in the corresponding thermal calculation is 219 °C.
So, the values from the test and the calculation are similar.

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4.5.3 Case 3, Mechanical brake failure on 1 trailer bogie

Three consecutive route profiles were simulated with a mechanical brake failure in 1 trailer bogie at
AW 3 load. Diagram 23 shows the wheel temperatures and speeds from the route simulation.
Mean temperature in °C
Speed in km/h

Distance in km

Diagram 23 – Wheel temperatures and speeds for case 3 with Becorit K302

Maximum average temperature measured: 55 °C

The maximum temperature determined in the corresponding thermal calculation is 47 °C (case 3 is

corresponding to case 1). So, the values from the test and the calculation are similar.

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4.5.4 Case 2, ED failure on 1 motor bogie, second run

Due to a mistake in programming of the dynamometer, case 2 has been simulated here instead of
case 4.
The temperatures in case 4 are not critical according to the thermal simulation. The measured
temperatures on the dynamometer at all simulated cases were similar to those of the thermal
calculations. For this reason, the missing simulation has not to be considered as critical.
Diagram 24 shows the wheel temperatures and speeds from the route simulation.

Diagram 24 – Wheel temperatures and speeds for the second run of case 2 with Becorit K302

Maximum average temperature measured: 267 °C (one peak). Besides from this peak, the
temperature curve is similar to the temperature curve of case 2, chapter 4.5.2.

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4.5.5 Case 5, ED brake failure on the whole train

One route profile was simulated with an ED brake failure in the complete train at AW 3 load. The
speed is limited to 50 km/h. Diagram 25 shows the wheel temperatures and speeds from the route
simulation.

Diagram 25 – Wheel temperatures and speeds for case 5 with Becorit K302

Maximum average temperature measured: 209 °C

Some squealing has been noticed during the simulation.

The maximum temperature determined in the corresponding thermal calculation is 245 °C. So,
here the values from the test are slightly below the results from the calculation.

4.5.6 Emergency stops

Emergency stops at the worst point of the route profiles were simulated according to the AT
specification. The emergency stops were simulated as consecutive stops with starting
temperatures for each stop taken from the route profile simulations.

Emergency stops for case 1 and 3

A single emergency brake stop and 2 consecutive emergency brake stops from 80 km/h were
simulated with the starting temperature corresponding to the maximum temperature from case 1
and 3 (same maximum temperatures) according to the test program chapter 5.6 and 5.8.
Start temperature: 55 °C

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Diagram 26 shows the temperatures determined for the single and the 2 consecutive emergency
stops, which were simulated in 1 dynamometer run.

Single stop, case 1 and 3 2 consecutive stops, case 1

Diagram 26 – Wheel temperatures and speeds for emergency stops, case 1 and 3 with Becorit K302

Maximum temperature for the single stop: 160 °C

Maximum temperature at the second stop of the 2 consecutive stops: 208 °C
The thermal calculations resulted in temperatures of 200 °C and 239 °C for the same stops. So the
dynamometer test showed lower temperatures.
Average dynamic friction coeffients: 0.3, 0.351 and 0.325 for the 3 stops.

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Emergency stops for case 2, 4 and 5

Emergency stops with the starting temperature corresponding to the maximum temperature from
the routes case 2, 4 and 5 were simulated. The maximum temperatures in the route simulations
were as follows:
Case 2: 242 °C (see chapter 4.5.2)
Case 4: 242 °C (according to the thermal calculation)
Case 5: 209 °C (see chapter 4.5.5)
These temperature were used as start temperatures for the emergency stops. It is difficult to reach
the starting temperatures exactly, because the wheel cooling time has to be evaluated.

Case 2 Case 4 Case 5

Diagram 27 – Wheel temperatures and speeds for emergency stops, case 2, 4 and 5 with Becorit
K302

Maximum temperature at emergency stop case 2 (from 80 km/h): 348 °C

Maximum temperature at emergency stop case 4 (from 65 km/h): 302 °C
Maximum temperature at emergency stop case 5 (from 50 km/h): 281 °C

Average dynamic friction coeffients: 0.173, 0.268 and 0.302 for the 3 stops.

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4.6 Noise measurement results

The following diagrams show the noise measurement results for stops from 80 km/h for the
emergency stop (stop No. 3 or 8 or 13, chapter 4.2), the stop in normal service (stop No. 29 or 34
or 39) and the service brake stop without ED brake (stop No. 54 or 58). A diagram from 1 stop of
each mode is presented for Becorit K302 and Bremskerl 303. For Frenoplast FR527 only the
emergency stop results are available. For Flertex 782 only the emergency brake applications have
been executed. For Cosid 804 assessments are not available. The missing diagrams could not be
created because the raw data from the dynamometer could not be evaluated by the software.

Becorit K302

Diagram 28 – Noise measurement results for an emergency stop from 80 km/h with Becorit K302

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Diagram 29 – Noise measurement results for a normal service brake stop from 80 km/h
with Becorit K302

Diagram 30 – Noise measurement results for a service brake stop without ED from 80 km/h
with Becorit K302

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Bremskerl 303

Diagram 31 – Noise measurement results for an emergency stop from 80 km/h with Bremskerl 303

Diagram 32 – Noise measurement results for a normal service brake stop from 80 km/h
with Bremskerl 303

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Diagram 33 – Noise measurement results for a service brake stop without ED from 80 km/h
with Bremskerl 303

Frenoplast FR 527

Diagram 34 – Noise measurement results for an emergency stop from 80 km/h with Frenoplast FR
527

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Flertex 782

Diagram 35 – Noise measurement results for an emergency stop from 80 km/h with Flertex 782

4.7 Brake block wear assessment

The specific brake block wear determined for the different brake modes is presented in table 6 for
the brake block quality Becorit K302, which did all brake scenarios according to the test program.

Specific brake block wear of Becorit K302

Brake scenario
(cm³/MJ)
Stop brakings No. 1 – 104, chapter 4.2 0.245
Route simulation case 1 and 3, chapter 4.5.1, 4.5.3 0.013
Route simulation case 2, chapter 4.5.4 0.228
Route simulation case 5, chapter 4.5.5 0.152
Table 6 – Specific wear determined for brake block type Becorit K302

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The images below show the wheel tread and the blocks at the end of the complete dynamometer
test.

Image 9 – Wheel surface at the end of the test

Image 10 – Becorit K302 brake blocks at the end of the test

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Image 11 – Bremskerl 303 brake blocks at the end of the test

Image 12 – Cosid 804 brake blocks at the end of the test

Image 13 – Frenoplast FR 527 brake blocks at the end of the test

Image 14 – Flertex 782 brake blocks at the end of the test

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The friction surfaces of the brake blocks Bremskerl, Cosid, Frenoplast and Flertex show some
defects at the edges. These are partly caused by the machining before bedding-in.
The wheel surface and all brake blocks were in good condition at the end of the test. Metallic
inclusions at the blocks were not detected. Slight chipping was detected at the Bremskerl, Cosid,
Frenoplast and Flertex blocks, which might be caused by the misfit between the block and wheel
shape.
The measured temperatures did not exceed the limits defined by the brake block suppliers.
None of the brake blocks has shown smoke during testing.

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5. Conclusion 
Five brake block qualities have been tested on an original Metro Kochi wheel in a worn condition
diameter. The wheel has been provided by AT.
Stop brakings in different brake modes specified by AT have been executed for all block qualities.
Route profile simulations in different brake modes have in addition been executed with the brake
block Becorit K302.
Table 7 shows a summary of the test results.

acceptable
not recommendable
not acceptable
Bremskerl TMD Frenoplast Flertex 782
Becorit K302
303 Cosid 804 FR 527 .
Average dynamic friction
0.289 0.26 0.309 0.35 0.292
coefficient, dry condition
Deviation wet – dry dynamic friction
-2.5 to -24.6 -3.6 to -37.6 -13 to -89 +17.6 to -14.7 -7.3 to -24.7
coefficient (%)
Static friction coefficient,
0.45 0.38 0.49 0.47 0.34
parking brake
Static friction coefficient,
0.52 0.39 0.56 0.54 0.46
holding brake
Push-through friction coefficient
0.362 0.345 0.416 0.403 0.376
average
Push-through friction coefficient
0.4 ~0.41 0.45 ~0.42 ~0.41
maximum
Stop
Heavy braking test
Comments
squealing performed
only partly
Table 7 – Summary of the test results

The average dynamic friction coefficients determined from the stop brakings go below the
calculated value of 0.3 by about 3 % for Becorit K 302 and Flertex 782. For the Frenoplast block,
the average dynamic friction coefficient exceeds the value of 0.3 by about 16 %. Tolerances for the
dynamic friction coefficients are not specified by AT. The Frenoplast blocks showed heavy
squealing at all stops. The Bremskerl and Cosid brake bloks showed unacceptable high deviations
between the friction coefficients in dry and wet condition.
The brake blocks Bremskerl, Cosid, Frenoplast and Flertex exceed the push-through friction
coefficient of 0.4. This is not acceptable.
Only Becorit K302 fulfills the demands in this point.

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The maximum temperatures at the route simulations with Becorit K302 were acceptable.
The wheel surface was in good condition at the end of the test.
The brake block quality Becorit K302 is recommended by FT for Metro Kochi according to the test
results.

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