Investigation of Cracks in 

Acela Coach Car Brake Discs: Test and Analysis 

Volume II - Appendices 

Offices of Safety and 

Research and Development 

Washington, DC 20590

DOT/FRA/ORD-06/07.II November 30, 2005 This document is available to the U.S. 

 Final Report public through the National Technical 

 Information Service, Springfield, VA 
Notice 

This document is disseminated under the sponsorship of the Department of 

Transportation in the interest of information exchange. The United States 

Government assumes no liability for its contents or use thereof.

Notice 

The United States Government does not endorse products or manufacturers. 

Trade or manufacturers’ names appear herein solely because they are 

considered essential to the objective of this report.
i

REPORT DOCUMENTATION PAGE Form Approved 

OMB No. 0704-0188 

Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the 

data needed, and completing and reviewing this collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing 

this burden to Department of Defense, Washington Headquarters Services, Directorate for Information Operations and Reports (0704-0188), 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-

4302. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to any penalty for failing to comply with a collection of information if it does not display a currently 

valid OMB control number. PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE ADDRESS.

1. REPORT DATE (DD-MM-YYYY)

November 30, 2005 

2. REPORT TYPE

Final 

3. DATES COVERED (From - To)

April 2005 - November 2005 

4. TITLE AND SUBTITLE 5a. CONTRACT NUMBER 

DTFR-53-02-D-00077 and DTFR53-05-D-00205

Investigation of Cracks in Acela Coach Car Brake Disc: Test and Analysis 

Volume II – Appendices 

5b. GRANT NUMBER 

5c. PROGRAM ELEMENT NUMBER 

6. AUTHOR(S) 

Sherrock, Eric T.; Owings, Raymond; Clemenzi, Jacinda L.; and Kesler, Kevin 

5d. PROJECT NUMBER 

5e. TASK NUMBER 

Task 8 and Task 6, respectively

5f. WORK UNIT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT 

 NUMBER

ENSCO, Inc. 

Applied Technology and Engineering Division 

5400 Port Royal Road 

Springfield, VA 22151 

ENSCO-DOT-FR-05-07 

9. SPONSORING / MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSOR/MONITOR’S ACRONYM(S)

U.S. Department of Transportation 

Federal Railroad Administration 

Office of Research and Development 11. SPONSOR/MONITOR’S REPORT 

1120 Vermont Avenue, NW - Mail Stop 20 NUMBER(S)

Washington, DC 20590 DOT/FRA/ORD-06/07.II 

12. DISTRIBUTION / AVAILABILITY STATEMENT 

This document is available to the public through the National Technical Information Service, Springfield, VA 22161. 

This document is also available on the FRA web site at www.fra.dot.gov. 

13. SUPPLEMENTARY NOTES

14. ABSTRACT

In April 2005, visual and laboratory tests identified cracks in the spokes of several brake discs on coach cars within Amtrak’s Acela trainsets, the high-speed 

trainsets operating on the Northeast Corridor. Amtrak halted operations of the Acela fleet until an assessment of the cracked spokes could be made. With the 

support of the Federal Railroad Administration, Amtrak launched an extensive test program that relied on a cooperative effort between several organizations, 

including the Northeast Corridor Maintenance Services Company, Bombardier, Alstom Transportation, the manufacturers of the brake system, and ENSCO, 

Inc. The test program involved a three-phase over-the-road test effort, finite element analyses, and a series of laboratory tests. The first and second phases 

focused on characterizing the mechanical and thermal load environment associated with WABTEC/SAB-WABCO supplied brake discs employed on the Acela 

equipment. In the third phase, the Knorr Brake Corporation provided a replacement disc, and an axle equipped with brake discs of this alternative design was 

also evaluated. This report documents the background of this issue, as well as the development and implementation of the study. The results of the test 

program, also detailed in this report, allowed for the identification of the Knorr brake disc as an acceptable alternative to the WABTEC/SAB-WABCO supplied 

disc, enabling Amtrak to return the Acela fleet to service. 

15. SUBJECT TERMS

Brake disc, cracked spoke, Acela brake disc, center and outer brake discs, WABTEC/SAB-WABCO supplied brake disc, Knorr brake disc, out-of-plane 

bending, in-plane bending, analysis and testing of brake discs 

16. SECURITY CLASSIFICATION OF: 17. LIMITATION 

OF ABSTRACT 

18. NUMBER 

OF PAGES 

19a. NAME OF RESPONSIBLE PERSON

a. REPORT 

Unclassified 

b. ABSTRACT

Unclassified

c. THIS PAGE

Unclassified

Unlimited 693 19b. TELEPHONE NUMBER (include area 

code)

Standard Form 298 (Rev. 8-98)

Prescribed by ANSI Std. Z39.18
ii 
iii 

TABLE OF CONTENTS 

Appendix A. Test Plans Log (Test Plans Provided on CD-ROM)............................................. A-1 

Appendix B. Instrumentation Suite.............................................................................................B-1 

Appendix C. Data Descriptions ..................................................................................................C-1 

Appendix D. Test Documents and Logs .................................................................................... D-1 

Appendix E. Finite Element Analysis Results............................................................................E-1 

Appendix F. Accelerations ...... .................................................................................................. F-1 

Appendix G. Spoke Strains ...... ................................................................................................. G-1 

Appendix H. Axle Strains ........ ................................................................................................. H-1 

Appendix I. Temperature............................................................................................................I-1 

Appendix J. Laboratory Testing .................................................................................................J-1 

 a. Spreader Bar Test .... ...................................................................................................J-2 

 b. Press-Off Operation. ..................................................................................................J-7

 c. Quasi-Static Vibration Test .......................................................................................J-41 

Appendix K. Brake Support Links............................................................................................. K-1 

Appendix L. Daily Handouts (Electronic Copies Provided on CD-ROM).................................... - 

 

Appendix M. Background of the WABTEC/SAB-WABCO Brake Disc...................................M-1 

Technical Definitions 

Acronyms and Abbreviations 

A-1

Appendix A. 

Record of Test Plans

A total of eight test runs were made during the over-the-road portion of the test 

program. Table A.1 provides a summary of the test runs made. 

Table A.1. Summary of Test Plans in Effect During Acela Brake Disc Test Effort 

Date of 

Test 

Test 

Day Start End 

Speed/Cant 

Deficiency 

(Inches) 

Test Plan Revision Number 

5/14/2005(1) - 

Washington 

Wilmington 

Wilmington

Washington

7 

“Combined Test Program to Quantify 

the Acela Coach Brake Disc Dynamic 

Load Environment and Monitor 

Carbody and Truck Motion of Acela 

Coaches with Simulated Broken 

Traction Rods,” Revision 5, 

May 11, 2005 

5/16/2005 1 Washington Boston 7 Revision 5.1 Modification 1 

5/17/2005 2 Boston Washington 7 Revision 5.1 Modification 1 

5/26/2005 3 Washington Boston 7 Revision 6.1 

5/27/2005 4 Boston Washington 7 Revision 6.1 

6/16/2005 5 Washington 

New York 

New York 

Washington 7 Revision 8.0 

6/17/2005 6 Washington Boston 9 Revision 8.0 

6/18/2005 7 Boston Washington 9 Revision 8.0 

(1) Shakedown Run 

Test Plans are available on CD-ROM upon request. Please direct requests to the 

following: 

 ENSCO, Inc. 

 ATE Division 

 5400 Port Royal Road 

 Springfield, VA 22151 

 Telephone: 703-321-4475 

 

Appendix D provides logs generated during each of these test runs. 

May 16 2005

MODEL SERIAL

CH SCU CAB S C Name Description Location Range # #

0 0 2 1 CTRSPKF1 Strain Gage Center Rotor +/-5Vdc 5B381 1 1 2 CTRSPKF2 Strain Gage Center Rotor +/-5Vdc 5B382 2 3 3 CTRSPKR1 Strain Gage Center Rotor +/-5Vdc 5B383 3 4 4 CTRSPKR2 Strain Gage Center Rotor +/-5Vdc 5B384 4 5 OUTSPKF1 Strain Gage Outer Rotor +/-5Vdc 5B385 5 6 OUTSPKF2 Strain Gage Outer Rotor +/-5Vdc 5B386 6 7 OUTSPKR1 Strain Gage Outer Rotor +/-5Vdc 5B387 7 8 OUTSPKR2 Strain Gage Outer Rotor +/-5Vdc 5B388 8 9 CTRSPKTEMP Thermocouple, Spoke Center Rotor 32-1832F Omega 0-5Vdc 5B479 9 10 CTRRTRTEMPL Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 5B41

10 10 11 CTRRTRTEMPR Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 5B4111 11 12 OUTRTRTEMPL Temperature of Braking Surface, Infrared Sensor Outer Rotor 0-1600F Omega 0-5Vdc 5B4112 12 13 OUTRTRTEMPR Temperature of Braking Surface, Infrared Sensor Outer Rotor 0-1600F Omega 0-5Vdc 5B4113 13 14 SPEED Speed; sine from encoder slip ring +/-5v michigan scientific +/-5Vdc 5B4115 15 SPARE spare 5B4114 14 15 5 AXLELAT Lateral Acceleration, Axle Mounted Axle +/-200g Silicon Design 2410-200 07133 +/-5Vdc 5B4116 0 1 6 LBOXLAT Lateral Acceleration, Axle Axle Box Left +/-200g Kistler 8786A200mC196141 +/-2.5Vdc 5B41

17 1 2 7 LBOXVERT Vertical Acceleration, Axle Axle Box Left +/-500g Kistler 8702B500 2009710 +/-2.5Vdc 5B4118 2 1 9 RBOXLAT Lateral Acceleration, Axle Axle Box Right +/-200g Silicon Design 2430-200 486 +/-5Vdc 5B4119 3 2 8 RBOXVERT Vertical Acceleration, Axle Axle Box Right +/-200g Silicon Design 2430-200 486 +/-5Vdc 5B4120 4 1 10 CTRCALPLAT Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B4121 5 2 11 CTRCALPVERT Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B4122 6 3 12 CTRCALPLONG Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B4123 7 1 CTRCALALAT Lateral Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B4124 8 3 CTRCALAVERT Vertical Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B4125 9 2 CTRCALALONG Longitudinal Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B4126 10 1 OUTCALPLAT Lateral Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B4127 11 2 OUTCALPVERT Vertical Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B4128 12 3 OUTCALPLONG Longitudinal Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B4129 13 30 PIPEPRESS Brake Pipe Pressure 0-200 psi Omega px41c1-200 148187 0-2.5V 5B41

30 14 31 CYLPRESS Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200 148202 0-2.5V 5B4131 15 32 PARKPRESS Brake Park Pressure Center Caliper 0-200 psi Omega px41c1-200 148201 0-2.5V 5B41
May 17 2005 Ver 9

MODEL SERIAL

CH SCU CAB S C Name Description Location Range # # 

0 0 2 1 CTRSPKF1 Strain Gage Center Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 1 1 1 2 CTRSPKF2 Strain Gage Center Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 2 2 3 3 CTRSPKR1 Strain Gage Center Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 3 3 4 4 CTRSPKR2 Strain Gage Center Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 4 4 5 OUTSPKF1 Strain Gage Outer Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 5 5 6 OUTSPKF2 Strain Gage Outer Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 6 6 7 OUTSPKR1 Strain Gage Outer Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 7 7 8 OUTSPKR2 Strain Gage Outer Rotor +/-5Vdc 5B38-02 gf=2.03 5911.33 uStrain 8 8 9 CTRDSKTEMP Thermocouple, Spoke Center Rotor 32-1832F Omega 0-5Vdc 5B47-K-04 0.002778 v/deg f 9 9 10 CTRRTRTEMPL Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 5B41-02 0.003125 v/deg f 

10 10 11 CTRRTRTEMPR Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 5B41-02 0.003125 v/deg f 11 11 12 OUTRTRTEMPL Temperature of Braking Surface, Infrared Sensor Outer Rotor 0-1600F Omega 0-5Vdc 5B41-02 0.003125 v/deg f 12 12 13 OUTRTRTEMPR Temperature of Braking Surface, Infrared Sensor Outer Rotor 0-1600F Omega 0-5Vdc 5B41-02 0.003125 v/deg f 13 13 14 SPEED Speed; sine from encoder slip ring +/-5v michigan scientific +/-5Vdc 5B41-0215 15 SPARE spare 5B41-0214 14 15 5 AXLELAT Lateral Acceleration, Axle Mounted Axle +/-200g Silicon Design 2410-200 07133 +/-5Vdc 5B41-02 19.7 mV/G 16 0 1 6 LBOXLAT Lateral Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95259 +/-2.5Vdc 5B41-02 10 mV/G 17 1 2 7 LBOXVERT Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95604 +/-2.5Vdc 5B41-02 10 mV/G 18 2 1 9 RBOXLAT Lateral Acceleration, Axle Axle Box Right +/-200g Silicon Design 2430-200 486 +/-5Vdc 5B41-02 x 50 mV/G 19 3 2 8 RBOXVERT Vertical Acceleration, Axle Axle Box Right +/-200g Silicon Design 2430-200 486 +/-5Vdc 5B41-02 z 50 mV/G 20 4 1 10 CTRCALPLAT Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B41-02 50 mV/G 21 5 2 11 CTRCALPVERT Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B41-02 50 mV/G 22 6 3 12 CTRCALPLONG Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 5B41-02 50 mV/G 23 7 1 CTRCALALAT Lateral Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B41-02 50 mV/G 24 8 3 CTRCALAVERT Vertical Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B41-02 50 mV/G 25 9 2 CTRCALALONG Longitudinal Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0006 +/-5Vdc 5B41-02 50 mV/G 26 10 1 OUTCALPLAT Lateral Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B41-02 50 mV/G 27 11 2 OUTCALPVERT Vertical Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B41-02 50 mV/G 28 12 3 OUTCALPLONG Longitudinal Acceleration, Caliper, Near Pad Outer Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 5B41-02 50 mV/G 29 13 30 PIPEPRESS Brake Pipe Pressure 0-200 psi Omega px41c1-200 148187 0-2.5V 5B41-07 0.012508 V/PSI 30 14 31 CYLPRESS Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200 148202 0-2.5V 5B41-07 0.0125 V/PSI 31 15 32 PARKPRESS Brake Park Pressure Center Caliper 0-200 psi Omega px41c1-200 148201 0-2.5V 5B41-07 0.012498 V/PSI 

* Note - channels 1 and 2 on SCU1 were swapped 5/14/2005 after the test run
May 25 2005 Ver 13

mikedata

SLIP collectHIGH MODEL SERIAL

CH SCU File CAB S C RING cable SP Name Description Location Range # #

0 0 1 2 1 1 CTRSPK6F1 Strain Gage Center Rotor R6 +/-5Vdc 1 1 2 1 2 1 CTRSPK6F2 Strain Gage Center Rotor R6 +/-5Vdc 22 3 3 3 1 8 6 CTRSPK6R1 Strain Gage Center Rotor R6 +/-5Vdc 3 3 4 4 4 1 7 CTRSPK6R2 Strain Gage Center Rotor R6 +/-5Vdc 4 4 5 2 9 8 CTRSPK3R1 Strain Gage Center Rotor R3 +/-5Vdc 5 5 6 2 9 CTRSPK3R2 Strain Gage Center Rotor R3 +/-5Vdc 6 6 7 2 10 10 AXLECSPK6 Strain Gage axle ; center Rot +/-5Vdc 7 7 8 2 11 AXLECSPK3 Strain Gage axle ; center Rot +/-5Vdc 8 8 9 2 11 12 AXLEOSPK6 Strain Gage Axle: 1/4 +/-5Vdc 9 9 10 2 13 AXLEOSPK3 Strain Gage Axle: 1/4 +/-5Vdc 

10 10 11 9 1 12 CTRDSKTEMP Thermocouple, Rotor Center Rotor 32-1832F Omega 0-5Vdc 11 11 12 10 CTRRTRTEMPL Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 12 12 13 11 CTRRTRTEMPR Temperature of Braking Surface, Infrared Sensor Center Rotor 0-1600F Omega 0-5Vdc 13 13 14 14 4 14 SINE Speed; sine from encoder slip ring +/-5v michigan scientific +/-5Vdc 14 14 16 15 5 5 4 AXLELAT Lateral Acceleration, Axle Mounted Axle +/-200g Silicon Design 2410-200 07133 +/-5Vdc 15 15 BAD 

16 0 17 1 6 1 LBOXLAT Lateral Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95259 +/-2.5Vdc 17 1 18 2 7 0 LBOXVERT Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95604 +/-2.5Vdc 18 2 19 1 9 3 RBOXLAT Lateral Acceleration, Axle Axle Box Right +/-250g PCB J353B01 97687 +/-2.5Vdc 19 3 20 2 8 2 RBOXVERT Vertical Acceleration, Axle Axle Box Right +/-250g PCB J353B01 97688 +/-2.5Vdc 20 4 21 1 10 14 CTRCALPLAT Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 21 5 22 2 11 13 CTRCALPVERT Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 22 6 23 3 12 CTRCALPLONG Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Design 2440-100 0005 +/-5Vdc 23 7 24 1 CTRCALALAT Lateral Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 24 8 25 3 CTRCALAVERT Vertical Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 25 9 26 2 CTRCALALONG Longitudinal Acceleration, Caliper, Near Actuator Center Caliper +/-100g Silicon Design 2440-100 0012 +/-5Vdc 26 10 27 6 5 AXLELAT2 Lateral Acceleration, Axle Mounted Axle +/-500g Dytran 3030b4 12361 +/-5Vdc 27 11 28 15 SYNC Synchronization signal signal generator +/-4V 0.5hz to 5Hz 5Secs tri +/-5Vdc 28 12 29 7 AXLELAT3 Lateral Acceleration, Axle Mounted Axle +/-500g Endeveco 7264b-500 +/-5Vdc 29 13 30 30 15 PIPEPRESS Brake Pipe Pressure 0-200 psi Omega px41c1-200 148187 0-2.5V 

30 14 31 31 CYLPRESS Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200 148202 0-2.5V 31 15 32 32 PARKPRESS Brake Park Pressure Center Caliper 0-200 psi Omega px41c1-200 148201 0-2.5V 

CHANNEL 14 AND 15 ARE SWAPPED IN DATA FILE WITH CHANNEL 14 IS CALCULATED SPEED
june 14 2005 Ver 22

display

VISHAY ORG AXLE- MODEL SERIAL 

CH SCU ECTRON CAB CABLE SLIPRING Name Description Location Range # # 

0 0 na 15 3-2 1-1 AXLELAT1-1 Lateral Acceleration, Axle Mounted Axle +/-200g Silicon Des2410-200 07133 +/-5Vdc 5B41

1 1 na x pl 3-3 1 TRFLLAT1 Lateral Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 5B412 2 na z pu 3-3 1 TRFLVERT1 Vertical Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 5B413 3 na y pr 3-3 1 TRFLLONG1 Longitudinal Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 5B414 4 na x pr 4-3 1 BRMTLAT1 Lateral Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 5B415 5 na z pu 4-3 1 BRMTVERT1 Vertical Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 5B416 6 na 1 SINE1 Speed; sine from encoder slip ring 1 +/-10Vdc michigan scientific +/-10Vdc 7 7 na 2 SINE2 Speed; sine from encoder slip ring 3 +/-10Vdc michigan scientific +/-10Vdc 8 8 na y pf 4-3 1 BRMTLONG1 Longitudinal Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 5B419 9 na 1 1 CTRCALPLAT1 Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 5B41

10 10 na 2 1 CTRCALPVERT1 Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 5B4111 11 na 3 1 CTRCALPLONG1 Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 5B4112 12 na 31 1 CYLPRESS1 Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200g10 148202 0-2.5V 5B41

13 13 na 9 1-1 CTRDSKTEMP1 Thermocouple, Rotor Center Rotor 32-1832F Omega 0-5Vdc 5B4714 14 na SYNC Synchronization signal signal generator +/-4V 0.5hz to 5Hz 5Secs tri +/-5Vdc 5B4115 15 na AXLE2-14 1-2 2-4 AXLELAT2 Lateral Acceleration, Axle Mounted Axle +/-500g VibraMetric7002hg2k 0902 +/-5Vdc 

16 0 na x pl 1-3 2 TRFLLAT2 Lateral Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 5B4117 1 na z pu 1-3 2 TRFLVERT2 Vertical Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 5B4118 2 na y pr 1-3 2 TRFLLONG2 Longitudinal Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 5B4119 3 na x pr 2-3 2 BRMTLAT2 Lateral Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 5B4120 4 na z pu 2-3 2 BRMTVERT2 Vertical Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 5B4121 5 na y pf 2-3 2 BRMTLONG2 Longitudinal Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 5B4122 6 na 1 2 CTRCALPLAT2 Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 5B4123 7 na 2 2 CTRCALPVERT2 Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 5B4124 8 na 3 2 CTRCALPLONG2 Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 5B4125 9 na AXLE2-15 2-4 CTRDSKTEMP2 Thermocouple, Rotor Center Rotor 32-1832F Omega 0-5Vdc 5B4726 10 na 2 CYLPRESS2 Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200g10t 0-2.5V 5B4127 11 1-1 1 2 AXLE1-1 1-1 CTRSPK6F1 Strain Gage Center Rotor S6 +/-5Vdc 212028 12 1-2 2 1 AXLE1-2 1-1 CTRSPK6F2 Strain Gage Center Rotor S6 +/-5Vdc 212029 13 1-3 3 3 AXLE1-3 1-1 1-1 CTRSPK6R1 Strain Gage Center Rotor S6 +/-5Vdc 212030 14 1-4 4 4 AXLE1-4 1-1 1-1 CTRSPK6R2 Strain Gage Center Rotor S6 +/-5Vdc 212031 15 BAD 5B4132 0 1-5 5 AXLE1-5 1-1 1-2 CTRSPK3R1 Strain Gage Center Rotor S3 +/-5Vdc 212033 1 1-6 6 AXLE1-6 1-1 1-2 CTRSPK3R2 Strain Gage Center Rotor S3 +/-5Vdc 212034 2 2-1 AXLE1-7 2-1 1-2 AXLECSPK6 Strain Gage axle ; center Rot +/-5Vdc 212035 3 2-2 AXLE1-8 2-1 1-2 AXLECSPK3 Strain Gage axle ; center Rot +/-5Vdc 212036 4 2-3 AXLE1-9 2-1 1-2 AXLEOSPK6 Strain Gage Axle: 1/4 +/-5Vdc 212037 5 2-4 AXLE1-10 2-1 1-2 AXLEOSPK3 Strain Gage Axle: 1/4 +/-5Vdc 212038 6 2-5 1 AXLE1LLINK Strain Gage Center Caliper +/-5Vdc 212039 7 2-6 1 AXLE1RLINK Strain Gage Center Caliper +/-5Vdc 212040 8 3-1 AXLE2-1 3-1 2-3 CTR2SPK6R1 Strain Gage Center Rotor S6 (SG1) +/-5Vdc 212041 9 3-2 AXLE2-2 3-1 2-3 CTR2SPK6R2 Strain Gage Center Rotor S6 (SG2) +/-5Vdc 212042 10 3-3 AXLE2-3 3-1 2-3 CTR2SPK3R1 Strain Gage Center Rotor S1 (SG3) +/-5Vdc 212043 11 3-4 AXLE2-4 3-1 2-3 CTR2SPK3R2 Strain Gage Center Rotor S1 (SG3a) +/-5Vdc 212044 12 3-5 AXLE2-5 2-3 CTR2SPK6_4 Strain Gage Center Rotor S4 (SG4) +/-5Vdc 212045 13 3-6 AXLE2-6 2-3 CTR2SPK6_5 Strain Gage Center Rotor S4 (SG5) +/-5Vdc 212046 14 3-7 AXLE2-7 2-3 CTR2SPK4_6 Strain Gage Center Rotor S4 (SG6) +/-5Vdc 212047 15 4-1 AXLE2-8 4-1 2-4 AXLE2CSPK6 Strain Gage axle ; center Rot +/-5Vdc 212048 0 4-2 AXLE2-9 4-1 2-4 AXLE2CSPK3 Strain Gage axle ; center Rot +/-5Vdc 212049 1 4-3 AXLE2-12 4-1 2-4 AXLE2CSPK6+90 Strain Gage axle ; center Rot +/-5Vdc 212050 2 4-4 AXLE2-13 4-1 2-4 AXLE2CSPK6-90 Strain Gage axle ; center Rot +/-5Vdc 212051 3 4-5 AXLE2-10 4-1 2-4 AXLE2OSPK6 Strain Gage Axle: 1/4 +/-5Vdc 212052 4 4-5 AXLE2-11 4-1 2-4 AXLE2OSPK3 Strain Gage Axle: 1/4 +/-5Vdc 212053 5 4-6 3-2 1 LBOXLAT1 Lateral Acceleration, Axle Axle Box Left +/-100g PCB J353B01 95259 +/-2.5Vdc 54 6 na 4-2 1 LBOXVERT1 Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95604 +/-2.5Vdc 55 7 na 3-2 1 RBOXLAT1 Lateral Acceleration, Axle Axle Box Right +/-100g PCB J353B01 97687 +/-2.5Vdc 56 8 na 4-2 1 RBOXVERT1 Vertical Acceleration, Axle Axle Box Right +/-250g PCB J353B01 97688 +/-2.5Vdc 
june 14 2005 Ver 22

display

VISHAY ORG AXLE- MODEL SERIAL 

CH SCU ECTRON CAB CABLE SLIPRING Name Description Location Range # # 

57 9 na 1-2 2 LBOXLAT2 Lateral Acceleration, Axle Axle Box Left +/-100g PCB J353B31 97692 +/-2.5Vdc 58 10 na 2-2 2 LBOXVERT2 Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95603 +/-2.5Vdc 59 11 na 1-2 2 RBOXLAT2 Lateral Acceleration, Axle Axle Box Right +/-100g PCB J353B31 97690 +/-2.5Vdc 60 12 na 2-2 2 RBOXVERT2 Vertical Acceleration, Axle Axle Box Right +/-250g PCB J353B01 95258 +/-2.5Vdc 61 13 na 3-2 1-2 AXLELAT1-2 Lateral Acceleration, Axle Mounted Axle +/-500g VibraMetric7002hg2k 0867 +/-5Vdc 

62 14 na 3-2 1-2 AXLELAT1-3 Lateral Acceleration, Axle Mounted Axle +/-500g Endeveco 7264b-500 +/-5Vdc 63 15 na 1 AXLE1LLONG Long Acc Axle +/-100g PCB J353B31 97691 +/-2.5Vdc 

**** SPEED1 CALCULATED SPEED FOR SINE1

***ANY ADDITIONAL CALCULATED CHANNELS TO BE ADDED AFTER THE AD CHANNELS; THIS IS AND EXAMPLE
june 17 2005 Ver 25

display

VISHAY ORG AXLE- MODEL SERIAL 

CH SCU ECTRON CAB CABLE SLIPRING Name Description Location Range # # 

0 0 na 15 3-2 1-1 AXLELAT1-1 Lateral Acceleration, Axle Mounted Axle +/-200g Silicon Des2410-200 07133 +/-5Vdc 

1 1 na x pl 3-3 1 TRFLLAT1 Lateral Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 2 2 na z pu 3-3 1 TRFLVERT1 Vertical Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 3 3 na y pr 3-3 1 TRFLLONG1 Longitudinal Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0026 +/-5Vdc 4 4 na x pr 4-3 1 BRMTLAT1 Lateral Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 5 5 na z pu 4-3 1 BRMTVERT1 Vertical Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 6 6 na 1 SINE1 Speed; sine from encoder slip ring 1 +/-10Vdc michigan scientific +/-10Vdc 7 7 na 2 SINE2 Speed; sine from encoder slip ring 3 +/-10Vdc michigan scientific +/-10Vdc 8 8 na y pf 4-3 1 BRMTLONG1 Longitudinal Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0028 +/-5Vdc 9 9 na 1 1 CTRCALPLAT1 Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 

10 10 na 2 1 CTRCALPVERT1 Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 11 11 na 3 1 CTRCALPLONG1 Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0005 +/-5Vdc 12 12 na 31 1 CYLPRESS1 Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200g10t 148202 0-2.5V 13 13 na 9 1-1 CTRDSKTEMP1 Thermocouple, Rotor Center Rotor 32-1832F Omega 0-5Vdc 14 14 na SYNC Synchronization signal signal generato+/-4V 0.5hz to 5Hz 5Secs tri +/-5Vdc 

15 15 na AXLE2-14 1-2 2-4 AXLELAT2 Lateral Acceleration, Axle Mounted Axle +/-500g VibraMetric7002hg2k 0902 +/-5Vdc 

16 0 na x pl 1-3 2 TRFLLAT2 Lateral Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 17 1 na z pu 1-3 2 TRFLVERT2 Vertical Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 18 2 na y pr 1-3 2 TRFLLONG2 Longitudinal Acceleration, TRUCK FRAME LEFT +/-25g Silicon Des2440-025 0027 +/-5Vdc 19 3 na x pr 2-3 2 BRMTLAT2 Lateral Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 20 4 na z pu 2-3 2 BRMTVERT2 Vertical Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 21 5 na y pf 2-3 2 BRMTLONG2 Longitudinal Acceleration, BRAKE MOUNTING TUBE +/-25g Silicon Des2440-025 0029 +/-5Vdc 22 6 na 1 2 CTRCALPLAT2 Lateral Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 23 7 na 2 2 CTRCALPVERT2 Vertical Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 24 8 na 3 2 CTRCALPLONG2 Longitudinal Acceleration, Caliper, Near Pad Center Caliper +/-100g Silicon Des2440-100 0012 +/-5Vdc 25 9 na AXLE2-15 2-4 CTRDSKTEMP2 Thermocouple, Rotor Center Rotor 32-1832F Omega 0-5Vdc 26 10 na 2 CYLPRESS2 Brake Cylinder Pressure Center Caliper 0-200 psi Omega px41c1-200g10t 0-2.5V 27 11 1-1 2 AXLE1-1 1-1 CTRSPK6F1 Strain Gage Center Rotor S6 +/-5Vdc 28 12 1-2 1 AXLE1-2 1-1 CTRSPK6F2 Strain Gage Center Rotor S6 +/-5Vdc 29 13 1-7 3 AXLE1-3 1-1 1-1 CTRSPK6R1 Strain Gage Center Rotor S6 +/-5Vdc 30 14 1-8 4 AXLE1-4 1-1 1-1 CTRSPK6R2 Strain Gage Center Rotor S6 +/-5Vdc 31 15 BAD 32 0 1-5 AXLE1-5 1-1 1-2 CTRSPK3R1 Strain Gage Center Rotor S3 +/-5Vdc 33 1 1-6 AXLE1-6 1-1 1-2 CTRSPK3R2 Strain Gage Center Rotor S3 +/-5Vdc 34 2 2-1 AXLE1-7 2-1 1-2 AXLECSPK6 Strain Gage axle ; center Rot +/-5Vdc 35 3 2-2 AXLE1-8 2-1 1-2 AXLECSPK3 Strain Gage axle ; center Rot +/-5Vdc 36 4 2-3 AXLE1-9 2-1 1-2 AXLEOSPK6 Strain Gage Axle: 1/4 +/-5Vdc 37 5 2-4 AXLE1-10 2-1 1-2 AXLEOSPK3 Strain Gage Axle: 1/4 +/-5Vdc 38 6 2-5 1 AXLE1LLINK Strain Gage Center Caliper +/-5Vdc 39 7 2-6 1 AXLE1RLINK Strain Gage Center Caliper +/-5Vdc 40 8 3-1 AXLE2-1 3-1 2-3 CTR2SPK6R1 Strain Gage Center Rotor S6 (SG1) +/-5Vdc 41 9 3-2 AXLE2-2 3-1 2-3 CTR2SPK6R2 Strain Gage Center Rotor S6 (SG2) +/-5Vdc 42 10 3-3 AXLE2-3 3-1 2-3 CTR2SPK3R1 Strain Gage Center Rotor S1 (SG3) +/-5Vdc 43 11 3-4 AXLE2-4 3-1 2-3 CTR2SPK3R2 Strain Gage Center Rotor S1 (SG3a) +/-5Vdc 44 12 3-5 AXLE2-5 2-3 CTR2SPK6_4 Strain Gage Center Rotor S4 (SG4) +/-5Vdc 45 13 3-6 AXLE2-6 2-3 CTR2SPK6_5 Strain Gage Center Rotor S4 (SG5) +/-5Vdc 46 14 3-7 AXLE2-7 2-3 CTR2SPK4_6 Strain Gage Center Rotor S4 (SG6) +/-5Vdc 47 15 4-1 AXLE2-8 4-1 2-4 AXLE2CSPK6 Strain Gage axle ; center Rot +/-5Vdc 48 0 4-2 AXLE2-9 4-1 2-4 AXLE2CSPK3 Strain Gage axle ; center Rot +/-5Vdc 49 1 4-3 AXLE2-12 4-1 2-4 AXLE2CSPK6+90 Strain Gage axle ; center Rot +/-5Vdc 50 2 4-4 AXLE2-13 4-1 2-4 AXLE2CSPK6-90 Strain Gage axle ; center Rot +/-5Vdc 51 3 4-5 AXLE2-10 4-1 2-4 AXLE2OSPK6 Strain Gage Axle: 1/4 +/-5Vdc 52 4 4-6 AXLE2-11 4-1 2-4 AXLE2OSPK3 Strain Gage Axle: 1/4 +/-5Vdc 53 5 na 3-2 1 LBOXLAT1 Lateral Acceleration, Axle Axle Box Left +/-100g PCB J353B01 95259 +/-2.5Vd54 6 na 4-2 1 LBOXVERT1 Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95604 +/-2.5Vd55 7 na 3-2 1 RBOXLAT1 Lateral Acceleration, Axle Axle Box Right +/-100g PCB J353B01 97687 +/-2.5Vd56 8 na 4-2 1 RBOXVERT1 Vertical Acceleration, Axle Axle Box Right +/-250g PCB J353B01 97688 +/-2.5Vd
june 17 2005 Ver 25

display

VISHAY ORG AXLE- MODEL SERIAL 

CH SCU ECTRON CAB CABLE SLIPRING Name Description Location Range # # 

57 9 na 1-2 2 LBOXLAT2 Lateral Acceleration, Axle Axle Box Left +/-100g PCB J353B31 97692 +/-2.5Vd58 10 na 2-2 2 LBOXVERT2 Vertical Acceleration, Axle Axle Box Left +/-250g PCB J353B01 95603 +/-2.5Vd59 11 na 1-2 2 RBOXLAT2 Lateral Acceleration, Axle Axle Box Right +/-100g PCB J353B31 97690 +/-2.5Vd60 12 na 2-2 2 RBOXVERT2 Vertical Acceleration, Axle Axle Box Right +/-250g PCB J353B01 95258 +/-2.5Vd61 13 na 3-2 1-2 AXLELAT1-2 Lateral Acceleration, Axle Mounted Axle +/-500g VibraMetric7002hg2k 0867 +/-5Vdc 

62 14 na 3-2 1-2 AXLELAT1-3 Lateral Acceleration, Axle Mounted Axle +/-500g Endeveco 7264b-500 +/-5Vdc 63 15 na 1 AXLE1LLONG Long Acc Axle +/-100g PCB J353B31 97691 +/-2.5Vd

  SPEED1 CALCULATED SPEED FOR SINE1

** *ANY ADDITIONAL CALCULATED CHANNELS TO BE ADDED AFTER THE AD CHANNELS; THIS IS AND EXAMPLE
Calibration Certificates 

and Specification Sheets

for Sensors Used 

During ENSCO's

Acela Brake Disc Test 




































































C-1

Appendix C. 

Data Descriptions

Data Acquisition FILE FORMAT–Acela Brake Test–May 9, 2005

During each data acquisition run, 3 files are generated. 

1) Principal Data File, xxxxxxxx.abt 

Binary Integer File, containing: 

a) Header record, 2 integers (4 bytes, 2 bytes/integer), followed by 

b) Sequential records of integer data, 32 integers/record (2 bytes/integer, 64 bytes/record) 

Record 2: 32 integers (64 bytes); channels 1 - 32, at time t=0 seconds 

Record 3: 32 integers (64 bytes); channels 1 - 32, at time t=1/1200th seconds 

Record 4: 32 integers (64 bytes); channels 1 - 32, at time t=2/1200th seconds 

 ... etc.

 Nominal Sampling Rate = 1200 samples/second 

 Nominal Time between Samples = 0.00083 seconds 

PRINCIPAL DATA FILE HEADER RECORD - 4 bytes total

Byte Nos Type Parameter Units Nominal 

Value

No of 

Bytes

1 - 2 1 integer no of columns (channels) per data record 32 2

3 - 4 1 integer sample rate samples/s 1200 2

Total 4

PRINCIPAL DATA FILE RECORD - 32 integers (64 bytes)

Chan Parameter File Scale Factor 

[actuals in .Cal file] Units File Offset [actuals in .Cal file]

1 Strain gage, center rotor spoke 1 uE 0

2 Strain gage, center rotor spoke 1 uE 0

3 Strain gage, center rotor spoke 1 uE 0

4 Strain gage, center rotor spoke 1 uE 0

5 Strain gage, outer rotor spoke 1 uE 0

6 Strain gage, outer rotor spoke 1 uE 0

7 Strain gage, outer rotor spoke 1 uE 0

8 Strain gage, outer rotor spoke 1 uE 0

9 Thermocouple, center rotor spoke 10 F 0
C-2

10 Temperature, braking surface, infra-red, center rotor 10 F 0

11 Temperature, braking surface, infra-red, center rotor 10 F 0

12 Temperature, braking surface, infra-red, outer rotor 10 F 0

13 Temperature, braking surface, infra-red, outer rotor 10 F 0

14 Speed sine wave from resolver 1000 0

15 Speed from resolver 100 g 0

16 Lateral Acceleration, axle mounted near rotor 100 g 0

17 Lateral Acceleration, Axle Box left 100 g 0

18 Vertical Acceleration, Axle Box left 100 g 0

19 Lateral Acceleration, Axle Box right 100 g 0

20 Vertical Acceleration, Axle Box right 100 g 0

21 Lateral Acceleration, center caliper near pad 100 g 0

22 Vertical Acceleration, center caliper near pad 100 g 0

23 Longitudinal Acceleration, center caliper, near pad 100 g 0

24 Lateral Acceleration, center caliper, near actuator 100 g 0 

25 Vertical Acceleration, center caliper, near actuator 100 g 0 

26 Longitudinal Acceleration, center caliper, near 

actuator 100 g 0 

27 Lateral Acceleration, outer caliper, near pad 100 g 0 

28 Vertical Acceleration, outer caliper, near pad 100 g 0 

29 Longitudinal Acceleration, outer caliper, near pad 100 g 0 

30 Brake Pipe Pressure 100 psi 0 

31 Brake Cylinder Pressure, center caliper 100 psi 0 

32 Brake Park Pressure, center caliper 100 psi 0 

 
C-3

2) GPS Data File, xxxxxxxx.gps 

Ascii File, containing: 

a) Sequential records of data, Ascii format, 5 columns, space delimited, 41 

characters/record (1 byte/character, 41 bytes/record) 

Record 1: 41 characters (41 bytes); gps data at time t=0 second 

Record 2: 41 characters (41 bytes); gps data at time t=1 second 

 ... etc.

 Sampling Rate = 1 sample/second 

GPS Data File Format - Space Delimited 

Column Parameter Units Nominal No. of 

Characters

1 GPS time, seconds past midnight Greenwich sec 6

2 Latitude deg 12 

3 Longitude deg 13 

4 Speed mph 6 

5 No. of Satellites 4 

3) Calibration File, xxxxxxxx.cal 

Ascii File, containing: 

a) 1 record for each data channel (total of 32), Ascii format, 5 columns, space delimited 

Record 1: calibration data 

Record 2: 41 characters (41 bytes); gps data at time t=1 second 

Column Parameter Units Nominal No. of 

Characters

1 Sensor gain - required only for record e.g. V/g 8

2 Sensor offset - required only for record deg 8 

3 File Scale Factor - necessary to convert file data to engineering units deg 8 

4 File Offset - necessary to convert file data to engineering units mph 8 

5 Channel description and units ~ 24 

Note: Each integer stored in the .abt file must be divided by the respective file scale factor to 

obtain correct engineering units. 
C-4

Data Acquisition FILE FORMATS–Acela Brake Test–May 24, 2005

During each data acquisition run, May 26 - 27, 2005, 4 files will be generated. 

1) Principal Data File, 3000 Sampling Rate: xxxxxxxx.ab2 

Binary Integer File, Intel format, integers in the range –32768 to +32768, containing: 

a) Header record, 2 integers (4 bytes, 2 bytes/integer), followed by 

b) Sequential records of integer data, 32 integers/record (2 bytes/integer, 64 bytes/record) 

Record 2: 32 integers (64 bytes); channels 1 - 32, at time t=0 seconds 

Record 3: 32 integers (64 bytes); channels 1 - 32, at time t=1/3000th seconds 

Record 4: 32 integers (64 bytes); channels 1 - 32, at time t=2/3000th seconds 

 ... etc.

 Nominal Sampling Rate = 3000 samples/second 

 Nominal Time between Samples = 0.00033 seconds 

Principal Data File “.ab2” HEADER RECORD - 4 bytes total

Byte Nos Type Parameter Units Nominal 

Value

No of 

Bytes

1 - 2 1 integer no of columns (channels) per data record 32 2

3 - 4 1 integer sample rate samples/s 3000 2

Total 4

Principal Data File “.ab2” RECORD - 32 integers (64 bytes)

Chan Parameter File Scale Factor

[actuals in .Cal file] Units File Offset [actuals in .Cal file]

1 Strain gage, center disc spoke 6, F1 1 uE 0

2 Strain gage, center disc spoke 6, F2 1 uE 0

3 Strain gage, center disc spoke 6, R1 1 uE 0

4 Strain gage, center disc spoke 6, R2 1 uE 0

5 Strain gage, center disc spoke 3, R1 1 uE 0

6 Strain gage, center disc spoke 3, R2 1 uE 0

7 Strain gage, axle near center disc adjacent spoke 6 1 uE 0

8 Strain gage, axle near center disc adjacent spoke 3 1 uE 0

9 Strain gage, axle near 1⁄4 location, adjacent spoke 6 1 uE 0

10 Strain gage, axle near 1⁄4 location, adjacent spoke 3 1 uE 0

11 Thermocouple, back of friction ring 10 deg F 0

12 Temperature, braking surface, infra-red, center rotor 10 deg F 0

13 Temperature, braking surface, infra-red, center rotor 10 deg F 0
C-5

14 Sine wave from resolver 1000 0

15 Calculated speed from resolver 100 mph 0

16 Lateral Acceleration, axle mounted near rotor 100 g 0

17 Lateral Acceleration, Axle Box left 100 g 0

18 Vertical Acceleration, Axle Box left 100 g 0

19 Lateral Acceleration, Axle Box right 100 g 0

20 Vertical Acceleration, Axle Box right 100 g 0

21 Lateral Acceleration, center caliper near pad 100 g 0

22 Vertical Acceleration, center caliper near pad 100 g 0

23 Longitudinal Acceleration, center caliper, near pad 100 g 0

24 Lateral Acceleration, center caliper, near actuator 100 g 0 

25 Vertical Acceleration, center caliper, near actuator 100 g 0 

26 Longitudinal Accel, center caliper, near actuator 100 g 0 

27 Lateral Acceleration, axle mounted (piezo-electric) 100 g 0 

28 File Synchronization signal 1000 g 0 

29 Lateral Acceleration, axle (strain-based) 100 g 0 

30 Brake Pipe Pressure 100 psi 0 

31 Brake Cylinder Pressure, center caliper 100 psi 0 

32 Brake Park Pressure, center caliper 100 psi 0 

 

Note: Each data integer stored in the .ab2 file must be divided by the respective file scale 

factor to obtain correct engineering units. i.e. Physical data value (engineering units) = integer / file scale 

factor - offset 

2) GPS Data File: xxxxxxxx.gps 

Ascii File, containing: 

a) Sequential records of data, Ascii format, 6 columns, space delimited, and trailing text 

giving location w.r.t. milepost, nominally 72 characters/record (1 byte/character, 

~72 bytes/record) 

Record 1: ~72 characters (41 bytes); gps data at time t=0 second 

Record 2: ~72 characters (41 bytes); gps data at time t=1 second 

 ... etc.

 Sampling Rate = 1 sample/second 
C-6

GPS Data File Format - Space Delimited 

Column Parameter Units Nominal No. of 

Characters

1 GPS time, seconds past midnight Greenwich sec 6

2 Latitude deg 12 

3 Longitude deg 13 

4 Speed mph 6 

5 No. of Satellites 4 

6 Corresponding time in the .AB2 data file sec 6 

7 Text giving location with respect to Milepost 25 

3) Calibration File: xxxxxxxx.cal 

Ascii File, containing: 

a) 1 record for each data channel (total of 32), Ascii format, 5 columns, space delimited 

Column Parameter Units Nominal No. of 

Characters

1 Sensor offset - required only for documentation V 11

2 Sensor gain - required only for documentation e.g. mV/g 11 

3 File Scale Factor - necessary to convert file data to engineering units 8 

4 File Offset - necessary to convert file data to engineering units 8 

5 Channel description and units ~ 24 

Note: Each data integer stored in the .ab2 file must be divided by the respective file scale 

factor to obtain correct engineering units. i.e. Physical data value (engineering units) = integer / file scale 

factor - offset 

4) Data File, 10,000 Sampling Rate: xxxxxxxx.001 

Binary Integer File, Motorola format, integers in the range –32768 to +32768, containing: 

a) Date record, 4 integers (8 bytes, 2 bytes/integer), followed by 

b) Sequential records of integer data, 16 integers/record (2 bytes/integer, 32 bytes/record) 

Record 2: 16 integers (32 bytes); channels 1 - 16, at time t=0 seconds 

Record 3: 16 integers (32 bytes); channels 1 - 16, at time t=1/10000th seconds 

Record 4: 16 integers (32 bytes); channels 1 - 16, at time t=2/10000th seconds 

 ... etc.

 Nominal Sampling Rate = 10000 samples/second 

 Nominal Time between Samples = 0.00010 seconds 
C-7

Data File DATE RECORD - 8 bytes total

Byte Nos Type Parameter Units Nominal 

Value

No of 

Bytes

1 - 2 1 integer Date0 2

3 - 4 1 integer Date1 2

5 - 6 1 integer Date2 2 

7 - 8 1 integer Date3 2

Total 8

DATA FILE RECORD - 16 integers (32 bytes)

Chan Parameter File Scale Factor Units File Offset 

1 Vertical Acceleration, Axle Box Left 2.04800 g 0

2 Lateral Acceleration, Axle Box Left 2.04800 g 0

3 Vertical Acceleration, Axle Box Right 2.04800 g 0

4 Lateral Acceleration, Axle Box Right 2.04800 g 0

5 Lateral Acceleration, Axle (piezo-electric) 4.034560 g 0

6 Lateral Acceleration, Axle (strain-based) 2.06848 g 0

7 Strain gage, center rotor spoke 6, R1 0.1732267 uE 0

8 Strain gage, center rotor spoke 6, R2 0.1732267 uE 0

9 Strain gage, center rotor spoke 3, R1 0.1732267 uE 0

10 Strain gage, center rotor spoke 3, R2 0.1732267 uE 0

11 Strain gage, axle near center disc adjacent spoke 6 0.1732267 uE 0

12 Strain gage, axle near center disc adjacent spoke 3 0.1732267 uE 0

13 Strain gage, axle near 1⁄4 location, adjacent spoke 6 0.1732267 uE 0

14 Strain gage, axle near 1⁄4 location, adjacent spoke 3 0.1732267 uE 0

15 Sine wave from resolver 204.800 Volts 0

16 Synchronization pulses 204.800 Volts 0

 

Note: Each data integer stored in the .001 file must be divided by the respective file scale 

factor to obtain correct engineering units. i.e. Physical data value (engineering units) = integer / file scale 

factor - offset 
C-8

CMSW32 Data Storage 

CMSW32 stores test data in two files: 

• *.CMW – Header File 

• *.001 – Data File 

Format of Header File (*.cmw) 

Variable Variable Type No. of 

Bytes 

Expected/ 

Default Values 

Separator? 1 byte 1 

File Identifier String [10] 10 ‘CMW32V2.1’ 

Separator? 1 byte 1 

Test Description String [50] 50 

Separator? 1 byte 1 

Test Engineer String [50] 50 

Separator? 1 byte 1 

Job Number String [50] 50 

Separator? 1 byte 1 

Test Title String [50] 50 ‘Acela Evaluation’ 

Number of Channels Integer (4 byte) 4 16 

Save Mode (for internal use) Byte 1 

 Total Bytes in Section 1 220 

Channel structure (x300 channels) 

Channel On Boolean 1 

 Separator? 1 byte 1 

Channel Description String[30] 30 

 Separator? 1 byte 1 

Channel Units String[30] 30 

Volt Offset Single (4 byte) 4 

Conversion Factor Single (4 byte) 4 

Calibration Factor Single (4 byte) 4 

High Alarm On Boolean 1 

Low Alarm On Boolean 1 

High Alarm Level Single (4 byte) 4 

Low Alarm Level Single (4 byte) 4 

High Alarm Dead band Single (4 byte) 4 

Low Alarm Dead band Single (4 byte) 4 

H Level Volts Double (8 byte) 8 

L Level Volts Double (8 byte) 8 

H Band Volts Double (8 byte) 8 

L Band Volts Double (8 byte) 8 

Gain Byte 1 

Channel Colour Integer (4 byte) 4 

 Total Bytes for Each Channel ( x 300 channels ) 130 

Sample Rate Double (8 byte) 8 0.0001 

Voltage _Factor Single (4 byte) 4 0.004883 

Integer_Offset Small Integer (2 byte) 2 2048 

The data for each channel is calculated as: 

[ ] ( )

channel channel

channel

Volts Conversion Factor CalibrationFactor

Bits Integer Offset Voltage Factor Volt Offset

= −

= − × −

Reading * _

Volts _ _ _

mechanical units
C-9

Data Acquisition FILE FORMATS–Acela Brake Test–June 15, 2005

During each data acquisition run, June 16 - 18, 2005, 3 files will be generated. 

1) Principal Data File, 3000 Sampling Rate: xxxxxxxx.ab3 

Binary Integer File, Intel format, integers in the range –32768 to +32768, containing: 

a) Header record, 2 integers (4 bytes, 2 bytes/integer), followed by 

b) Sequential records of integer data, 65 integers/record (2 bytes/integer, 130 bytes/record) 

Record 2: 65 integers (130 bytes); channels 1 - 65 and speed, at time t=0 seconds 

Record 3: 65 integers (130 bytes); channels 1 - 65 and speed, at time t=1/3000th seconds 

Record 4: 65 integers (130 bytes); channels 1 - 65 and speed, at time t=2/3000th seconds 

 ... etc.

 Nominal Sampling Rate = 3000 samples/second 

 Nominal Time between Samples = 0.00033 seconds 

Principal Data File “.ab3” HEADER RECORD - 4 bytes total

Byte Nos Type Parameter Units Nominal 

Value

No of 

Bytes

1 - 2 1 integer no of columns (channels) per data record 65 2

3 - 4 1 integer sample rate samples/s 3000 2

Total 4

Principal Data File “.ab3” RECORD - 65 integers (130 bytes)

Chan Parameter Axle 

File Scale 

Factor 

[actuals in 

.Cal file] 

Units

File Offset 

[actuals in 

.Cal file]

1 Lateral Acceleration, axle mounted 1 100 g 0

2 Lateral Acceleration, Truck Frame Left 1 100 g 0

3 Vertical Acceleration, Truck Frame Left 1 100 g 0

4 Longitudinal Acceleration, Truck Frame Left 1 100 g 0

5 Lateral Acceleration, Brake Mounting Tube 1 100 g 0

6 Vertical Acceleration, Brake Mounting Tube 1 100 g 0

7 Sine wave from resolver 1 1000 0

8 Sine wave from resolver 2 1000 0

9 Longitudinal Acceleration, Brake Mounting Tube 1 100 g 0

10 Lateral Acceleration, center caliper, near actuator 1 100 g 0

11 Vertical Acceleration, center caliper, near actuator 1 100 g 0

12 Longitudinal Accel, center caliper, near actuator 1 100 g 0

13 Brake Cylinder Pressure, center caliper 1 100 psi 0
C-10

14 Thermocouple, center rotor 1 10 deg F 0

15 File Synchronization signal 1000 0

16 Lateral Acceleration, axle mounted 2 100 g 0

17 Lateral Acceleration, Truck Frame Left 2 100 g 0

18 Vertical Acceleration, Truck Frame Left 2 100 g 0

19 Longitudinal Acceleration, Truck Frame Left 2 100 g 0

20 Lateral Acceleration, Brake Mounting Tube 2 100 g 0

21 Vertical Acceleration, Brake Mounting Tube 2 100 g 0

22 Longitudinal Acceleration, Brake Mounting Tube 2 100 g 0

23 Lateral Acceleration, center caliper, near actuator 2 100 g 0

24 Vertical Acceleration, center caliper, near actuator 2 100 g 0 

25 Longitudinal Accel, center caliper, near actuator 2 100 g 0 

26 Thermocouple, center rotor 2 10 deg F 0 

27 Brake Cylinder Pressure, center caliper 2 100 psi 0 

28 Strain gage, center disc spoke 6, F1 1 1 uE 0 

29 Strain gage, center disc spoke 6, F2 1 1 uE 0 

30 Strain gage, center disc spoke 6, R1 1 1 uE 0 

31 Strain gage, center disc spoke 6, R2 1 1 uE 0 

32 Bad channel, unused 1 0 

33 Strain gage, center disc spoke 3, R1 1 1 uE 0 

34 Strain gage, center disc spoke 3, R2 1 1 uE 0 

35 Strain gage, axle near center disc adjacent spoke 6 1 1 uE 0 

36 Strain gage, axle near center disc adjacent spoke 3 1 1 uE 0 

37 Strain gage, axle near 1⁄4 location, adjacent spoke 6 1 1 uE 0 

38 Strain gage, axle near 1⁄4 location, adjacent spoke 3 1 1 uE 0 

39 Strain gage, center caliper left 1 1 uE 0 

40 Strain gage, center caliper right 1 1 uE 0 

41 Strain gage, center disc spoke 6, R1 (SG1) 2 1 uE 0 
C-11

42 Strain gage, center disc spoke 6, R2 (SG2) 2 1 uE 0 

43 Strain gage, center disc spoke 3, R1 (SG3) 2 1 uE 0 

44 Strain gage, center disc spoke 3, R2 (SG3a) 2 1 uE 0 

45 Strain gage, center disc spoke 6 face, upper gage (SG4) 2 1 uE 0 

46 Strain gage, center disc spoke 6 face, lower gage (SG5) 2 1 uE 0 

47 Strain gage, center disc spoke 4, R2 position (SG6) 2 1 uE 0 

48 Strain gage, axle near center disc adjacent spoke 6 2 1 uE 0 

49 Strain gage, axle near center disc adjacent spoke 3 2 1 uE 0 

50 Strain gage, axle near 1⁄4 location, adjacent spoke 6 2 1 uE 0 

51 Strain gage, axle near 1⁄4 location, adjacent spoke 3 2 1 uE 0 

52 Strain gage, axle near center disc adjacent spoke 6 + 90° 2 1 uE 0 

53 Strain gage, axle near center disc adjacent spoke 6 - 90° 2 1 uE 0 

54 Lateral Acceleration, Axle Box left 1 100 g 0 

55 Vertical Acceleration, Axle Box left 1 100 g 0 

56 Lateral Acceleration, Axle Box right 1 100 g 0 

57 Vertical Acceleration, Axle Box right 1 100 g 0 

58 Lateral Acceleration, Axle Box left 2 100 g 0 

59 Vertical Acceleration, Axle Box left 2 100 g 0 

60 Lateral Acceleration, Axle Box right 2 100 g 0 

61 Vertical Acceleration, Axle Box right 2 100 g 0 

62 Lateral Acceleration 2, axle mounted 1 100 g 0 

63 Lateral Acceleration 3, axle mounted 1 100 g 0 

64 Longitudinal Acceleration, axle mounted 1 100 g 0 

65 Calculated Speed for SINE 1 100 mph 0 

 

Note: Each data integer stored in the .ab3 file must be divided by the respective file scale 

factor to obtain correct engineering units. i.e. Physical data value (engineering units) = integer / file scale 

factor - offset 
C-12

2) GPS Data File: xxxxxxxx.gps 

Ascii File, containing: 

a) Sequential records of data, Ascii format, 6 columns, space delimited, and trailing text 

giving location w.r.t. milepost, nominally 72 characters/record (1 byte/character, 

~72 bytes/record) 

Record 1: ~72 characters (41 bytes); gps data at time t=0 second 

Record 2: ~72 characters (41 bytes); gps data at time t=1 second 

 ... etc.

 Sampling Rate = 1 sample/second 

GPS Data File Format - Space Delimited 

Column Parameter Units Nominal No. of 

Characters

1 GPS time, seconds past midnight Greenwich sec 6

2 Latitude deg 12 

3 Longitude deg 13 

4 Speed mph 6 

5 No. of Satellites 4 

6 Corresponding time in the .AB2 data file sec 6 

7 Text giving location with respect to Milepost 25 

3) Calibration File: xxxxxxxx.cal 

Ascii File, containing: 

a) 1 record for each data channel (total of 65), Ascii format, 5 columns, space delimited 

Column Parameter Units Nominal No. of 

Characters

1 Sensor offset - required only for documentation V 11

2 Sensor gain - required only for documentation e.g. mV/g 11 

3 File Scale Factor - necessary to convert file data to engineering units 8 

4 File Offset - necessary to convert file data to engineering units 8 

5 Channel description and units ~ 24 

Note: Each data integer stored in the .ab3 file must be divided by the respective file scale 

factor to obtain correct engineering units. i.e. Physical data value (engineering units) = integer / file scale 

factor - offset 
Appendix D.

Test Documents and Logs

Acela Brake Disc Test - Test LogDate 14-May-05Test Run Shakedown RunTrain Configuration Car 3413 on Trail End of Consist (PC 2038 Trailing)Sample Rate 1200 samples/secAnti-Alias Filter Setting Set to 300 HzFilename Start Location End Location Comments051405_01.ABT Ivy City Ivy City Prior to leaving, set spoke temperature by offse

 zeroed strain gages.

051405_02.ABT Ivy City Ivy City051405_03.ABT Ivy City Washington Union Sta.051405_04.ABT Washington Union Sta. Washington Union Sta.051405_05.ABT Washington Union Sta. Baltimore Vert/Lat Lbox failed; Temp OR R seems low 40

 Temp CR L seems high 40 deg

051405_06.ABT Baltimore MP AP77 Applied Emergency Brake at end of file051405_07.ABT MP AP77 MP AP77 After Emergency Brake, checked temps with 

 TC, hand pyrometer

051405_08.ABT MP AP77 Wilmington, DE Brake application at t=540; saturation of lateral 

 on axle at t=1002; longitudinal looked off

Scale factors changed from 25mv/G to 50 mv/G on tri-axials on calipers051405_09.ABT Wilmington, DE Baltimore, MD apply snow brake MP 27-MP 60, every disc, ev

 pad @ 10psi; end of snow brake at Susq Br

051405_10.ABT Baltimore, MD Baltimore, MD SittingCHANGED ACCELS IN BALTIMORE; BOTH ACCELS ON ENDS OF AXLES BAD - Knorr Supplied 200G (L) and 500g (V) for Left Side Axle Box - ENSCO put on 100 G tri-axial on right side axle box051405_10.ABT Baltimore, MD Washington Union Sta. Saw Noise on Left Axle End Accels (Lat & Vert

 when slowing down, not while running

D-1
Acela Brake Disc Test - Test Log

Date 16-May-05Test Run Washington to Boston, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Trail End of Consist (PC 2038 Trailing)Sample Rate 2000 samples/secAnti-Alias Filter Settin Set to 500 HzFilename Start Location End Location Channels Header Commentssystest16.ABT NeC-MSC NeC-MSC sensors_VER8.xls sample2000r1.hed System Test in Shop - 

 Frequency of 57 Hz

systest17.ABT NeC-MSC NeC-MSC sensors_VER8.xls sample2000r1.hed System Test in Shop - calfile1.ABT NeC-MSC NeC-MSC sensors_VER8.xls sample2000r1.hed Zero All Accels/Gagescalfile2.ABT NeC-MSC NeC-MSC sensors_VER8.xls sample2000r1.hed Shunted all Strain Gag051605_01.ABT Ivy City Ivy City sensors_VER8.xls sample2000r1.hed Yard Move051605_02.ABT Ivy City Washington Union Sta. sensors_VER8.xls sample2000r1.hed051605_03.ABT Washington Union Sta. Baltimore MD (~MP AP 95) sensors_VER8.xls sample2000r1.hed Pressures Dropped Ou051605_04.ABT Baltimore MD (~MP AP 95) MP AP 85 sensors_VER8.xls sample2000r1.hed Full Service Brake Tes

 Could Be Made 

051605_05.ABT MP AP 85 ~ MP AP 77 sensors_VER8.xls sample2000r1.hed System Lock-Up Ende051605_06.ABT ~ MP AP 77 MP AP 63 sensors_VER8.xls sample2000r1.hed Stopped Train to Close 051605_07.ABT MP AP 63 Wilmington DE (MP AP 26) sensors_VER8.xls sample2000r1.hed Noise on Left Axle Box 

 Same Signature on B

051605_08.ABT Wilmington DE (MP AP 26) Philadelphia, PA (MP AP 0) sensors_VER8.xls sample2000r1.hed ~MP AP 3 - Large Hit, 

 Axle Lat Accel

051605_09.ABT Philadelphia, PA (MP AP 0) MP AN 60 sensors_VER8.xls sample2000r1.hed Full Service Brake Tes

 Could Be Made 

051605_10.ABT MP AN 60 Newark, NJ (MP AN 8) sensors_VER8.xls sample2000r1.hed At End of Run, Inserted 

 on Left End of Axle B Removed Knorr Acce Lateral and Vertical A

051605_11.ABT Newark, NJ (MP AN 8) New York City (MP AN 0) sensors_VER9.xls sample2000r1.hed Now Recording Amtrak 051605_12.ABT New York City (MP AN 0) ~ MP E 3 sensors_VER9.xls sample2000r1.hed Stopped Train to Fix Lo051605_13.ABT ~ MP E3 MP E 19 sensors_VER9.xls sample2000r1.hed051605_14.ABT MP E 19 New Haven, CT (MP AB 73) sensors_VER9.xls sample2000r1.hed Observed Periodic Sig

 2100 - 2790; Observ

051605_15.ABT New Haven, CT (MP AB 73) ~ MP AB 116 sensors_VER9.xls sample2000r1.hed Full Service Brake Tes

 Could Be Made 

051605_16.ABT ~ MP AB 116 New London CT (MP AB 123) sensors_VER9.xls sample2000r1.hed051605_17.ABT New London CT (MP AB 123) ~ MP AB 183 sensors_VER9.xls sample2000r1.hed Full Service Brake Tes

 Could Be Made 

051605_18.ABT ~ MP AB 183 ~ MP AB 185 sensors_VER9.xls sample2000r1.hed

D-2
Acela Brake Disc Test - Test Log

Date 16-May-05Test Run Washington to Boston, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Trail End of Consist (PC 2038 Trailing)Sample Rate 2000 samples/secAnti-Alias Filter Settin Set to 500 HzFilename Start Location End Location Channels Header Comments051605_19.ABT ~ MP AB 185 ~ MP AB 200 sensors_VER9.xls sample2000r1.hed System Lock-Up Durin

 Take Temperature M

051605_20.ABT ~ MP AB 202 ~ MP AB 202 sensors_VER9.xls sample2000r1.hed Collected Data During 051605_21.ABT ~ MP AB 202 ~ MP AB 212 sensors_VER9.xls sample2000r1.hed051605_22.ABT ~ MP AB 212 ~ MP AB 215 sensors_VER9.xls sample2000r1.hed051605_23.ABT ~ MP AB 215 ~ MP AB 219 sensors_VER9.xls sample2000r1.hed Full Service Brake Tes

 Could Be Made 

051605_24.ABT ~ MP AB 219 Boston MA (MP AB 228) sensors_VER9.xls sample2000r1.hed Saw Negative Spikes o

 ~MP AB 225

D-3
Acela Brake Disc Test - Test Log

Date 17-May-05Test Run Boston to Washington, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Lead End of Consist (PC 2038 Leading)Sample Rate 2000 samples/sec (Changed in Baltimore to 4kHz, then to 3kHz)Anti-Alias Filter Setting Set to 500 Hz (Changed to 1kHz in Baltimore)Filename Start Location End Location Channels Header Commentscalfile051705_01.ABT Maintenance Facility Maintenance Facility sensors_VER9.xls sample2000r2.hed Zero All Accels/Gagescalfile051705_02.ABT Maintenance Facility Maintenance Facility sensors_VER9.xls sample2000r2.hed Shunted all Strain Gagescalfile051705_03.ABT Maintenance Facility Maintenance Facility sensors_VER9.xls sample2000r2.hed Continuous Frequencies 10calfile051705_04.ABT Maintenance Facility Maintenance Facility sensors_VER9.xls sample2000r2.hed Sweep of Frequencies 100

 2 Volt P-P, Ch 16, 19

051705_01.ABT Maintenance Facility Boston MA (MP AB 228) sensors_VER9.xls sample2000r2.hed051705_02.ABT Boston MA (MP AB 228) Route 128 Station sensors_VER9.xls sample2000r2.hed t=450 saturation on lat axle 051705_03.ABT Route 128 Station ? sensors_VER9.xls sample2000r2.hed SYSTEM CRASH051705_04.ABT ? ? sensors_VER9.xls sample2000r2.hed SYSTEM RESTART, NO D051705_05.ABT ? ? sensors_VER9.xls sample2000r2.hed SYSTEM RESTART, NO D051705_06.ABT ? Providence RI sensors_VER9.xls sample2000r2.hed t=522, noise spikes on stra051705_07.ABT Providence RI Westerley RI sensors_VER9.xls sample2000r2.hed t=35, 340-360 spikes on Ct

 ENSCO system issue; no 

051705_08.ABT Westerley RI MP AB 127 sensors_VER9.xls sample2000r2.hed Stopped Train to Look at L051705_09.ABT MP AB 127 MP AB 127 sensors_VER9.xls sample2000r2.hed Collecting Data During Tro051705_10.ABT MP AB 127 New London CT (MP AB 122) sensors_VER9.xls sample2000r2.hed051705_11.ABT New London CT (MP AB 122) MP AB 82 sensors_VER9.xls sample2000r2.hed051705_12.ABT MP AB 82 New Haven, CT (MP MN 72) sensors_VER9.xls sample2000r2.hed051705_13.ABT New Haven, CT (MP MN 72) MP MN 65 sensors_VER9.xls sample2000r2.hed051705_14.ABT MP MN 65 MP MN 57 sensors_VER9.xls sample2000r2.hed051705_15.ABT MP MN 57 MP MN 40 sensors_VER9.xls sample2000r2.hed051705_16.ABT MP MN 40 MP MN 19 sensors_VER9.xls sample2000r2.hed051705_17.ABT MP MN 19 New York City (MP AN 0) sensors_VER9.xls sample2000r2.hed t=230,520 large strains on 

 when brakes applied

051705_18.ABT New York City (MP AN 0) Newark NJ sensors_VER9.xls sample2000r2.hed

D-4
Acela Brake Disc Test - Test Log

Date 17-May-05Test Run Boston to Washington, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Lead End of Consist (PC 2038 Leading)Sample Rate 2000 samples/sec (Changed in Baltimore to 4kHz, then to 3kHz)Anti-Alias Filter Setting Set to 500 Hz (Changed to 1kHz in Baltimore)Filename Start Location End Location Channels Header Comments051705_19.ABT Newark NJ Philadelphia, PA sensors_VER9.xls sample2000r2.hed t=120, strains in CTRSPOK

 not in face, audible brakin

 not as high no audible br t=705 strain gage jump - SLarge Hits at Midway; Full  look at strains after Midwt=~1585 brake applied, higt~1728,1785 and after - se saturation.

051705_20.ABT Philadelphia, PA Wilmington DE (MP AP 26) sensors_VER9.xls sample2000r2.hed t=1250 big strains CTRSPO051705_21.ABT Wilmington DE (MP AP 26) Baltimore MD (MP AP 95) sensors_VER9.xls sample2000r2.hed t=1220, 1476 big strains on 

 braking; Saturation of lat axle accel t=2017, big strains during b big strain spike follows; t~2200(MP 89) saturation o left axle box lat, right axle t=2410 big strains on CTRS starting to see same in O

051705_22.ABT Baltimore MD (MP AP 95) Baltimore MD (MP AP 95) sensors_VER9.xls SWITCH SAMPLE RATE T

 SYSTEM CRASH

051705_23.ABT Baltimore MD (MP AP 95) MP AP 110 sensors_VER9.xls sample3000r2.hed SWITCH SAMPLE RATE T

 SYSTEM CRASH DUE T

051705_24.ABT MP AP 110 Washington DC sensors_VER9.xls sample3000r2.hed Sample Rate 3kHz, Anti-Al

D-5
Acela Brake Disc Test - Test Log

Date 26-May-05Test Run Washington to Boston, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Lead End of Consist (PC 2038 Leading)Sample Rate 3000 samples/sec on ENSCO System, 10,000 Hz on Amtrak SystemAnti-Alias Filter Setting Set to 1000 Hz for ENSCO System Only; No Anti-Alias Filter Used on Amtrak System

3kHz (32 ch) System 10kHz (16 ch) System

Filename Filename

(*.ABT, *.CAL, *.GPS) (*.001) Start Location End Location Track (if avail) Channels Header (3kHz) Header (10kHz) Comments

052605_0 NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed zeroes the gages and the accelerometers052605_shunt NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed System Test in Shop - Frequency Sweep052605_sweep NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed Chs. 1 & 17, 100 to 8K 5 secs 2V Pk-to-Pk s052605_freq NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed052605_zero2 NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed zeroing of center caliper actuator accelerom052605_sync NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed sync test of the 2 systems052605_shuntaxlelat3 NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed to shunt calib the lat 3 accel052605_sync2 NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed testing of the sync again052605_sync3 NeC-MSC NeC-MSC sensors_VER13.xls sample3000r5.hed sample10000r3.hed testing of the sync again; successful052605_roll1 NeC-MSC Ivy City Yard sensors_VER13.xls sample3000r5.hed sample10000r3.hed052605_roll2 Ivy City Yard Ivy City Yard sensors_VER13.xls sample3000r5.hed sample10000r3.hed052605_roll3 Ivy City Yard Ivy City Yard sensors_VER13.xls sample3000r5.hed sample10000r3.hed052605_roll4 Ivy City Yard Union Station sensors_VER13.xls sample3000r5.hed sample10000r3.hed052605_01 052605_01 Union Station Wash DC Baltimore, MD Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Observed satruration on lateral accels; 

sign issue with strains (ENSCO); signs were  all strain gages in Baltimore; print outs mo

052605_02 052605_02 Baltimore, MD Wilmington Track 2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t~700, high lat/vert activity, high strains

t~865 neg noise spikes on some strains;t~1570-1656 lost power to SCU2; 1/2 of chat~2060 poss noise spike on Sp6 gages

052605_03 052605_03 Wilmington MP AP5 Track 1, Track 2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed switch to Tr 2 near AP16;

lateral accel 2 (piezoelectric on axle) stoppe (const up/down drift) stopped behaving thi ~MP AP8

052605_04 052605_04 Philadelphia MP AN 84.5 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Labview System Crash Stopped Collection; 

 Speed System Continued to Collect ~45 s

052605_05 052605_05 MP AN 82 Newark NJ sensors_VER13.xls sample3000r5.hed sample10000r3.hed Gage on Spoke 6F2 starting to get noisy (lg 

 consistently; noise spikes on Spoke 3R2, Sseeing a bit on Spoke 3 R1 as wellNear MP AN12 (t~2300) big vert hit & activt=2340 MOANING OF BRAKES AND BIG  STRAINS DURING BRAKING

052605_06 052605_06 Newark NJ New York (MP W3) sensors_VER13.xls sample3000r5.hed sample10000r3.hed strain signals are not noisy anymore052605_07 052605_07 New York, NY (MP E6) New York (MP E 14) Track 2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t=420 HIGH STRAINS ON BRAKING, 

 no moaning on instr axle

052605_08 052605_08 New York (MP E 15) MP MN55 Track 2 (on MN) sensors_VER13.xls sample3000r5.hed sample10000r3.hed t=156 HIGH STRAINS ON BRAKING, 

no moaning on instr axle

Sw to Track 4 MN @ MN23 t~2000 Mild case of high strains during

 braking near MP MN 44

052605_09 052605_09 MP MN55.5 MP MN 65 Start on MN Tr 4 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t~200 Mild case of high strains during bra052605_10 052605_10 MP MN 65 MP MN 72 New Haven On MN Tr 4 sensors_VER13.xls sample3000r5.hed sample10000r3.hed spoke 3 R2 a bit noisy @t~180052605_11 052605_11 MP MN 72 New Haven MP AB 75 Start Amtrak Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed little lateral jolt @ t~105; CSP6F1 noise spik

 around t~150

D-6
Acela Brake Disc Test - Test Log

Date 26-May-05Test Run Washington to Boston, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Lead End of Consist (PC 2038 Leading)Sample Rate 3000 samples/sec on ENSCO System, 10,000 Hz on Amtrak SystemAnti-Alias Filter Setting Set to 1000 Hz for ENSCO System Only; No Anti-Alias Filter Used on Amtrak System

3kHz (32 ch) System 10kHz (16 ch) System

Filename Filename

(*.ABT, *.CAL, *.GPS) (*.001) Start Location End Location Track (if avail) Channels Header (3kHz) Header (10kHz) Comments

Switch to Tr 2 @ t=400

052605_12 052605_12 MP AB 75 MP AB 105 Start on Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed still have noise on CSPK3 R2; 

t=400 HIGH STRAINS FOR LONG DURAT DURING BRAKING NEAR MP AB 85t=600 HIGH STRAINS FOR LONG DURAT DURING BRAKING NEAR MP AB 90CSPK6 F2 noisy prior to braking @ MP AB 9cleared up after braking

052605_13 052605_13 MP AB 105 New London CT (MP AB 123) Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t=90, spikes in vertical and strains on bridge

t=480 MP AB116 HIGH STRAINS BRAKIN INTO CURVE FOLLOWED BY VERTICA HITS ON BRIDGE 

052605_14 052605_14 New London CT (MP AB 123) MP AB 134 Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed No Significant Activity052605_15 052605_15 MP AB 134 MP AB 185 Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Bit of noise develop on CSPK3 R2 t~370; t~

 noise spikes on some gagest=984 @ MP AB159 Braking from 150-60 M HIGH STRAINS DURING BRAKING; ALMOST +/- 1000uE, used suppression  braking (1/2 pressure), planned brakingt~1212 SMALL CASE OF ACTIVITY DUE T BRAKING; Noise spikes near t~1330t=1580 @ ~MP AB179 Braking HIGH STRA DURING BRAKING; used braking of ~35 (recorded sound file 052605_09.WAV)

052605_16 052605_16 MP AB 185 ? Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed LABVIEW CRASH ENDED COLLECTION; 

 high speed system continued to collect

052605_17 052605_17 MP AB 200 Rte 128 Station Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t=110 @ ~MP AB203 Braking HIGH STRA

 DURING BRAKING;t=456 @ ~MP AB217 Braking HIGH STRA DURING BRAKING;

052605_18 052605_18 Rte 128 Station Boston Terminal Amtrak Tr2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed No Significant ActivitySound Files

Filename Start Location Comments

052605_01.WAV MP AP 113 Lat Accels Show Signs of Saturation052605_02.WAV MP AP 62 Brake Sound?, moderate braking052605_03.WAV MP AP 31 Brake Sound?, moderate braking052605_06.WAV ~MP AN 11 Moaning of brakes during braking with high strain activity052605_09.WAV ~MP AB 179 Braking with high strain activity

D-7
Acela Brake Disc Test - Test Log

Date 27-May-05Test Run Boston to Washington, 7-inch Cant Deficiency RunTrain Configuration Car 3413 on Trail of Consist (PC 2016 Leading)Sample Rate 3000 samples/sec on ENSCO System, 10,000 Hz on Amtrak SystemAnti-Alias Filter Setting Set to 1000 Hz for ENSCO System Only; No Anti-Alias Filter Used on Amtrak System

3kHz (32 ch) System 10kHz (16 ch) System

Filename Filename

(*.ABT, *.CAL, *.GPS) (*.001) Start Location End Location Track (if avail) Channels Header (3kHz) Header (10kHz) Comments

052705_zero Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed zeroes the gages a052705_shunt Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed shunting strain gag052705_shuntaxle Lat2 Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed shunting PR accel o052705_freq Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed channels 1 and 17, 052705_sweep Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed Chs 1 & 17, 100 to 052705_sine Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed channels 1 and 17, 052705_sync Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed sync test of the 2 sy052705_sweep2 Boston Facility Boston Facility sensors_VER13.xls sample3000r5.hed sample10000r3.hed sweep 1 bad sine; w

 filename should b

052705_zero2 South Street Sta. South Street Sta. sensors_VER13.xls sample3000r5.hed sample10000r3.hed re-zero axle strain g052705_zero3 South Street Sta. South Street Sta. sensors_VER13.xls sample3000r5.hed sample10000r3.hed re-zero all strain ga052705_01 052705_01 South Street Sta. Rte 128 Sta Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed After departure, adj052705_02 052705_02 Rte 128 Sta ~ MP AB193.5 Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Caliper Pad Accels 

Sw to Track 2 @ t~740 (MP AB 199)

052705_03 052705_03 ~ MP AB193.5 ~ MP AB193.5 Track 2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed No Significant Data052705_04 052705_04 ~ MP AB193.5 Providence Sta. Track 2 sensors_VER13.xls sample3000r5.hed sample10000r3.hed

Sw to Track 1 @ t~490 (MP AB 186)

052705_05 052705_05 Providence Sta. ~MP AB 160 Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Spoke 6 F2 seeing 

t=860 noise on all g

052705_06 052705_06 ~MP AB 160 ~MP AB 159 Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed No Significant Data052705_07 052705_07 ~MP AB 159 New London CT (MP AB 124) Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_08 052705_08 New London CT (MP AB 122) ~MP AB 77 Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Noise spikes on Sp

t=1236 LATERAL H

052705_09 052705_09 ~MP AB 76 New Haven CT (~MP 72) Track 1 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_10 052705_10 New Haven CT (~MP 72) MP MN 53 Track 1 Metro North sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_11 052705_11 MP MN 53 MP MN 53 Track 1 Metro North sensors_VER13.xls sample3000r5.hed sample10000r3.hed LABVIEW CRASH 

 high speed syste

052705_12 052705_12 MP MN 50 MP MN 33 Track 1 Metro North sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_13 052705_13 MP MN 32 MP MN 17 Track 1 Metro North sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_14 052705_14 MP MN 17 MP E19 sensors_VER13.xls sample3000r5.hed sample10000r3.hed LABVIEW CRASH 

 high speed syste

052705_15 052705_15 MP E18 New York sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_16 052705_16 New York New York sensors_VER13.xls sample3000r5.hed sample10000r3.hed LABVIEW CRASH 

 high speed syste

052705_17 052705_17 New York ~Secaucus NJ Station Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed No GPS file052705_18 052705_18 ~MP W6 Newark NJ Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_19 052705_19 Newark NJ MP AN 40 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Noise develop on S052705_20 052705_20 MP AN 41 MP AN 84.5 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed t~517, spoke 6 F1 & 

notice Axle Lat 3 hi

052705_21 052705_21 Philadelphia Sta MP AP 10 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_22 052705_22 MP AP 10 Wilmington Station Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_23 052705_23 MP AP 27 MP AP 61 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_24 052705_24 MP AP 61 MP AP 64 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed Noise develop on S052705_25 052705_25 MP AP 65 MP AP 74 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_26 052705_26 MP AP 75 MP AP 78 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_27 052705_27 MP AP 79 MP AP 89 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_28 052705_28 MP AP 89 Baltimore Station Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_29 052705_29 Baltimore Station BWI Station Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed052705_30 052705_30 BWI Station MP AP 134 Track 3 sensors_VER13.xls sample3000r5.hed sample10000r3.hed

D-8
Acela Brake Disc Test - Test Log

Date 16-Jun-05Test Run Washington-NY-Washington, 7-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to NY: Cars 3413, 3534 on Trail of Consist (PC 2038 Trailing) Sample Rate 3000 samples/secAnti-Alias Filter Setting 800 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061605_zero NeC-MSC NeC-MSC sensors_VER22.xls zero strain gages, accels061605_shunt NeC-MSC NeC-MSC sensors_VER22.xls061605_sweep1 NeC-MSC NeC-MSC sensors_VER22.xls used "sync" channel061605_sweep2 NeC-MSC NeC-MSC sensors_VER22.xls used CTRSPK6F2061605_sweep3 NeC-MSC NeC-MSC sensors_VER22.xls USED CTR2SPK4_6061605_sweep4 NeC-MSC NeC-MSC sensors_VER22.xls used LBOXVert2061504_freq1 NeC-MSC NeC-MSC sensors_VER22.xls used "sync" channel w/88Hz061504_freq2 NeC-MSC NeC-MSC sensors_VER22.xls used CTRSPK6F2 w/88Hz061504_freq3 NeC-MSC NeC-MSC sensors_VER22.xls USED CTR2SPK4_6 w/88Hz061504_freq4 NeC-MSC NeC-MSC sensors_VER22.xls used LBOXVert2 w/88Hz061605ivycity1 NeC-MSC Ivy City Yard sensors_VER22.xls061605ivycity2 Ivy City Yard Ivy City Yard sensors_VER22.xls061605ivycity3 Ivy City Yard Ivy City Yard sensors_VER22.xls061605ivycity4 Ivy City Yard Union Station sensors_VER22.xls061605_01 Union Station ~MP 101 AB Track 2 sensors_VER22.xls No GPS

t~350, brake appl; t~450 lost temp sensor, then came backCTR2SPK3_R2 noisy off and on; t~630 brake application; t~880 VERT HITS WABTEC/SAB-WABCO axle m active than Knorr axlesync signal no good for first file.Stopped to fix speed signal (sine wave) and GPS

061605_02 ~MP 101 AB Baltimore Sta Track 2 sensors_VER22.xls GPS failure 10 seconds in061605_03 Baltimore Sta ~Bush River Track 3 sensors_VER22.xls t~640 brake application?

t~720 vertical hits on bridge t~920 brake appl SMALL AMOUNT OF OSCILL 

DURING BRAKING, tried to capture sound

061605_04 ~Bush River ~MP 51AP Track 2 sensors_VER22.xls t~160 brake appl SMALL AMOUNT OF OSCILL 

 DURING BRAKINGt~260 vertical activity; t~345 big vertical hit

061605_05 ~MP 51AP Wilmington Station Track 2 sensors_VER22.xls t~390 BIG VERTICAL HIT WABTEC/SAB-WABC

 more active than Knorr axlet~620 BRAKE APPLICATION W/SMALL  AMPLITUDE OSCILLATION, FOLLOWED 

D-9
Acela Brake Disc Test - Test Log

Date 16-Jun-05Test Run Washington-NY-Washington, 7-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to NY: Cars 3413, 3534 on Trail of Consist (PC 2038 Trailing) Sample Rate 3000 samples/secAnti-Alias Filter Setting 800 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

 BY BIG VERTICAL HIT

061605_06 Wilmington Near Philadelphia Yard sensors_VER22.xls t~95, 108 BIG VERTICAL HITS WABTEC/SAB-W

 axle more active than Knorr axlet~285 BIG VERTICAL HITS WABTEC/SAB-WABC axle more active than Knorr axlet~405,411 VERICAL HITS; t~925, VERY SMALL BRAKE OSCILL ON  WABTEC/SAB-WABCO DISC

061605_07 Near Philadelphia YardPhiladelphia 30th Street Sta sensors_VER22.xls Nothing of Interest

061605_08 Philadelphia 30th Stree~MP 69 AN sensors_VER22.xls t~70-80, 160 - Elevated activity on WABTEC/SAB-

 active than Knorr axlet~225, 337 BIG VERTICAL ACTIVITY WABTEC/S WABCO axle more active than Knorr axlet~550 elevated activity on WABTEC/SAB-WABCO 

061605_09 ~MP 69 AN ~MP 48AN sensors_VER22.xls t~70 heard squeeling though curve, recorded soun

t~97 VERY LARGE VERTICAL HIT WABTEC/SA axle more active than Knorr axlet~562 SMALL OSCILLATION DURING BRAKING

061605_10 ~MP 48AN ~MP 21AN sensors_VER22.xls061605_11 ~MP 21AN Newark, NJ sensors_VER22.xls t~40-50, LARGE VERTICAL HITS WABTEC/SAB

 axle more active than Knorr

061605_12 Newark, NJ ~MP 7AN sensors_VER22.xls061605_13 ~MP 6AN New York Penn Sta sensors_VER22.xlsSwitched CTRSPK6_R2 & CTRSPK6_R1 from Amplifier 1-3,1-4 to 1-7,1-8061605_14 New York Penn Sta Secacaus,NJ sensors_VER24.xls061605_15 Secacaus,NJ Newark, NJ sensors_VER24.xls t~190 saw activity in brake mount tri-axial accel061605_16 Newark, NJ ~MP 30AN sensors_VER24.xls t~90 vertical hit

t~200 during braking, saw Knorr Br Mount tri-axial  accel vibrating +/-4g but no action on WABTEC/St~500 long braking with activity on Knorr brake  mount accel t~840 long braking with activity on Knorr brake  mount accel 

D-10
Acela Brake Disc Test - Test Log

Date 16-Jun-05Test Run Washington-NY-Washington, 7-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to NY: Cars 3413, 3534 on Trail of Consist (PC 2038 Trailing) Sample Rate 3000 samples/secAnti-Alias Filter Setting 800 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061605_17 ~MP 30AN ~MP 55AN Track 3 sensors_VER24.xls t~290 noise again on CTR2SPK3_R2,

 then went away; intermittent"Noisy" signal on WABTEC/SAB-WABCO axle disc 

061605_18 ~MP 55AN N. Philadelphia Track 3 sensors_VER24.xls t~470, VERTICAL HITS WABTEC/SAB-WABCO a

 active than Knorrt~630 appeared to bea lateral hit onlyNoise reappear on CTR2SPK3_R2

061605_19 N. Philadelphia Philadelphia 30th Street Sta sensors_VER24.xls061605_20 Philadelphia 30th Stree~Wilmington, DE sensors_VER24.xls t~920 Disconnected CTR2SPK3_R2

061605_21 Wilmington Sta ~Newark DE sensors_VER24.xls t~80 Axle1 CTRSPK6R1 Died; t~220 AXLECSPK6 061605_22 ~Newark DE ~MP 61AP sensors_VER24.xls061605_23 ~MP 62AP MP 87AP sensors_VER24.xls061605_24 MP 88AP Baltimore Station sensors_VER24.xls061605_25 Baltimore Within Baltimore Tunnel sensors_VER24.xls Discovered AXLE2CSPK3 Disabled061605_26 Within Baltimore TunneMP 106AP sensors_VER24.xls Working on Strain Gage Connections061605_27 MP 106AP Near Ivy City sensors_VER24.xls t~200 high strains during braking, very low amplitud

 motion

Sound Files

Filename Start Location

061605_01.WAV ~Bush River061605_02.WAV ~MP 68AN

D-11
Acela Brake Disc Test - Test Log

Date 17-Jun-05Test Run Washington-Boston, 90-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to BostonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

board1 NeC-MSC NeC-MSC sensors_VER25.xls used "sync" channel w/95 Hz 2 V Pk-Pkboard2 NeC-MSC NeC-MSC used CTRSPK6F1 w/95 Hz 2 V Pk-Pkboard3 NeC-MSC NeC-MSC used AXLE1RLINK w/95 Hz 2 V Pk-Pkboard4 NeC-MSC NeC-MSC used LBOXLat1 w/95 Hz 2 V Pk-Pksweep1 NeC-MSC NeC-MSC used "sync" channel w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep2 NeC-MSC NeC-MSC used CTRSPK6F1 w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep3 NeC-MSC NeC-MSC used AXLE1RLINK w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep4 NeC-MSC NeC-MSC used LBOXLat1 w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

zeroes NeC-MSC NeC-MSC zero strain gages, accelsshunt NeC-MSC NeC-MSC All strain gages shunted; CTR2SPK6_4 WILL NOT 

 SHUNT, BLACK LEAD OPEN

061705_ivycity1 NeC-MSC NeC-MSC Moving in Yard061705_ivycity2 Ivy City Yard Ivy City Yard061705_ivycity3 Ivy City Yard Union Station CTR2SPK6_4 is Open, 

 AXLE2CSPK6_5 VERY NOISY

061705_01 Union Station ~MP AP131061705_02 ~MP AP131 ~MP AP 99 AXLE2CSPK6 seems a bit noisy from time to time

CTR2SPK3R2 intermittent noise (hash on top of signal)t~825 BIG VERTICAL HIT WABTEC/SAB-WABCO axle more  active than Knorr axlesome braking towards end of file

061705_03 ~MP AP99 Baltimore Tunnel061705_04 Baltimore Tunnel Baltimore Tunnel t~95 BRAKE APPLICATION, MED LEVEL 

 OSCILL IN WABTEC/SAB-WABCO DISC

061705_05 Baltimore Tunnel Baltimore Station Nothing of Interest, Short File061705_06 Baltimore Station ~MP AP48 t~475 BIT OF OSCILL ON WABTEC/SAB-WABCO DISC 

 DURING BRAKINGt~530 interesting signal on Faively disk gages ~MP 83t~830 MUCH VERTICAL ACTIVITYt~1270 VERTICAL ACTIVITY ON BRIDGEt~1370 VERTICAL ACTIVITYt~1580 Some oscillation observed

061705_07 ~MP AP47 ~MP AP28 Track 2061705_08 Wilmington Sta Wilmington Sta Track 2 Odd Oscillation in Spokes as Rolling

D-12
Acela Brake Disc Test - Test Log

Date 17-Jun-05Test Run Washington-Boston, 90-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to BostonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061705_09 Wilmington Sta ~MP AP 8.5 Track 2 t~255, 285-400, 510 Vertical Activity

t~580 VERTICAL HIT @ BEGINNING OF BRAKING

061705_10 ~MP AP 8.5 Philadelphia Track 2 t~135-150 LATERAL ACTIVITY, RBOXVERT2 showed 

 signs of saturationt~205 BRAKING OSCILLATION ON WABTEC/SAB-WABCO DISC

061705_11 Philadelphia MP AN63.5 Track 2 t=555-570 MUCH ACTIVITY ON WABTEC/SAB-WABCO 

 DISC WHILE CURVINGt~708 VERTICAL ACTIVITYt~725, 915-930, 1070 SATURATION OF LBOXVERT2  DURING CURVING TILT SYSTEM FAILEDt~1060 VERTICAL ACTIVITY

061705_12 MP AN63 MP AN56 Track 2 Nothing of Interest061705_13 MP AN56 MP AN21 Track 2 TILT SYSTEM RESTORED

t~430-450 VERTICAL ACTIVITYt~885-900 MUCH LATERAL/VERTICAL ACTIVITY

061705_14 MP AN20.5 MP AN11 Track 2 t~35-50 LARGE VERTICAL ACTIVITY

t~155 Small Oscill During Brakingt~320 VERTICAL ACTIVITY

061705_15 MP AN11 Newark Station Track 2 t~60,87 VERTICAL ACTIVITY061705_16 Newark MP AN7 t~205 Small Amplitude Oscillation During Braking

Notice Noise on WABTEC/SAB-WABCO Axle Disk Temp and  Cyl Press at end of file

061705_17 MP AN7 NY Penn Station Notice Noise on WABTEC/SAB-WABCO Axle Disk Temp at begin of file061705_18 NY Penn Station ~MP E18061705_19 ~MP E18.5 MP MN22 t~350 OSCILLATION OF WABTEC/SAB-WABCO DISK 

 DURING BRAKING

061705_20 MP MN22 MP MN23 Nothing of Interest061705_21 MP MN23 ~MP MN 39 t~150-170,310,865 OSCILLATION OF WABTEC/SAB-WABCO 

 DISK DURING BRAKINGt~350-370 LARGE VERTICAL ACTIVITY

061705_22 MP MN 39 ~MP MN 42 t~120 Brake Activity061705_23 ~MP MN 43 ~MP MN 55 t~30,165,620 OSCILLATION OF WABTEC/SAB-WABCO 

 DISK DURING BRAKING

061705_24 ~MP MN 55 MP MN 60 t~80 LARGE VERTICAL ACTIVITY

t~270, End of File, BRAKING OSCILL ON  WABTEC/SAB-WABCO DISC

D-13
Acela Brake Disc Test - Test Log

Date 17-Jun-05Test Run Washington-Boston, 90-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to BostonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061705_25 MP MN 60 MP MN 72 t~170,220,305,490,555,630 BRAKING OSCILL 

 ON WABTEC/SAB-WABCO

061705_26 MP MN 72 MP MN 72 Oscillation During Braking, Short File061705_27 MP MN 73 MP MN 73 Oscillation During Braking, Short File061705_28 MP MN 73 MP AB95 t~610 Odd Oscillations After Applications061705_29 MP AB97 MP AB104 t~120 MAJOR OSCILLATION OF WABTEC/SAB-WABCO 

 DISC DURING BRAKING!!!!!!

t~240 OSCILLATION OF WABTEC/SAB-WABCO DISC  DURING BRAKING

061705_30 MP AB104 MP AB116 t~180, 405 SMALL OSCILLATION OF 

 WABTEC/SAB-WABCO DISC DURING BRAKING t~210 HIGH VERTICAL ACTIVITYt~560 HIGH AMPLITUDE OSCILLATION OF  WABTEC/SAB-WABCO DISC DURING BRAKING

061705_31 MP AB116 ~MP AB 122 t~95, 165 OSCILLATION OF WABTEC/SAB-WABCO DISC 

 DURING BRAKINGt~120 LONG OSCILLATION, SMALL  AMPLITUDE OF WABTEC/SAB-WABCO DISC DURING  BRAKING 

061705_32 ~MP AB 122 MP AB126 t~170 HIGH ACTIVITY ON WABTEC/SAB-WABCO DISC 

 WITH NO BRAKING IN CURVEt~335 OSCILL DURING BRAKING ON  WABTEC/SAB-WABCO DISC; t~385 HIGH OSCILL DURING BRAKING ON  WABTEC/SAB-WABCO DISCt~350 HIGH ACTIVITY ON WABTEC/SAB-WABCO DISC  IN CURVE

061705_33 MP AB126 MP AB129 t=0 OSCILL OF WABTEC/SAB-WABCO DISC DURING

 BRAKINGt~70 VERY LARGE OSCILLATION OF  WABTEC/SAB-WABCO DISC DURING BRAKING

061705_34 MP AB130 MP AB138 t~90-115 LONG OSCILLATION OF WABTEC/SAB-WABCO 

 DISC DURING BRAKINGt~220 OSCILL OF WABTEC/SAB-WABCO DISC DURING  BRAKINGt~420 VERY LARGE OSCILLATION OF  WABTEC/SAB-WABCO DISC DURING BRAKING

061705_35 MP AB138 MP AB140 t~80-110 VERY LARGE OSCILLATION OF 

 WABTEC/SAB-WABCO DISC DURING BRAKING

D-14
Acela Brake Disc Test - Test Log

Date 17-Jun-05Test Run Washington-Boston, 90-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to BostonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061705_36 MP AB140 MP AB 156 t~130-140 VERY LARGE OSCILLATION OF 

 WABTEC/SAB-WABCO DISC DURING BRAKING 2000uE pk-pk from 90 mph

061705_37 MP AB 156 MP AB 160 t~45 VERY HIGH VERY LONG OSCILLATION 

 OF WABTEC/SAB-WABCO DISC DURING BRAKING FULL SERVICE BRAKE APPLICATION  FROM 150 mph

061705_38 MP AB 160 MP AB 186 t~540 OSCILL OF WABTEC/SAB-WABCO DISC DURING 

 BRAKING, SOUND RECORDED

061705_39 MP AB 186 MP AB 187 SHORT FILE, MILD ACTIVITY DURING 

 CURVING

END OF TESTINGSound Files

Filename Start Location

061705_01.WAV ~MP MN 47061705_02.WAV ~MP MN 59061705_03.WAV ~MP MN 72061705_04.WAV ~MP AB 179 BRAKING

D-15
Acela Brake Disc Test - Test Log

Date 18-Jun-05Test Run Boston-Washington, 9-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to WashingtonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

zeroes South Street Station South Street Station sensors_VER25.xls zero strain gages, accelsshunt South Street Station South Street Station All strain gages shunted; CTR2SPK6_4 WILL NOT 

 SHUNT (BLACK LEAD OPEN), CTR2SPK4_6  WILL NOT SHUNT

board1 South Street Station South Street Station used "sync" channel w/82 Hz 4 V Pk-Pkboard2 South Street Station South Street Station used CTRSPK6F1 w/81 Hz 4 V Pk-Pkboard3 South Street Station South Street Station used CTR2SPK6_5 w/81 Hz 4 V Pk-Pkboard4 South Street Station South Street Station used AXLE2OSPK3 w/81 Hz 4 V Pk-Pksweep1 South Street Station South Street Station used "sync" channel w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep2 South Street Station South Street Station used CTRSPK6F1 w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep3 South Street Station South Street Station used CTR2SPK6_5 w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

sweep4 South Street Station South Street Station used AXLE2OSPK3 w/4.0 V Pk-Pk sin w/100Hz-3KHz 

 over 5 seconds

061805_01 South Street Station MP 225AB061805_02 MP 225AB Rte 128 t~270,295,313 VERTICAL ACTIVITY

t~325 Short signs of oscill on WABTEC/SAB-WABCO Disc  during braking

061805_03 Rte 128 ~MP 201.5AB t~475 LARGE OSCILLATION OF WABTEC/SAB-WABCO 

 DISC DURING BRAKING, FS Stop from  150 MPH

061805_04 ~MP AB 201.5 Providence Station t~233,345 Mild Activity on WABTEC/SAB-WABCO Disc During Br

t~415 Activity on WABTEC/SAB-WABCO Disc During Curving

061805_05 Providence Station ~MP AB 176.5 Track 1 t~530-550 LARGE OSCILLATION OF 

Tr 2 @t=370 WABTEC/SAB-WABCO DISC DURING BRAKING FS Stop 

061805_06 ~MP AB 176.5 ~MP AB 160 Tr2 t~240 HIGH ACTIVITY ON WABTEC/SAB-WABCO DISC

 DURING FS BRAKING

Sw to Tr 1~t350 t~505-542 HIGH ACTIVITY ON WABTEC/SAB-WABCO 

 DISC DURING FS BRAKING

061805_07 ~MP AB 160 ~MP AB 140 Track 1 t~30 HIGH ACTIVITY ON WABTEC/SAB-WABCO DISC 

 DURING BRAKING FS Braking from 125 MPHt~160 HIGH ACTIVITY ON WABTEC/SAB-WABCO DISC  DURING BRAKING FS Braking from 115 MPH

061805_08 ~MP AB 140 ~MP AB 133 Mystic CT Track 1061805_09 ~MP AB 131 MP AB 114 Track 1 t~255,420 ACTIVITY ON WABTEC/SAB-WABCO DISC

 DURING CURVING

061805_10 MP AB 114 MP AB 99 Track 1

D-16
Acela Brake Disc Test - Test Log

Date 18-Jun-05Test Run Boston-Washington, 9-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to WashingtonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061805_11 MP AB 99 MP AB 77 Track 1 t~270,360 Braking w/no real activity061805_12 MP AB 77 MP MN 62 t~250 Bit of Activity on WABTEC/SAB-WABCO Disc Through Curv061805_13 ~MP MN 61 ~MP MN 47061805_14 ~MP MN 47 ~MP MN 31061805_15 ~MP MN 31 ~MP MN 23 t~150 VERTICAL ACTIVITY ON WABTEC/SAB-WABCO DISC061805_16 ~MP MN 23 MP E 12 At end of file, long braking with no activity061805_17 MP E 12 ~MP E 4061805_18 ~MP E 4 ~MP E 3 t~75, 245 SMALL AMOUNT OF ACTIVITY ON 

 WABTEC/SAB-WABCO DISC DURING BRAKING

061805_19 ~MP E 3 NY Penn Station061805_20 NY Penn Station MP AN 8 Little of Interest061805_21 MP AN 8 Newark Station GPS Issue in File, Nothing of Interest061805_22 Newark Station MP AN 22 t~210 LARGE OSCILLATION OF WABTEC/SAB-WABCO 

 DISC DURING BRAKING (Sound Recording  Made)t~445 LARGE OSCILLATION OF WABTEC/SAB-WABCO  DISC (SHORT) DURING BRAKING (Sound  Recording Made)

061805_23 MP AN 22 ~MP AN 41 t~690, End of File BRAKE APPLICATION w/NO ACTIVITY061805_24 ~MP AN 41 ~MP AN 58 t~305 FS BRAKE APPLICATION FROM 135 MPH, 

 NO ACTIVITYt~570 FS BRAKE APPLICATION FROM 135, ACTIVITY DID NOT START UNTIL I'LOCK HIT PREVIOUS BRAKE APPLICATION NOT  ACTIVE AND DID SEE VERTICAL HIT  BEFORE??

061805_25 ~MP AN 58 ~MP AN 82.5 t~100 FS BRAKE APPLICATION FROM 125 MPH, NO 

 ACTIVITYMANY BRAKE APPLICATIONS W/NO ACTIVITY

061805_26 ~MP AN 82.5 Philadelphia Station t~210 Brake Application w/No Activity061805_27 Philadelphia Station Philadelphia South GPS Failure, No Activity of Interest061805_28 Philadelphia South Wilmington Car Shop t~0-250 Much Lateral Activity

t~290 Braking w/No Activityt~500 MUCH VERTICAL & LATERAL ACTIVITYt~600 VERTICAL ACTIVITY

061805_29 Wilmington Station ~MP AP 52 Some Saturation of vertical accels observed

t~340 FS BRAKE APPLICATION FROM 135mph, NO  ACTIVITY

D-17
Acela Brake Disc Test - Test Log

Date 18-Jun-05Test Run Boston-Washington, 9-inch Cant Deficiency Speed ProfileTrain Configuration Cars 3413, 3534 on Lead of Consist (PC 2038 Leading) to WashingtonSample Rate 3000 samples/secAnti-Alias Filter Setting Set to 800 Hz, Calculated at 750 HzHeader File Used sample3000_65r5.hed

3kHz (65 ch) System

Filename 

(*.AB3, *.CAL, *.GPS) Start Location End Location Track (if avail) Channel List/Settings Comments

061805_30 ~MP AP 52 ~MP AP 78 t~80 BIG VERTICAL HIT

t~180 BRAKING w/NO ACTIVITYt~220 BIG VERTICAL ACTIVITYt~730 BIG VERTICAL HIT @ EDGEWOOD I'LOCKt~780 SMALL BIT OF VERTICAL ACTIVITY  DURING BRAKING FOLLOWING VERTICAL HIT

061805_31 ~MP AP 78 Baltimore Station t~630 BIG VERTICAL HITEND OF TESTINGSound Files

Filename Start Location

061805_01.WAV ~MP AN14061805_02.WAV ~MP AN19

D-18
D-19 

Daily Reports 

The following reports were provided to test participants by Knorr-Bremse, usually 

on the same day as the test. There was usually not sufficient time to verify extreme 

data values cited in the daily reports prior to their dissemination. 

These reports are provided for historical reference only. Values cited in the final 

report should be considered as verified and accurate. 

Please note that no daily report was issued following the test conducted on May 27, 

2005. 
From: Rich.Bowie@knorrbrakecorp.com

Sent: Wednesday, May 18, 2005 10:34 AM

To: Ronald.Newman@fra.dot.gov; edlombardi@comcast.net; nbehety@necmsc.com; 

frank.duschinsky@ca.transport.bombardier.com; schramd@amtrak.com

Cc: GAGARIG@amtrak.com; Magdy.El-Sibaie@fra.dot.gov; JWhite@Wabtec.com; 

bjoern.neller@faiveleytransport.com; Bernd.Hetterscheidt@faiveleytransport.com

Subject: RE: Summary of Test Train Results 5/16/05

Dear Mr. Newman,

As you requested, following is a summary of the test results from today

and instrumentation status.

1. The rotating axle mounted accelerometer was inspected and

re-tightened en-route from Boston. Performing properly now.

2. Aliasing frequency was increased to 1000 Hz with sampling at

4000 Hz initially, but was needed to be changed to 1000 Hz filter with

3000 Hz sampling.

3. Thermocouple was added to the back side of the friction ring

and replaced spoke thermocouple on the data acquisition.

We observed the following data from the test runs:

Maximum rotor temperatures were observed during the test run were within

acceptable limits. We observed maximum rotor temperatures of about 258

F, with an average peak of 200 F. (No Full-Service Stops were

performed). Adding 100 degrees for correction factor has the discs

temperature within expected and acceptable results. Spoke temperatures

were reported to be in the range of less than 150 F. Allowing for a

correction factor that is to be determined, they are Still within

acceptable limits.

Maximum measured temp on back of the friction face was 275 F

For the accelerations, we noted the following peak values from the

charts (detailed evaluation of the data will be conducted shortly):

Location: Direction Maximum

Left Axle Box Vertical 117

Left Axle Box Lateral 38
Right Axle Box Vertical 99

Right Axle Box Lateral 73

Rotating Axle Lateral 30; however values in excess of

200 recorded. This must be evaluated further.

The values recorded all seem to coincided well with each other. We

believe to have recorded accurate data that is within acceptable

results.

Spoke Strains were monitored and found to be in the range of what was

observed during the shakedown run. Today we observed peak values of

approximately 2400 uE as compared to approximately 2000uE in the

shakedown run. 

These data values need to be validated by Ensco and considered further.

Best Regards, 

Richard Bowie 

Director of Engineering 

Knorr Brake Corp. 

861 Baltimore Blvd. 

Westminster, MD 21157 

Phone +(410) 875-1251 

Fax +(410) 875-9053 

< <mailto:rich.bowie@knorrbrakecorp.com>

mailto:rich.bowie@knorrbrakecorp.com> 

< <http://www.knorrbrakecorp.com/> http:/www.knorrbrakecorp.com> 

< <http://www.knorr-bremse.com/> http:/www.knorr-bremse.com/> 
From: Rich.Bowie@knorrbrakecorp.com

Sent: Wednesday, May 18, 2005 10:28 PM

To: Ronald.Newman@fra.dot.gov; edlombardi@comcast.net; nbehety@necmsc.com; 

frank.duschinsky@ca.transport.bombardier.com; schramd@amtrak.com

Cc: GAGARIG@amtrak.com; Magdy.El-Sibaie@fra.dot.gov; JWhite@Wabtec.com; 

bjoern.neller@faiveleytransport.com; Bernd.Hetterscheidt@faiveleytransport.com; 

jquigley@faiveleyrail.com

Subject: RE: Summary of Test Train Results 5/17/05

Dear Sirs,

First, please note that the original email had not updated the date

reported in the "Subject" Line to be 5/17/05. This has now been

corrected.

Please find below an update to the prior report to include the data

reported by NEC from the MPI inspection of TS 10 after the

Boston-Washington test run 5/17/05.

Car Axle S/n disc location Spoke#

Was Now

3306 3 062/J5713 G 1

W0 W0

2 W1 S1

3 W2 S3

4 W1 W1

5 W1 W1

6. W0 W0

 C

ALL NO CHANGES

 S 1

W0 W0

2 W0 W2

3 W2 S1

4 W2 W2

5 W0 W0

6. W2 W2

This axle has been replaced.

Rich

 -----Original Message-----

From: Bowie, Rich 

Sent: Wednesday, May 18, 2005 10:34 AM

To: 'Newman, Ronald'; 'Ed Lombardi'; 'Norbert Behety'; 'Frank

Deschinsky'; 'David Schramm'

Cc: 'GAGARIG@amtrak.com'; 'El-Sibaie, Magdy'; 'JWhite@Wabtec.com';

'bjoern.neller@faiveleytransport.com';

'Bernd.Hetterscheidt@faiveleytransport.com'

Subject: RE: Summary of Test Train Results 5/16/05
Dear Mr. Newman,

As you requested, following is a summary of the test results from today

and instrumentation status.

1. The rotating axle mounted accelerometer was inspected and

re-tightened en-route from Boston. Performing properly now.

2. Aliasing frequency was increased to 1000 Hz with sampling at

4000 Hz initially, but was needed to be changed to 1000 Hz filter with

3000 Hz sampling.

3. Thermocouple was added to the back side of the friction ring

and replaced spoke thermocouple on the data acquisition.

We observed the following data from the test runs:

Maximum rotor temperatures were observed during the test run were within

acceptable limits. We observed maximum rotor temperatures of about 258

F, with an average peak of 200 F. (No Full-Service Stops were

performed). Adding 100 degrees for correction factor has the discs

temperature within expected and acceptable results. Spoke temperatures

were reported to be in the range of less than 150 F. Allowing for a

correction factor that is to be determined, they are Still within

acceptable limits.

Maximum measured temp on back of the friction face was 275 F

For the accelerations, we noted the following peak values from the

charts (detailed evaluation of the data will be conducted shortly):

Location: Direction Maximum

Left Axle Box Vertical 117

Left Axle Box Lateral 38

Right Axle Box Vertical 99

Right Axle Box Lateral 73

Rotating Axle Lateral 30; however values in excess of

200 recorded. This must be evaluated further.

The values recorded all seem to coincided well with each other. We

believe to have recorded accurate data that is within acceptable

results.

Spoke Strains were monitored and found to be in the range of what was

observed during the shakedown run. Today we observed peak values of

approximately 2400 uE as compared to approximately 2000uE in the

shakedown run. 

These data values need to be validated by Ensco and considered further.

Best Regards, 

Richard Bowie 

Director of Engineering 

Knorr Brake Corp. 

861 Baltimore Blvd. 

Westminster, MD 21157 

Phone +(410) 875-1251 

Fax +(410) 875-9053 

< <mailto:rich.bowie@knorrbrakecorp.com>

mailto:rich.bowie@knorrbrakecorp.com> 

< <http://www.knorrbrakecorp.com/> http:/www.knorrbrakecorp.com> 

< <http://www.knorr-bremse.com/> http:/www.knorr-bremse.com/> 
From: Dave.Welly@knorrbrakecorp.com

Sent: Thursday, May 26, 2005 6:42 PM

To: Ronald.newman@fra.dot.gov

Cc: edlombardi@comcast.net; Rich.Bowie@knorrbrakecorp.com

Subject: FW: Summary of Test Train Results 5/26/05

Dear Mr. Newman,

As you requested, the following is reported regarding today's test run

from Washington to Boston.

Upon departure from Washington, no discs were reported to have cracks.

After completion of the visual inspection in Boston this evening, a

summary will be provided at the 10:00 p.m. conference call.

All instrumentation worked as expected, and no changes/modifications

were required during the trip to Boston.

We observed the following data from the test runs:

Maximum rotor temperatures were observed during the test run were within

acceptable limits. We observed maximum rotor temperatures of about 300

F, with an average peak of 200 F. Adding 100 degrees for correction

factor has the discs temperature within expected and acceptable results.

For the accelerations, we noted to following peak values by observing

real time data on the displays:

Location: Direction Maximum

Left Axle Box Vertical >100

Left Axle Box Lateral 40

Right Axle Box Vertical >100

Right Axle Box Lateral 40

Rotating Axle Lateral 40

The values recorded all seem reasonable and coincided well with each

other. We believe to have recorded accurate data that is within

acceptable results.

Spoke strains were monitored and found to be in the range of what was

observed during the first test run. Today we observed peak values of

approximately 2100 uE. The highest peak strains were noted to occur

when entering suppression from approximately 120 mph. Values of this

magnitude were noted just prior to Newark and then further North as

well. The strains are within the expected and allowable ranges.

In summary, results were within acceptable range and are believed to be

valid.

There is nothing noted that is of concern. Knorr recommends that the

testing schedule for tomorrow be conducted as planned.
From: Dave.Welly@knorrbrakecorp.com

Sent: Friday, June 03, 2005 10:50 AM

To: Ronald.newman@fra.dot.gov

Cc: edlombardi@comcast.net; Rich.Bowie@knorrbrakecorp.com

Subject: RE: Summary of Test Train Results 5/26/05

Ron,

As you requested, below is the disc test inspection results following

the 5/27 run from Boston to Washington.

Car Axle S/n disc Location Spoke# Was

Now

3413 4 067J6642 c 1

--- W1

3214 4 095J6642 c 1

--- W1

3214 4 095J6642 c 4

--- W1

3214 4 078J6642 c 6

--- W1

3214 3 078J6642 c 5

--- W1

Please let me know if you have any questions.
From: Rich.Bowie@knorrbrakecorp.com

Sent: Thursday, June 16, 2005 10:06 PM

To: SchramD@amtrak.com; Magdy.El-Sibaie@fra.dot.gov; edlombardi@comcast.net; 

frank.duschinsky@ca.transport.bombardier.com; Ronald.Newman@fra.dot.gov

Cc: Dave.Welly@knorrbrakecorp.com; Terry.Welsh@knorrbrakecorp.com; 

Joe.DeStefano@knorrbrakecorp.com; Mike.Kmon@knorrbrakecorp.com; 

Frank.Guenther@knorr-bremse.com; Christian.Witzleben@knorr-bremse.com; Sherrock.Eric; 

Kesler.Kevin; Whitten.Brian; JWhite@Wabtec.com; BjoernNeller@t-online.de; 

jquigley@faiveleyrail.com

Subject: Summary of Test Train Results 6/16/05

Dear Mr. Newman,

As you requested, the following was reported regarding the status of the

disc inspection:

No changes to spoke inspection status except:

Car Axle S/n disc location Spoke# Was

Now

4214 4 c 4

W1 W0 (this will be noted in case it re-appears in Boston)

 

The following is a summary of the instrumentation status.

1. GPS did not function for the duration of the trip and may not

be functional for the trip

2. Two strain gauges on the Knorr disc (Strain gauges 4 and 5)

appear to been damaged and may not be functional for the trip. These

were noted as not being critical for evaluation of the disc for bending.

They were added to get some information about the stresses from thermal

expansion. Data collected from today's run should be adequate.

We observed the following data from the test runs:

Maximum rotor temperatures were observed during the test run were within

acceptable limits. We observed maximum rotor temperatures of

approximately 300F, with an average peak of 200F, measured on the back

side of the friction face.

For the accelerations, we noted to following peak values from the

charts:

Location: Direction Axle 1 Maximum

Axle 2 Maximum

Left Axle Box Vertical 100

100

Left Axle Box Lateral 40

>50

Right Axle Box Vertical 80

80 

Right Axle Box Lateral 40

>50

Rotating Axle Lateral >50

30

TR Mounted Axle Vertical 20

20

Brake Mounted Axle Vertical 10

15

The values recorded all seem reasonable and coincided well with each
other. We believe to have recorded accurate data that is within

acceptable results.

Spoke Strains were monitored and found to be in the range of what was

observed previously. Today we observed peak values of approximately

2400 uE. The strains are within the expected and allowable ranges.

In summary, results were within acceptable range and are believed to be

valid.

There is nothing noted that is of concern. Knorr recommends that the

testing schedule for tomorrow be conducted as planned.
From: Dave.Welly@knorrbrakecorp.com

Sent: Friday, June 17, 2005 11:27 PM

To: Rich.Bowie@knorrbrakecorp.com; SchramD@amtrak.com; Magdy.El-Sibaie@fra.dot.gov; 

edlombardi@comcast.net; frank.duschinsky@ca.transport.bombardier.com; 

Ronald.Newman@fra.dot.gov

Cc: Terry.Welsh@knorrbrakecorp.com; Joe.DeStefano@knorrbrakecorp.com; 

Mike.Kmon@knorrbrakecorp.com; Frank.Guenther@knorr-bremse.com; 

Christian.Witzleben@knorr-bremse.com; Sherrock.Eric; Kesler.Kevin; Whitten.Brian; 

JWhite@Wabtec.com; BjoernNeller@t-online.de; jquigley@faiveleyrail.com

Subject: Summary of Test Train Results 6/17/05

Dear Mr. Newman,

Disc inspection results will be reported during the 7:30 a.m. conference call on 6/18.

The following is a summary of the instrumentation status.

1. Strain gauge Axle2spk6_4 (on the Knorr disc) was inoperable during the run. This was discussed 

during the Thursday evening conference call and noted as acceptable to Knorr as this was a 

redundant gauge.

We observed the following data from the test runs:

Maximum rotor temperatures observed during the test run were within acceptable limits. We observed 

maximum rotor temperatures of approximately 220F, with an average peak of 150F, measured on the 

back side of the friction face.

For the accelerations, we noted to following peak values from the charts:

Location: Direction Axle 1 Maximum Axle 2 Maximum

Left Axle Box Vertical 80 100

Left Axle Box Lateral 45 >50

Right Axle Box Vertical 100 100

Right Axle Box Lateral >50 >50

Rotating Axle Lateral >50 25

TR Mounted Axle Vertical 20 20

Brake Mounted Axle Vertical 5 10

The values recorded all seem reasonable and coincided well with each other. We believe to have 

recorded accurate data that is within acceptable results.

Spoke Strains were monitored and found to be in the range of what was observed previously. Today we 

observed peak values of approximately 2200 uE. The strains are within the expected and allowable 

ranges.

In summary, results were within acceptable range and are believed to be valid.

There is nothing noted that is of concern. Knorr recommends that the testing schedule for tomorrow be 

conducted as planned.

 
From: Dave.Welly@knorrbrakecorp.com

Sent: Monday, June 20, 2005 1:24 PM

To: Ronald.Newman@fra.dot.gov; SchramD@amtrak.com; MurphyM@amtrak.com; 

GagariG@amtrak.com

Cc: Ed.Pritchard@fra.dot.gov; Rich.Bowie@knorrbrakecorp.com; Stephen.Carullo@fra.dot.gov; 

Harold.Blankenship@fra.dot.gov; Gary.Fairbanks@fra.dot.gov; George.Scerbo@fra.dot.gov; 

Satya.Singh@fra.dot.gov

Subject: Summary of Test Train Results 6/18/05

Dear Mr. Newman,

Disc inspection results from Saturday have not yet been reported.

The following is a summary of the instrumentation status.

1. Strain gauge Axle2spk6_4 (on the Knorr disc) was inoperable

during the run. This was also inoperable during the 6/17 run from

Washington to Boston.

We observed the following data from the test runs:

Maximum rotor temperatures observed during the test run were within

acceptable limits. We observed maximum rotor temperatures of

approximately 270F, with an average peak of 150F, measured on the back

side of the friction face.

For the accelerations, we noted to following peak values from the

charts:

Location: Direction Axle 1 Maximum

Axle 2 Maximum

Left Axle Box Vertical 100

100

Left Axle Box Lateral 45

25

Right Axle Box Vertical 100

100 

Right Axle Box Lateral >50

>50

Rotating Axle Lateral >50

25
TR Mounted Axle Vertical 20

20

Brake Mounted Axle Vertical 5

10

The values recorded all seem reasonable and coincided well with each

other. We believe to have recorded accurate data that is within

acceptable results.

Spoke Strains were monitored and found to be in the range of what was

observed previously. Today we observed peak values of approximately

2600 uE. The strains are within the expected and allowable ranges.

In summary, results were within acceptable range and are believed to be

valid.

There is nothing noted that is of concern.
E-1

Appendix E.Finite Element Analysis Results

Section Natural Frequency and Spoke Strain Due to Mechanical Effects Spoke Strain Due to Thermal Effects Spoke Strain Due to Rotational Effects Conclusions 
E-2

Finite Element Analysis 

Considered WABTEC/SAB-WABCO B• Material Properties (Steel)

– Modulus of Elasticity E = 27.56 x 106 p

– Poisson’s Ratio = 0.26– Density ρ = 0.264 lb/in3

• Finite Element Meshing

– TET10 Midside Node Elements Used– 191700 Nodes In Model

• Considered Single, Unmounted Dis

– No Compressive Stresses From Moun

Long-Term Use Accounted For
E-3

FEA

• Stress Analysis

– Fixed Hub Mode– Free Mode – Heat Of Friction Plate~μstrain/de– Rotation Rate Strain 

• Fundamental (Natural) Frequencie

– Fixed Hub Results: First Fundam

Frequency-206 Hz

– Fixed Hub Results: Second Fun

Frequency-267 Hz

– Free Hub Results: First Fundam

Frequency-585 Hz
E-4

Natural Frequenc

and Spoke Strain D

Mechanical Effec
E-5

Finite Element (FE) Solid M

Fa
E-6

Table E.1. Natural Frequency Ana

ACELA Brake Rotor, Fixed Hu

799 Disk translates in-plane ab645 Disk bends into saddle s269 Disk translates out-of-plane 206 Disk rotates out-of-plane a

Freq. (Hz) Mode Shape

Note: For each of the above frequencies there were acat very slightly different frequencies, of identical shape respect to each other.
E-7

FEA Modes of Vibration

1st Mode with Fixed Hub–206 
E-8

O

B

(

FEA Modes of Vibration

1st Mode with Fixed Hub–206 
E-9

FEA Modes of Vibration

1st Mode with Fixed Hub–206 

B
E-10

BO

FEA Modes of Vibration

1st Mode with Fixed Hub–206 
E-11

FE Results–Fixed Hub Analysis, 1st Mo

Strain Energy Density on Spoke
E-12

FEA Modes of Vibration

2nd Mode with Fixed Hub–269 
E-13

FEA Modes of Vibration

3rd Mode with Fixed Hub–645 
E-14

FEA Modes of Vibration

4th Mode with Fixed Hub–799 
E-15

FEA Modes of Vibration

1st Mode with Free Hub–585 H
E-16

FEA Modes of Vibration

1st Mode with Free Hub–585 H
E-17

FEA Modes of Vibration

1st Mode with Free Hub–585 H
E-18

FE Results–Free Hub Analysis, 1st M

Strain Energy Density on Spoke
E-19

Spoke Strain Due 

Thermal Effects
E-20

Thermal Stress Analy

• Material Properties (Steel)

– Modulus of Elasticity E = 27.56 x

– Poisson’s Ratio = 0.26– Density ρ = 0.264 lb/in3

• Temperatures

– Assumed 70 °F (~Ambient Temp

Hub and 300 °F (Estimate of TemResulting From Braking) at Braki

• Mechanical Conditions

– No External Loads or Rotation of 
E-21

FEA:

Thermal Conditions
E-22

FEA:

300°F Thermal Spoke Stress (p
E-23

FEA:

Thermal Stress on Spoke
E-24

FEA:

Spoke Strain Due to Thermal Ef
E-25

Spoke Strain Due 

Rotational Effect
E-26

FEA:

1400 RPM Rotation
E-27

FEA:

1400 RPM Rotation Stress on Spo
E-28

Conclusions
E-29

FEA Conclusions

• Predicts 206 Hz BOP Of Disc Whe

Fixed

• Predicts A Hot Spot For Stress In 

The General Location Of Observe

• Predicts Tensile Strain In Spokes 

Temperature Rise In Friction Rings

• Predicts Low Strain In Spoke Due 

F-1

Appendix F.Accelerations

Section Axle Accelerations Lateral Shocks Vertical Shocks Relationship of BOP Strain During Non-Braking Conditions to

Acceleration Differences 

Comparison of Response of WABTEC/SAB-WABCO and Knorr Brake Discs 

Axle Acceleration Examples Caliper Accelerations Brake Mount Accelerations 

Truck Accelerations 

BOP Responses 

Plots of Axle Vertical Accelerations Exceeding 100 G 

Day 1–May 16, 2005 Day 2–May 17, 2005 Day 3–May 26, 2005 Day 4–May 27, 2005 Day 6–June 17, 2005 Day 7–June 18, 2005 
F-2

Axle Acceleration
F-3

Lateral Acceleration (

Day 3 Accelerations (Peaks)

y = 0.0921x + 8.9263

R2 = 0.2882

y = 0.3172x + 2.3013

R2 = 0.5956

y = 0.2908x + 2.5741

R2 = 0.6977

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed (mph)

Peak Acceleration Axle Accelerometers Lateral 1 Left Bearing Lateral Right Bearing Lateral

Day 3 Accelerations (99.9% Percentile)

y 

y = 0.0161x + 2.

R2 = 0.3582

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 100

Speed (mph)

99.9% Acceleration Axle Accelerometers Lateral 1 Left Bearing Lateral Right Bearing Lateral Li (A l A l t L t l 1)
F-4

Vertical Acceleration 

Day 3 Accelerations (Peaks)

y = 0.6601x + 11.38

R2 = 0.6858

0.0

20.040.060.080.0

100.0120.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed (mph)

Peak Acceleration Left Bearing Vertical Right Bearing Vertical Li (L ft B i V ti l)

Day 3 Accelerations (99.9% Percentile)

y = 0.0685x + 5.4719

R2 = 0.632

0.0

20.040.060.080.0

100.0120.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed (mph)

99.9% Acceleration Left Bearing Vertical Right Bearing Vertical Li (L ft B i V ti l)
F-5

Conclusions–5/26

• The Car Tested With The Instrumen

The Leading Position

• Accelerations Generally Increase W• Lateral Acceleration Measured On 

Generally Higher Than On The Axle

• Axle Bearing System Peak Acceler

– Vertical Bearing–117 G’s– Lateral Bearing–53 G’s– Lateral Axle–26 G’s
F-6

Lateral Acceleration (T

Day 4 Accelerations (99.9% Percentile)

y = 0.0258x + 0.6973

R2 = 0.5618

y = 0.02

R2 

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 10

Speed (mph)

99.9% Acceleration Axle Accelerometers Lateral 1 Left Bearing Lateral Right Bearing Lateral

Day 4 Accelerations (Peaks)

y = 0.1341x + 2.0964

R2 = 0.5066

y = 0.1904x + 4.9266

R2 = 0.3007

y = 0.1505x + 10.29

R2 = 0.2191

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 1

Speed (mph)

Peak Acceleration Axle Accelerometers Lateral 1 Left Bearing Lateral Right Bearing Lateral
F-7

Vertical Acceleration (T

Day 4 Accelerations (99.9% Percentile)

y = 0.08x + 3.931

R2 = 0.567

0.0

20.040.060.080.0

100.0120.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed (mph)

99.9% Acceleration Left Bearing Vertical Right Bearing Vertical

Day 4 Accelerations (Peaks)

y = 0.4349x + 19.136

R2 = 0.3405

y = 0.4263x + 24.507

R2 = 0.232

0.0

20.040.060.080.0

100.0120.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed (mph)

Peak Acceleration Left Bearing Vertical Right Bearing Vertical
F-8

Conclusions–5/27

• The Car Tested With The Instrumen

The Trailing Position

• Accelerations Generally Increase W• Lateral Acceleration Measured On 

Generally Higher Than On The Axle

• Axle Bearing System Peak Acceler

– Vertical–113 G’s– Lateral Bearing–45 G’s– Lateral Axle–26 G’s
F-9

Axle Lateral, Leading Versu

Leading vs Trailing Axle Configuration

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed

(mph)

Acceleration

(g)

Axle Accel Lateral 1, Day3 (99.9%)Axle Accel Lateral 1, Day3 (Peak)Axle Accel Lateral 1, Day4 (99.9%)Axle Accel Lateral 1, Day4 (Peak)
F-10

LBox Lateral, Leading Versu

Leading vs Trailing Axle Configuratio

0.0

10.020.030.040.050.060.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed( mph)

Acceleration

(g)

LBox Accel Lateral 1, Day3 (99.9%)LBox Accel Lateral 1, Day3 (Peak)LBox Accel Lateral 1, Day4 (99.9%)LBox Accel Lateral 1, Day4 (Peak)
F-11

LBox Vertical, Leading Versu

Leading vs Trailing Axle Configuratio

0.0

20.040.060.080.0

100.0120.0

0.0 20.0 40.0 60.0 80.0 100.0 

Speed

(mph)

Acceleration

(g)

LBox Accel Vertical 1, Day3 (99.9%)LBox Accel Vertical 1, Day3 (Peak)LBox Accel Vertical 1, Day4 (99.9%)LBox Accel Vertical 1, Day4 (Peak)
F-12

Vertical to Lateral Ra

Ratio of Vertical to Lateral Acceleration (99.9% Pe

0

0.5

1

1.5

2

2.5

3

3.5

0.0 20.0 40.0 60.0 80.0 100.0 

Speed

(mph)

Ratio

Left Axle BoxRight Axle BoxCenter Caliper, Near PadCenter Caliper, Near Actuator
F-13

Vertical to Lateral Ra

0.000.501.001.502.002.503.003.504.00

25% 50% 75% 99.50% 99

Percentile Level

Ratio Vertical to Lateral
F-14

Other Observations

• Change in Accelerations due t

Position as Leading or Trailing Negligible

• Vertical Accelerations on Bear

2 to 3.5 times the Lateral Acce

• Vertical Accelerations on Calip

1.5 times the Lateral Accelera
F-15

Lateral Shocks
F-16

Table F.1 Lateral Accelerations Exc

Represents the number of acceleration events where the lateral acceleration on the axle boThe Right Box accelerometers were changed from the Silicon Design accelerometers to PC

Acceleration

Range

W/S-W Left W/S-W Right W/S-W Axle W/S-W Left W/S-W R

30 g ≤ x < 40 g 0 2 0 0 4 40 g ≤ x < 50 g 0 0 0 0 0 

50 g ≤ x < 60 g 0 0 0 0 0 60 g ≤ x < 70 g 0 0 0 0 0 

70 g ≤ x < 80 g 0 0 0 0 0 

80 g ≤ x0 0 0 0 0 

Total 0 2 0 0 4 

Maximum 0 37.34 0 0 39.1 

Minimum 0 37.05 0 0 32.07 

May 16, 2005

Washington, DC, to Boston, MA 

Test Axle in Trail Position

May 17, 2

Test Axle in Lea

Boston, MA, to Wa

Acceleration

Range

W/S-W Left W/S-W Right W/S-W Axle W/S-W Left W/S-W R

30 g ≤ x < 40 g 22 8 0 12 6 40 g ≤ x < 50 g 6 3 0 6 4 

50 g ≤ x < 60 g 2 2 0 0 2 60 g ≤ x < 70 g 0 0 0 1 2 

70 g ≤ x < 80 g 1 0 0 0 0 

80 g ≤ x0 0 0 0 0 

Total 31 13 0 19 14 

Maximum 75.33 52.65 0 62.46 38.56 

Minimum 30.04 -52.45 0 -44.97 -63.74 

May 26, 2005

Test Axle in Lead Position

May 27, 2

Boston, MA, to Wa

Test Axle in Tra

Washington, DC, to Boston, MA 
F-17

Table F.1 Lateral Accelerations Exc

Represents the number of acceleration events where the lateral acceleration on the axle boThe Right Box accelerometers were changed from the Silicon Design accelerometers to PC

Acceleration

Range

W/S-W Left W/S-W Right W/S-W Axle Knorr Left Knorr Rig

30 g ≤ x < 40 g 15 8 0 15 10 40 g ≤ x < 50 g 2 1 0 3 0 

50 g ≤ x < 60 g 1 1 0 1 0 60 g ≤ x < 70 g 0 0 0 0 0 

70 g ≤ x < 80 g 0 0 0 0 0 

80 g ≤ x0 0 0 0 0 

Total 18 10 0 19 10 

Maximum 58.53 38.91 0 44.56 38.92 

Minimum -38.29 -51.37 0 -58.38 30.16 

June 17, 2005

Washington, DC, to Boston, MA 

Test Axle in Lead Position

Acceleration

Range

W/S-W Left W/S-W Right W/S-W Axle Knorr Left Knorr Rig

30 g ≤ x < 40 g 8 8 0 6 7 40 g ≤ x < 50 g 6 1 0 0 1 

50 g ≤ x < 60 g 2 0 0 0 0 60 g ≤ x < 70 g 0 0 0 0 0 

70 g ≤ x < 80 g 0 0 0 0 0 

80 g ≤ x0 0 0 0 0 

Total 16 9 0 6 8 

Maximum 52.98 42.96 0 38.63 41.3 

Minimum 30.52 30.78 0 -30.95 30.36 

Test Axle in Lead Position

Boston, MA, to Washington, DC

June 18, 2005
F-18

Vertical Shocks
F-19

Table F.2 Vertical Accelerations Exc

Represents the number of acceleration events where the vertical acceleration on the axle b

The Right Box accelerometers were changed from the Silicon Design accelerometers to PC

Acceleration

Range

W/S-W Left W/S-W Right W/S-W Left W/S-W Right W/S-W Left W/S

50 g ≤ x < 60 g 45 42 34 38 58 

60 g ≤ x < 70 g 13 23 16 20 29 70 g ≤ x < 80 g 18 6 8 7 11 80 g ≤ x < 90 g 6 3 9 5 6 

90 g ≤ x < 100 g 5 6 4 12 5

100 g ≤ x 5 0 8 0 6 

Total 92 80 79 82 115 

Maximum 126.05 99.08 117.52 99.18 155.58 

Minimum -61.05 -52.97 -51.3 -69.67 -69.4 -5

May 26, 2005

Washington, DC, to Bo

Test Axle in Lead Po

May 16, 2005 May 17, 2005

Test Axle in Lead Position

Boston, MA, to Washington, DC

Test Axle in Trail Position

Washington, DC, to Boston, MA 

Acceleration

Range

W/S-W Left W/S-W Right Knorr Left Knorr Right W/S-W Left W/S-W 

50 g ≤ x < 60 g 35 50 36 37 36 3

60 g ≤ x < 70 g 25 26 24 18 18 2

70 g ≤ x < 80 g 17 13 10 23 6 

80 g ≤ x < 90 g 7 9 5 7 8 

90 g ≤ x < 100 g 3 5 10 22

100 g ≤ x 9 7 13 8 8 

Total 96 110 98 95 78 8

Maximum 188.85 150.23 171.58 152.25 154.69 13

Minimum 50.02 50.35 50.03 50.03 50.31 50

June 17, 2005

Washington, DC, to Boston, MA 

Test Axle in Lead Position

Boston

Tes
F-20

Vertical Accelerations Exceedin

Versus Speed

100+ G Vertical Acceleration Events

0.0

20.040.060.080.0

100.0120.0140.0160.0180.0200.0

0.0 20.0 40.0 60.0 80.0 100.0 120.0 

Speed

(mph)

Vertical Acceleration

(g)
F-21

BOP Versus Vertical Acce

100+ G Vertical Acceleration Events

0

500

1000150020002500

100.0 110.0 120.0 130.0 140.0 150.0 160.0 170.0 180

Acceleration

(g)

Strain

(uE)

MePea

• 91% above 250 μE• 56% above 500 μE• 31% above 750 μE• 16% above 1000 μE
F-22

Vertical Impulse During Sustained 

584.0 584.2 584.4 584.6 584.8 585.0 585.2 58

 0

 1000 2000 3000

AB3.1.30_CTRSPK6R1

584.0 584.2 584.4 584.6 584.8 585.0 585.2 58

-100

 0

 100

AB3.1.55_LBOXVERT1

584.0 584.2 584.4 584.6 584.8 585.0 585.2 58

-10

 10 30 50

AB3.1.13_CYLPRESS1
F-23

WABTEC/SAB-WABC

• • • • • 
F-24

Knorr Disc

• • • • 

• 
F-25

Day 6–File 25

556.0 556.2 556.4 556.6 556.8 557.0 557.2 5

Sec

-400

0

400

uE

WABTEC/SAB-WABCO Disc, BOP = (R1 - R2)/2, Center R

556.0 556.2 556.4 556.6 556.8 557.0 557.2 5

Sec

-100

0

100

G

WABTEC/SAB-WABCO Disc, Left Box Vertical A

556.0 556.2 556.4 556.6 556.8 557.0 557.2 5

Sec

-100

-50

0

50

100

G

WABTEC/SAB-WABCO Disc, Right Box Vertical A
F-26

Day 6–File 25

631.0 631.2 631.4 631.6 631.8 632.0 632.2 6

Sec

-400

0

400

uE

WABTEC/SAB-WABCO Disc, BOP = (R1 - R2)/2, Cente

631.0 631.2 631.4 631.6 631.8 632.0 632.2 6

Sec

-100

0

100

G

WABTEC/SAB-WABCO Disc, Left Box Vertical A

631.0 631.2 631.4 631.6 631.8 632.0 632.2 6

Sec

-100

-50

0

50

100

G

WABTEC/SAB-WABCO Disc, Right Box Vertical A
F-27

Table F.3 Details of Vertical Accelerations E
F-28

Table F.3 Details of Vertical Accelerations E
F-29

Table F.3 Details of Vertical Accelerations E
F-30

Table F.3 Details of Vertical Accelerations E
F-31

Table F.3 Details of Vertical Accelerations 
F-32

Vertical Acceleration E

• For any given sensor location, vertical acceleration exc

axle boxes approximately 5–13 times per day

• The events where acceleration exceeds 100 G can be 

approximately 48 instances for the entire Northeast Cobetween Boston and DC

• The correlation between accelerations above 100 G an• Accelerations above 100 G were observed at speeds g• The number of high acceleration events remains simila

each axle

• The Silicon Design accelerometers used on the right bo

produced questionable results

• Vertical acceleration events sometimes cause a brake 

short duration regardless of whether brakes are applied

• Vertical acceleration events are usually not associated 

disc oscillations that occur during braking

• Vertical acceleration events during sustained oscillation 

severity of the BOP for a short duration
F-33

Relationship of BOP S

During Non-Braking Cond

Acceleration Differen
F-34

The Problem

• During Non-Braking Conditions

WABTEC/SAB-WABCO Disc RTo Track Input From The Right The Left Rail

• The Response Mode Is An Asy

Out-Of-Plane Bending Of The S

• What Are The Characteristics O

Response? 
F-35

Al 

(t)

Acceleration Difference = Al(t) 
F-36

Model Bump Acceler

Di

Spoke

Motion

a a

Equal Accelerations

In Same Direction
F-37

Model for Bump Accel

• This Mode Of Motion Does Not 

Out-Of-Plane Response Of The 

• Since The Major Events Of Hig

Acceleration Are Predominantly Side Event, The Value Of The Acceleration Is Approximately EThe Acceleration Difference
F-38

Model for Accelera

Difference

Di

Spoke

Motion

a

a

Equal and Opposite

Accelerations
F-39

Approach

• Selected Events From May 26 Whe

Acceleration Levels Were Above 10

• Observed BOP Strains Resulting Fr

Events

• Analyzed The Tilt Acceleration And 

BOP Levels

• Plotted Tilt Acceleration Times The 

Spoke 6 Position Angle Versus The Acceleration That Resulted From ThAcceleration
F-40

Example 1

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Tilt acceleration normalized to a pethe peak acceleration signal to be aphase angle (for analysis purposes 

Slip Ring Output
F-41

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Example 2

Slip Ring Output

Tilt acceleration normalized to a pthe peak acceleration signal to be phase angle (for analysis purpose
F-42

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Example 3

Slip Ring Output

Tilt acceleration normalized to a pethe peak acceleration signal to be aphase angle (for analysis purposes 
F-43

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Example 4

Slip Ring Output

Tilt acceleration normalized to a pethe peak acceleration signal to be aphase angle (for analysis purposes 
F-44

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Example 5

Slip Ring Output

Tilt acceleration normalized to a pethe peak acceleration signal to be aphase angle (for analysis purposes 
F-45

-10

-5

05

10

0 0.02 0.04 0.06 0.08 

Example 6

Slip Ring Output

Tilt acceleration normalized to a pethe peak acceleration signal to be aphase angle (for analysis purposes 
F-46

BOP Strains Recorded on Spoke 6 of

Center WABTEC/SAB-WABCO Disc - May 26

BOP Strain Amplitude = 5.3227(Acceleration Difference )

R2 = 0.3401

-

200400600800

1,0001,2001,400

0.0 20.0 40.0 60.0 80.0 100.0 

Acceleration Difference

(G)

BOP Strain (microstrain)
F-47

BOP Strains Recorded on Spoke 6 of

Center WABTEC/SAB-WABCO Disc - May 26

BOP Strain Amplitude = 7.86(Accel Difference x Sine of Spoke An

R2 = 0.73

-

200400600800

1,0001,2001,400

0 20 40 60 80 100 

Acceleration Difference x Sine of Spoke A

(G)

BOP Strain (microstrain)
F-48

Conclusions

• The BOP Response To Single 

Related Acceleration Pulses ArProportional To The Level of ADifferences And The Sine Of TAngular Position

• Based On The Limited Sample

BOP = 7.5 Tilt Sin (Spoke A
F-49

Comparison of Respon

WABTEC/SAB-WABC

Knorr Brake Discs 
F-50

Table F.4. Statistics, Axle 1, 6/1

-58.7 150.2 0.0 1.3 1.6 CH57_R

-51.4 39.3 0.0 0.8 0.6 CH56_R

-73.5 188.9 0.0 1.2 1.5 CH55_L

-42.6 58.5 0.0 0.8 0.6 CH54_L

-17.1 16.6 0.1 0.5 0.3 CH12_C

-31.1 31.3 0.2 0.9 0.8 CH11_C

-53.4 48.6 0.0 1.1 1.3 CH10_C

-12.9 15.6 0.0 0.5 0.3 CH09_B

-9.0 10.4 0.0 0.6 0.3 CH06_B

-9.1 8.5 0.0 0.5 0.2 CH05_B

-11.8 18.8 0.0 0.6 0.3 CH04_T

-18.4 24.0 0.0 0.7 0.6 CH03_T

-15.8 11.6 0.0 0.7 0.5 CH02_0

-213.8 170.8 -0.1 1.2 1.5 CH01_A

Min Max Mean Stdev RMS Channel
F-51

Table F.5. Statistics, Axle 1, 6/1

-69.2 152.3 0.0 1.2 1.5 CH61_R

-86.9 155.4 0.0 1.3 1.7 CH60_R

-64.4 171.6 0.0 1.3 1.6 CH59_L

-124.4 122.3 0.0 1.4 2.1 CH58_L

-14.9 12.8 0.2 0.5 0.3 CH25_C

-31.5 26.2 0.0 0.7 0.5 CH24_C

-44.8 39.7 -0.1 0.6 0.3 CH23_C

-12.9 10.5 0.0 0.5 0.3 CH22_B

-10.6 12.2 0.0 0.5 0.3 CH21_B

-8.4 7.6 0.0 0.5 0.2 CH20_B

-13.7 25.4 0.0 0.6 0.4 CH19_T

-17.3 23.8 0.0 0.8 0.6 CH18_T

-15.9 17.3 0.0 0.8 0.6 CH17_T

-31.9 39.0 -0.1 0.8 0.6 CH16_A

Min Max Mean Stdev RMS Channel
F-52

Locations for the Followi

6/18 30 732 125 

6/18 24 581 106 

6/18 24 310 110 

B

Pre

(

Speed

(mph)

Time of

File

(sec)

Day File
F-53

Axle Acceleration Exa

• June 18, 2005 File 24, t = 310–No BOP, Braking• June 18, 2005 File 24, t = 581–BOP, Braking• June 18, 2005 File 30, t=732–BOP, Response to 
F-54

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-100

-50

0

50

100

G

Axle Lateral Accel, blue = WABTEC/SAB-WABCO, gre
F-55

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-100

-50

0

50

100

G

Left Box Lateral Accel, blue = WABTEC/SAB-WABCO, 
F-56

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-100

-50

0

50

100

G

Left Box Vertical Accel, blue = WABTEC/SAB-WABCO, g
F-57

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-15-10

-5

05

1015

G

Axle Lateral Accel, blue = WABTEC/SAB-WABCO, gr

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Axle Lateral Accel, 16384 points, 5 point moving a

blue = WABTEC/SAB-WABCO, green = Knor
F-58

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-15-10

-5

05

1015

G

Left Box Lateral Accel, blue = WABTEC/SAB-WABCO, 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Left Box Lateral Accel, 16384 points, 5 point moving 

blue = WABTEC/SAB-WABCO, green = Knor
F-59

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-15-10

-5

05

1015

G

Left Box Vertical Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Left Box Vertical Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = K
F-60

6/18/2005–File 24 (Brake

581.0 581.5 582.0 582.5 583.0 583.5 584.0 584.5 

Sec

-100

-50

0

50

100

G

Axle Lateral Accel, blue = WABTEC/SAB-WABCO, gr

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Axle Lateral Accel, 16384 points, 5 point movi

blue = WABTEC/SAB-WABCO, green = K
F-61

6/18/2005–File 24 (Brake

581.0 581.5 582.0 582.5 583.0 583.5 584.0 584.5 

Sec

-100

-50

0

50

100

G

Left Box Lateral Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Left Box Lateral Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = K
F-62

6/18/2005–File 24 (Brake

581.0 581.5 582.0 582.5 583.0 583.5 584.0 584.5 

Sec

-100

-50

0

50

100

G

Left Box Vertical Accel, blue = WABTEC/SAB-WA

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Left Box Vertical Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = 
F-63

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-150-100

-50

0

50

100150

G

Axle Lateral Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Axle Lateral Accel, 16384 points, 5 point movi

blue = WABTEC/SAB-WABCO, green = K
F-64

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-150-100

-50

0

50

100150

G

Left Box Lateral Accel, blue = WABTEC/SAB-WABCO, 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Left Box Lateral Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = 
F-65

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-150-100

-50

0

50

100150

G

Left Box Vertical Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Left Box Vertical Accel, 16384 points, 5 point mov

blue = WABTEC/SAB-WABCO, green = Kn
F-66

Caliper Acceleratio

• June 18, 2005 File 24, t = 310–No BOP, Braking• June 18, 2005 File 24, t = 581–BOP, Braking• June 18, 2005 File 30, t = 732–BOP, Response 
F-67

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-60-40-20

0

204060

G

Center Caliper Lateral Accel, blue = WABTEC/SAB-WAB
F-68

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-60-40-20

0

204060

G

Center Caliper Vertical Accel, blue = WABTEC/SAB-WAB
F-69

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-60-40-20

0

204060

G

Center Caliper Longitudinal Accel, blue = WABTEC/SAB-W
F-70

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Center Caliper Lateral Accel, blue = WABTEC/SAB-WABC

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Lateral Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = 
F-71

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Center Caliper Vertical Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Vertical Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = K
F-72

6/18/2005–File 24 (Brake, N

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Center Caliper Longitudinal Accel, blue = WABTEC/SAB-WA

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Longitudinal Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = Kn
F-73

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-60-40-20

0

204060

G

Center Caliper Lateral Accel, blue = WABTEC/SAB-WABC

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Center Caliper Lateral Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = Kn
F-74

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-60-40-20

0

204060

G

Center Caliper Vertical Accel, blue = WABTEC/SAB-WABC

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Center Caliper Vertical Accel, 16384 points, 5 point 

blue = WABTEC/SAB-WABCO, green = K
F-75

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-60-40-20

0

204060

G

Center Caliper Longitudinal Accel, blue = WABTEC/SAB-WA

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Center Caliper Longitudinal Accel, 16384 points, 5 po

blue = WABTEC/SAB-WABCO, green = K
F-76

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Center Caliper Lateral Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Lateral Accel, 16384 points, 5 point 

blue = WABTEC/SAB-WABCO, green = K
F-77

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Center Caliper Vertical Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Vertical Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = K
F-78

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Center Caliper Longitudinal Accel, blue = WABTEC/SAB-WA

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Center Caliper Longitudinal Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = Kn
F-79

Brake Mount Acceler

• June 18, 2005 File 24, t = 310–No BOP, Braking• June 18, 2005 File 24, t = 581–BOP, Braking• June 18, 2005 File 30, t = 732–BOP, Response 
F-80

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Brake Mount Lateral Accel, blue = WABTEC/SAB-WABCO
F-81

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Brake Mount Vertical Accel, blue = WABTEC/SAB-WABC
F-82

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Brake Mount Longitudinal Accel, blue = WABTEC/SAB-WA
F-83

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Brake Mount Lateral Accel, blue = WABTEC/SAB-WABC

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Lateral Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = Kn
F-84

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Brake Mount Vertical Accel, blue = WABTEC/SAB-WABC

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Vertical Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = Kno
F-85

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Brake Mount Longitudinal Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Longitudinal Accel, 16384 points, 5 point 

blue = WABTEC/SAB-WABCO, green = Kno
F-86

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-10

-5

05

10

G

Brake Mount Lateral Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Brake Mount Lateral Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = Kn
F-87

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-10

-5

05

10

G

Brake Mount Vertical Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Brake Mount Vertical Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = 
F-88

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-10

-5

05

10

G

Brake Mount Longitudinal Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

20

dB

PSD of Brake Mount Longitudinal Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = K
F-89

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-15-10

-5

05

1015

G

Brake Mount Lateral Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Lateral Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = Kn
F-90

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-15-10

-5

05

1015

G

Brake Mount Vertical Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Vertical Accel, 16384 points, 5 point 

blue = WABTEC/SAB-WABCO, green = K
F-91

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-15-10

-5

05

1015

G

Brake Mount Longitudinal Accel, blue = WABTEC/SAB-WAB

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Brake Mount Longitudinal Accel, 16384 points, 5 poin

blue = WABTEC/SAB-WABCO, green = K
F-92

Truck Acceleratio

• June 18, 2005 File 24, t = 310–No BOP, Braking• June 18, 2005 File 24, t = 581–BOP, Braking• June 18, 2005 File 30, t = 732–BOP, Response 
F-93

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Truck Lateral Accel, blue = WABTEC/SAB-WABCO, gr
F-94

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Truck Vertical Accel, blue = WABTEC/SAB-WABCO, 
F-95

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-15-10

-5

05

1015

G

Truck Longitudinal Accel, blue = WABTEC/SAB-WABCO
F-96

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Truck Lateral Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Lateral Accel, 16384 points, 5 point mov

blue = WABTEC/SAB-WABCO, green = K
F-97

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Truck Vertical Accel, blue = WABTEC/SAB-WABCO, gr

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Vertical Accel, 16384 points, 5 point mov

blue = WABTEC/SAB-WABCO, green = K
F-98

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-4-2

024

G

Truck Longitudinal Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Longitudinal Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = K
F-99

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-15-10

-5

05

1015

G

Truck Lateral Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Lateral Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = 
F-100

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-15-10

-5

05

1015

G

Truck Vertical Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Vertical Accel, 16384 points, 5 point movi

blue = WABTEC/SAB-WABCO, green = Kn
F-101

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-15-10

-5

05

1015

G

Truck Longitudinal Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Longitudinal Accel, 16384 points, 5 point m

blue = WABTEC/SAB-WABCO, green = K
F-102

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Truck Lateral Accel, blue = WABTEC/SAB-WABCO, g

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Lateral Accel, 16384 points, 5 point mov

blue = WABTEC/SAB-WABCO, green = K
F-103

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Truck Vertical Accel, blue = WABTEC/SAB-WABCO

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Vertical Accel, 16384 points, 5 point movin

blue = WABTEC/SAB-WABCO, green = Kno
F-104

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-20-10

0

1020

G

Truck Longitudinal Accel, blue = WABTEC/SAB-WABCO, 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-100

-80-60-40-20

dB

PSD of Truck Longitudinal Accel, 16384 points, 5 point mo

blue = WABTEC/SAB-WABCO, green = Kn
F-105

BOP Responses

• June 18, 2005 File 24, t = 310–No BOP, Braking• June 18, 2005 File 24, t = 581–BOP, Braking• June 18, 2005 File 30, t = 732–BOP, Response 
F-106

6/18/2005–File 24

0 100 200 300 400 500 

Sec

-1500-1000

-500

0

500

10001500

uE

BOP, blue = WABTEC/SAB-WABCO, green = K
F-107

6/18/2005–File 24 (Brake, 

310.02 310.04 310.06 310.08 310.10 310.12 31

Sec

-1500-1000

-500

0

500

10001500

uE

BOP, blue = WABTEC/SAB-WABCO, green = 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of BOP, 16384 points, 5 point moving av

blue = WABTEC/SAB-WABCO, green = 
F-108

6/18/2005–File 24 (Brake

581.42 581.44 581.46 581.48 581.50 581.52 58

Sec

-1500-1000

-500

0

500

10001500

uE

BOP, blue = WABTEC/SAB-WABCO, green = K

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of BOP, 16384 points, 5 point moving avg

blue = WABTEC/SAB-WABCO, green = K
F-109

6/18/2005–File 30 (No B

732.5 732.6 732.7 732.8 

Sec

-2000-1000

0

10002000

uE

BOP, blue = WABTEC/SAB-WABCO, green = K

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

2040

dB

PSD of BOP, 16384 points, 5 point moving avg, 

blue = WABTEC/SAB-WABCO, green = Kn
F-110

Plots of Axle Vertic

Accelerations Exceeding 
F-111

Day 1–May 16, 20
F-112
F-113
F-114
F-115
F-116
F-117

Day 2–May 17, 20
F-118
F-119
F-120
F-121
F-122
F-123
F-124
F-125
F-126

Day 3–May 26, 20
F-127
F-128
F-129
F-130
F-131
F-132
F-133
F-134
F-135
F-136
F-137
F-138
F-139
F-140
F-141
F-142
F-143

Day 4–May 27, 20
F-144
F-145
F-146
F-147
F-148
F-149
F-150
F-151
F-152
F-153
F-154
F-155
F-156
F-157
F-158
F-159

Day 6–June 17, 20
F-160
F-161
F-162
F-163
F-164
F-165
F-166
F-167
F-168
F-169
F-170
F-171
F-172
F-173
F-174
F-175
F-176
F-177
F-178
F-179
F-180
F-181
F-182
F-183
F-184
F-185
F-186
F-187
F-188
F-189
F-190
F-191
F-192
F-193
F-194
F-195
F-196
F-197

Day 7–June 18, 20
F-198
F-199
F-200
F-201
F-202
F-203
F-204
F-205
F-206
F-207
F-208
F-209
F-210
F-211
F-212
F-213
F-214
F-215
F-216
F-217
F-218
F-219
F-220
F-221
F-222
F-223
F-224
F-225
F-226
F-227
F-228
G-1

Appendix G.Spoke Strains

Section Introductory Comments BOP Strains Relationship of BOP Strain to Acceleration Difference Estimate of Fatigue Effects and Goodman Plots 
G-2

Introductory Comm
G-3

Basic Approach

• Combine Individual Strain Mea

into Strain Associated with:

– Tension in Spoke (F1, F2, R1, an– In-Plane Bending (BIP) of Spoke– BOP in Spokes (R1 and R2)

• Compare Test Results with Fin

Analysis (FEA)

• Laboratory Testing to Support A
G-4

Three Componen

• Tension in Spoke (F1, F2, R1, and 

– εT= (εF1+ εF2+ εR1+ εR2)/4

• BIP of Spoke (F1 and F2)

– εBIP= (εF1- εF2)/2

– BIP = bending in plane

• BOP in Spoke (R1 and R2)

– ε BOP= (εR1- εR2)/2

– BOP = bending out-of-plane

• These Three Strains Explain the Mo

at the Four Strain Gage Locations
G-5

Names

• BOP

– Bending of the Spoke out of the 

Disc

• BIP

– Bending of the Spoke in the Plan
G-6

General Observati

• Large Tensile Strain

– The Tensile Strains Appear To B

As The Friction Rings Heat Up, ECircumference Of Friction Ring, CTension In The Spokes Which RExpansion

– The Thermal Time Constant Onc

Discs Are Heated During Braking Or More–20 Minutes To Cool Do
G-7

General Observati

• BOP occurs during braking 

– Many times long sustained periods– Sustained oscillations only with axle in lead po

• BOP occurs during non-braking condition

– Usually short duration– Appears to be associated with vertical acceler

• Frequency

– ~187 Hz during braking– ~230 Hz non-braking conditions

• BIP strain

– Small compared to BOP strain– Rarely greater than 100 μE

• Measurements modulated by wheel rotat
G-8

Strain Gage Locati

• WABTEC/SAB-WABCO Disc

– On Spoke at Location Where Spokes – Four Locations

• Two on out-of-plane side of spoke• Two on in-plane side of spoke

• Knorr Disc

– Location Provided by Knorr– Four Locations

• Two on out-of-plane side of spoke• Two on in-plane side of spoke
G-9

Plane Of Disc 

WABTEC/SAB-WABCO Disc

1.87”

.88”

Nut Side–

As

R1 

F1

F2
G-10

Plane Of Disc

Knorr Disc

2.76’

.88”’

R1 

Nut S
G-11

Approximate Cross Sectionof WABTEC/SAB-WABCO Disc at Strain GageLocation

Plane of Disc
G-12

Table G.1. Spoke Cross Section 

0.25 in4

Moment of 

Inertia (bending 

out-of-plane)

0.44 in4

Moment of 

Inertia (bending 

in-plane)

1.9 in Area 2

WABTEC/SAB- WABCO
G-13

Bending In-Plan

0 50 100 150 200 250 300 350 

Sec

-150-100

 -50

 0

 50

 100

uE

BIP = (F1 - F2)/2
G-14

Bending Out-Of-Pl

• In The First Days Of Testing Large 

At ~ 187 Hz Were Observed

• The Question Was Whether This O

Was In The Plane Of The Disc Or OPlane

• The Effect Of BOP Being Modulate

Rotation Rate Is Investigated In The Of Slides

• Later In The Testing Program Strain 

Were Added To Spoke 3 (DiametricTo The Initial Instrumented Spoke 6Demonstrated The Out-Of-Plane Be
G-15

Wheel Rate Modula

-2-1

01234567

0 50 100 150 200 250 300 350 4

Wheel R

Product of Wheel RateTimes Strain 

P

See

Braki

S
G-16

Frequency Domain Ana

Modulated BOP Str

Sin(2πFt)*Sin(2πWt)

= -0.5*Cos{2π(F+W)t}+0.5

F = Strain Signal FrequencyW = Wheel Rate 

0

20406080

100120140

0 20 40 60 80 

Frequency

Amplidue

2W
G-17

Spoke Location

• The Slip Ring Used To Transfer Sig

The Rotating Axle And Disc ContainWave Generator (One Cycle Per WRevolution)

• A Test Was Performed To Determin

Of This Signal With The Position Of Instrumented Spoke

• This Information Is Important In Det

Axis Of Rotation Of The Disc

• Results Are Shown In The Next Slid
G-18 
G-19

3108.0 3108.1 3108.2 3108.3 3108.4 3108.5 3108.6 3108.7 

 -8 -6 -4 -2

 0 2 4 6 8

3108.0 3108.1 3108.2 3108.3 3108.4 3108.5 3108.6 3108.7 

extract(w10, 3108*2000, 2000); overlay(extract(w7, 3108*2000, 2000)

εBOP

Wheel Rate

During Brakin
G-20

Look Down on Di

Axle

Oscillation 

Unde
G-21

Caliper Displacem

• The Amplitude Of The BOP Os

During Braking Was Estimated Observing The Amplitude Of ThAcceleration Of Brake Pad

• Acceleration Level = 20 G’s = D• Frequency= 192.4 Hz = 1,209 

Per Second

• Displacement = .005 Inches
G-22

2490.50 2490.55 2490.60 2490.65 2490.70 2490.75 2490.80 2490.85 

 -8 -6 -4 -2

 0 2 4 6 8

2490.50 2490.55 2490.60 2490.65 2490.70 2490.75 2490.80 2490.85 

extract(w10, 4981000, 1000); overlay(extract(w7, 4981000, 1000))

Non-BrakinStrain AmpIs Near To
G-23

Look From Fron

Axle

Oscillation 

Under Non

More 

Appears Ro
G-24

BOP Strains
G-25

BOP Strain

• Large BOP Strain

– Condition 1: Input From Vertical Acc

Observed On The Outer Bearing HousRing-Out At ~230 Hz In The BOP Mod

– Condition 2: During Braking With Ins

In Lead Leads To Sustained OscillatioMode At ~187 Hz–Since This Occurs Mean Strain Values Are Increasing

• Both May Contribute To Fatigue Da

Spoke
G-26

Sustained Oscillatio

And Track Related Osci

• Track Related Inputs Occur Continu• Track Related Responses (e.g., BO

Continuous But May Be Small DurinDeal Of The Test

• The Sustained Oscillations Occur In

During The Test But Produce A LarOf Oscillations

• During Sustained Oscillations, Resp

Combined Effect Of Track Related And The Oscillations Induced By Br
G-27

Brake Cylinder Pressure

Center R1

Example of Large BOP Strain During 

Note: The Relationship of BOP Strain

and Brake Cylinder Pressure
G-28

Sustained Oscillation 

• First Task Was To Identify Location 

Sustained Oscillations And CharactGeneral Behavior

• Simple 3 Parameter Model

– Mean Stress At Beginning Of Sustaine

Period

– Mean Stress At End Of Sustained Osc– Maximum Alternating Strain During Su

Oscillation Period

• More Detailed Analysis Is Required 

Investigate The Fatigue ImplicationOscillations
G-29

Table G.2. Summary Of Significant Sus

Oscillations During Braking

Direction

Instrumented Axle Leading 

or Trailing

Number of 

Sustained 

Events

Number o

Brake 

Applicatio

North Trailing 0 103

South Leading 7 76 

North Leading 11 82 

South Trailing 0 98

North Leading 24 147 

South Leading 9 95 

Total 51 601
G-30

Terms Used To Describe Su

Oscillations
G-31

17-May Bos-Was 7in CD Instrumented Axle 

Near N. Philadelphia File19 3107 to 3114 7 502 uE 10.6 32.3 

File21 2019 to 2022 3 576 uE 875 958 

471 SW of MP AP79 Gunpow

1573 W of MP AP91 File21 2392 to 2404 12 502 uE 617 886 

947 NE of MP AP71 File21 1475 to 1507 32 591 uE 950 1702 2303 NE of MP AP65 File21 1204 to 1224 20 700 uE 785 1368 516 SW of MP AP25 File20 1251 to 1257 6 622.5 uE 476 659 190 SW of MP AN13 File19 142 to 164 22 711.5 uE 350 887 1685 SW of MP E17 File17 218 to 246 28 850 uE 445 1329 

Sp

(m

Avg

Strain 

@

End

Avg

Strain 

@ 

Start

Max

Avg-to-Peak

Strain

Time 

Duration in 

Secs

Time Span in 

the File 

Geographic Location File (secs)

Table G.3. Significant Sustained Oscilla

Braking–May 17, 2005
G-32

26-May Was-Bos 7in CD Instrumented Axle 

1732 NE of MP AB216 File17 451 to 473 22 542 uE 678 1124 83.8 mp1939 SW of MP AB204 File17 114 to 119 5 766 uE 409 657 130 mp

2230 S of MP AB179 File15 1579 to 1596 17 795.5 uE 650 1301 137 mp

1936 NE of MP AB158 File15 984 to 1028 44 971.5 uE 391 1764 150.2 mp1240 E of MP AB116 File13 479 to 485 6 540.5 uE 734 873 79 mph 1108 E of MP AB89 File12 600 to 632 32 784 uE 697 1617 89.25 mp642 E of MP AB84 File12 400 to 430 30 792.5 uE 257 1129 122 mp195 SW of MP MN59 File09 202 to 206 4 262 uE 353 453 64.69 mp2139 NE of MP E17 File08 157 to 177 20 665 uE 432 869 77 mph 15 NW of MP E13 File07 418 to 423 5 482.5 uE 393 503 64.26 mp1429 SW of MP AN11 File05 2323 to 2339 16 706.5 uE 701 1142 103 mp

Speed

(mph)

Avg

Strain 

@

End

Avg

Strain 

@

Start

Max

Avg-toPeak

Strain

Time 

Duration 

in Secs

Time Span in 

Geographic Location File the File (secs)

Table G.4. Significant Sustained Oscilla

Braking–May 26, 2005
G-33

Table G.5. Significant Sustained Oscillations During Bra

2579 NE of MP AB160 File38 546 to 557 11 590.5 308 to 1489 520 996 141 2455 NE of MP AB158 File37 46 to 93 47 1371.5 -361 to 2382 658 2202 148 464 W of MP AB143 File36 131 to 144 13 1138.5 366 to 2643 1170 1686 107 673 SW of MP AB140 File35 70 to 90 20 749 731 to 2229 1272 1710 92 2136 SW of MP AB138 File34 411 to 426 15 719 408 to 1846 1015 1413 90 

29 NE of MP AB131 File34 90 to 110 20 378.5 915 to 1672 1218 1520 95 

2129 SE of MP AB128 File33 72 to 78 6 899 445 to 2243 1142 1486 94 639 SE of MP AB126 File32 387 to 393 6 658 486 to 1802 1004 1176 71 821 SE of MP AB125 File32 334 to 338 4 255.5 743 to 1254 938 1005 66 No GPS File31 166 to 172 6 403 807 to 1613 1172 1280 78 No GPS File31 92 to 98 6 525.5 515 to 1566 984 1081 83 1525 NE of MP AB115 File30 561 to 575 14 1010 -261 to 1759 580 1038 81 1768 E of MP AB102 File29 244 to 250 6 290 592 to 1172 770 922 85 1022 E of MP AB99 File29 121 to 132 11 658 167 to 1483 756 1035 120 717 NE of MP MN70 File25 631 to 640 9 333.5 538 to 1205 750 930 71 49 E of MP MN69 File25 556 to 568 12 394.5 352 to 1141 665 861 72 1530 SW of MP MN68 File25 490 to 499 9 314 335 to 963 528 704 74 1163 W of MP MN64 File25 227 to 236 9 288 288 to 864 470 633 70 582 SW of MP MN59 File24 264 to 270 6 276.5 319 to 872 478 611 68 2599 E of MP MN45 File23 164 to 169 5 185.5 455 to 826 604 677 69 772 E of MP MN28 File21 310 to 314 4 316 296 to 928 611 646 67 1627 NE of MP MN25 File21 151 to 165 14 327 261 to 915 528 766 73 980 NE of MP MN21 File19 348 to 355 7 335 203 to 873 488 694 89 2089 NE of MP AP4 File10 206.5 to 209 3.5 531.5 675 to 1738 1282 1348 85 

Speed

(mph)

Avg

Strain 

@

End

Avg

Strain 

@

Start

Values for 

Peak and 

Valley [uE]

Max

Avg-toPeak

Strain

Time 

Duration in 

Secs

Time Span in 

the File 

Geographic Location File (secs)
G-34

Table G.6. Significant Sustained Oscilla

Braking–June 18, 2005

1748 SW of MP AN55 File24 578 to 595 17 1454.5 196 to 3105 1466 1974 133 

1211 SW of MP AN19 File22 446 to 453 7 1171.5 -442 to 1901 643 938 120 784 SW of MP AN13 File22 211 to 226 15 1128.5 -687 to 1570 285 925 110 

732 SW of MP AB156 File07 153 to 180 27 835 1051 to 2721 1719 2512 120 1222 SW of MP AB159 File07 32 to 56 24 1132 540 to 2804 1491 2315 120 4 SW of MP AB162 File06 503 to 540 37 1200.5 -214 to 2187 650 2154 150 691 SW of MP AB170 File06 242 to 258 16 558.5 768 to 1885 971 1406 113 2619 S of MP AB178 File05 530 to 551 21 1226 -367 to 2085 438 1483 130 2396 NE of MP AB202 File03 476 to 498 22 947.5 387 to 2282 1309 1918 116 

Speed

(mph)

Avg

Strain 

@

End

Avg

Strain 

@

Start

Values for 

Peak and 

Valley [uE]

Max

AvgtoPeak

Strain

Time 

Duration in 

Secs

Time Span 

in the File 

Geographic Location File (secs)
G-35

Outer Discs Versus Cent

• Sustained Oscillations Were Observed O

And Center Discs During Test On May 17

• When The Sustained Oscillations Were O

One Disc, They Were Also Observed On 

• The Magnitude Of The Sustained Oscillat

Center Disc Was 2.9 to 3.4 Times The MTo-Peak Oscillations Found On The Cent

• The Duration Of The Oscillations On The 

Was The Same As That On The Center D

• The Oscillations Were Out Of Phase By 1

Which Corresponds To The 12 Degrees OInstrumented Spokes On The Outer And 
G-36

Sustained Oscillatio

On The Outer Disc

File21 2019 to 2022 3 39

471 SW of MP AP79 

Gunpow

1573 W of MP AP91 File21 2392 to 2404 12 29

947 NE of MP AP71 File21 1475 to 1507 32 45

2303 NE of MP AP65 File21 1204 to 1224 20 50

516 SW of MP AP25 File20 1251 to 1257 6 38

190 SW of MP AN13 File19 142 to 164 22 49

1685 SW of MP E17 File17 218 to 246 28 58

Ma

Pk-to

Time

Duration 

In Secs

Time Span in 

the File

Geographic Location File (Secs)
G-37

Influence Of Brake Cy

Pressure On Sustained Os

• Based On The Tables• Cross Plot–Maximum Strained 

(Peak-to-Peak) Versus Brake CPressure
G-38

Sustained Oscillations

Peak BOP Strain Versus Brake 

Pressure

y = 61.826x - 1084

R2 = 0.7241

-

500

1,0001,5002,0002,5003,0003,500

0 10 20 30 40 

Brake Cylinder Pressure (psi)

Peak-to-Peak Oscillation

(microstrain)
G-39

Sustained Oscillations

Peak BOP Strain Versus Brake Cylin

-

500

1,0001,5002,0002,5003,0003,500

0 10 20 30 40 

Brake Cylinder Pressure (psi)

Peak-to-Peak Oscillation

(microstrain)

17-May26-May17-Jun18-Jun
G-40

Sustained BOP Oscilla

In Braking

• 51 Occurrences Of Sustained B

Oscillations

• Total Duration–774 Seconds• Only When The Instrumented A

The Lead
G-41

476 478 480 482 484 486 488 490 492 

Sec

0

500

10001500200025003000

uE

Day 7 - File 03 - 2366 SW 

Center Rotor Spoke 6 R1, blue = WABTEC/SAB-WABCO Dis

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-60-40-20

0

204060

dB

PSD of Center Rotor Spoke 6 R1 Strain, 16384 poin

Day 7–File 03

WABTEC/SAB-WABCO Disc Knorr D
G-42

Relationship Of BOP S

Acceleration Differe
G-43

Relationship Of BOP St

Acceleration Differe

• Acceleration Difference Is Rela

BOP Strain Observed During T

• For A Single Acceleration Differ

the BOP Strain is ~7.5 με/G

• Sometimes The Acceleration D

Has Multiple Large Peaks WithWheel Revolution 

• Bombardier Requested That Tw

Events Be Reviewed
G-44

Two Cases

• Case 1

– May 27 ( File 1 @ ~372 seconds )– Peak Acceleration Difference–102 g’s– BOP Magnitude Response–~2,200 με– Minimum BOP Strain -2258 με– Maximum BOP Strain +2051με

• Case 2

– June 17 ( File 24 @ ~85 seconds )– Peak Acceleration Difference–189 g’s– BOP Magnitude Response–~1,000 με– Minimum BOP Strain -1033 με– Maximum BOP Strain +889με
G-45

Case 1 Right And Left Acc

372.160 372.170 372.180 372.190 372.200 372.210 372.220 372.230 372.240 372.250 

Sec

-100

 -50

 0

 50

 100 150

G

Vertical Acceleration, May 27, File 01

Wheel Position Signal
G-46

Case 1 Lateral Accele

372.160 372.170 372.180 372.190 372.200 372.210 372.220 372.230 372.240 372.250 

Sec

 -40 -20

 0

 20 40

G

Lateral Acceleration, May 27, File 01
G-47

Case 1 May 27 

3 7 2 .1 6 0 3 7 2 .1 7 0 3 7 2 .1 8 0 3 7 2 .1 9 0 3 7 2 .2 0 0 3 7 2 .2 1 0 3 7 2 .2 2 0 3 7 2 .2 3 0 3 7 2 .2 4 0 3 7 2 .2 5 0 

Sec

-1 5 0-1 0 0

 -5 0

 0

 50

 100 150

G

T ilt (L V e rt - R V e rt), M a y 2 7 , F ile 0 1

3 7 2 .1 6 0 3 7 2 .1 7 0 3 7 2 .1 8 0 3 7 2 .1 9 0 3 7 2 .2 0 0 3 7 2 .2 1 0 3 7 2 .2 2 0 3 7 2 .2 3 0 3 7 2 .2 4 0 3 7 2 .2 5 

Sec

-3 0 0 0-2 0 0 0-1 0 0 0

 0

 1000 2000 3000

uE

BOPS IN E

B en d in g O u t o f P lan e, M ay 27, F ile 01

Input Acceleration Difference (Left-R

Output BOP Strain 
G-48

Case 2 Right And Left Ac

85.20 85.22 85.24 85.26 85.28 85.30 85.32 85

Sec

-200-100

 0

 100 200

G

LeftRightSINE

Vertical Acceleration, June 17, File 24

Wheel Position Signal
G-49

Case 2 Lateral Accele

85.20 85.22 85.24 85.26 85.28 85.30 85.32 85

Sec

-40-30-20-10

 0

 10 20 30 40

G

LeftRightSINE

Lateral Acceleration, June 17, File 24
G-50

Case 2 June 17 

8 5 .2 0 8 5 .2 2 8 5 .2 4 8 5 .2 6 8 5 .2 8 8 5 .3 0 8 5 .3 2 8 

Sec

-1 5 0 0-1 0 0 0

 -5 0 0

 0

 500

 1000 1500

uE

BOPS IN E

B e n d in g O u t o f P la n e , J u n e 1 7 , F ile 2 4

8 5 .2 0 8 5 .2 2 8 5 .2 4 8 5 .2 6 8 5 .2 8 8 5 .3 0 8 5 .3 2 8 

Sec

-3 0 0-2 0 0-1 0 0

 0

 100 200 300

G

T ilt (L V e rt - R V e rt), J u n e 1 7 , F ile 2 4

Output BOP Strain 

Input Acceleration Difference (Left-R
G-51

PSD Of BOP Strain, C

0 100 200 300 400 500 600 700 800 900 100

Hertz

-5000

0

5000

10000150002000025000

uE^2/Hz

PSD of Bending Out-of-Plane, May 27

226 Hz

319 Hz
G-52

PSD Of BOP Strain, C

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-2000

0

2000400060008000

1000012000

uE^2/Hz

PSD of Bending Out-of-Plane, June 17, 

319 Hz

226 Hz
G-53

Observations

• The Largest Peak In The Spec

BOP Strain Is Observed At 227 

• The Second Largest Peak In T

Spectrum Of The BOP Strain Is At 319 Hz

• The PSD Level Of The Largest 

227 Hz Is 10 Times The Level Second Largest Peak At 319 H
G-54

Theory

• A Possible Cause For BOP Strains 

Proportional To Large Peak AcceleDifferences Is That The Results Of Accelerations Peaks Do Not Add ABut Add Vectorially

• This Allows For Both Constructive A

Destructive Interference In BOP StrResponse

• The Following Slides Provide A Con

Description Of This Effect
G-55

Terminology

• Interference Constructively

– When superposition leads to a m

possible intensity

• Interference Destructively

– When superposition leads to zero 

• Interference

– Between the limits of interference 

constructively and interference d

Reference: Th

H
G-56

BOP Strain versus Time

-2000-1500-1000

-500

0

500

100015002000

0 0.005 0.01 0.015 0.02 0.025 0.03 0.0

Time

Simulated BOP Strain

Input 70 g’s

BOP Output 525 

Theory
G-57

Two Inputs 

Time

∆t

Input 1 70 g’s

Input 2 200 g’s
G-58

Example 1

BOP Strain versus Time

Delta T = 0.01125 seconds

-2000-1500-1000

-500

0

500

100015002000

0 0.005 0.01 0.015 0.02 0.025 

Time

Simulated BOP Strain
G-59

Example 1 Combined BO

From The Two Inpu

BOP Strain versus Time

-2000-1500-1000

-500

0

500

100015002000

0 0.005 0.01 0.015 0.02 0.025 

Time

Simulated BOP Strain

Partial Destructive Interference
G-60

Example 2

BOP Strain versus Time

Delta T = 0.009 seconds

-2000-1500-1000

-500

0

500

100015002000

0 0.005 0.01 0.015 0.02 0.025 

Time

Simulated BOP Strain
G-61

Example 2 Combined BO

From The Two Inpu

BOP Strain versus Time

-2000-1500-1000

-500

0

500

100015002000

0 0.005 0.01 0.015 0.02 0.025 

Time

Simulated BOP Strain

Partial Constructive Interference
G-62

Estimate Of Fatigue E

And

Goodman Plots
G-63

Fatigue

• Process In Which Damage Accumu

The Repetitive Application Of Load

• Strains Due To These Loads Are W

The Yield Strain Of The Material

• Fatigue Consists Of:

– Crack Initiation– Crack Propagation– Final Fracture

• Spoke Cracks In WABTEC/SAB-WA

May Be Influenced By Fatigue
G-64

ASTM Definition

• Fatigue Life Is The Number Of Cyc

Or Strain Of A Specific Character TSpecimen Sustains Before Failure ONature Occurs

• Fatigue Strength Is The Hypothetic

Stress At Failure For Exacting N Cy

• Fatigue Limit, Sf , Is The Limiting Va

Median Fatigue Strength As N BecoLarge
G-65

SN Curve

S-N Diagram

-

500

1,0001,5002,0002,5003,0003,5004,000

0123456

Log10 of Cycles

Stress Level

εu

10 Million Cycles
G-66

Table G.7. Key Stress/Strain Valu

WABTEC/SAB-WABCO Disc

SHTL– Stor

True Fracture Stress (USA) 1,059 153,521 141% 

True Fracture Stress (European) 1,232 178,689 164% 

Pre-Strain (Total New) 210 30,500 28% 

Pre-Strain (As Built) 126 18,300 17% 

Pre-Strain (Press On) 84 12,200 11% 

Endurance Limit 226 32,700 30% 

Yield Strength 550 79,750 73% 

Ultimate Strength 752 109,000 100% 

Young's Modulus 210,345 30,500,000 

Compared to Ultimate Stress (psi) Stress (Mpa) Value

WABTEC/SAB-WABCO Disc
G-67

Table G.8. Key Stress/Strain Va

Knorr Disc

Provide

Value Stress (MPa) Stress (PSI) Comparison to “Ultimate” Mi

Str

Young's Modulus 210,000 30,450,000 - 

Ultimate Strength 1,050 152,250 100% 5,0

Yield Strength 900 130,500 86% 4,2

Endurance Limit 300 43,500 29% 1,4

Pre-Strain (Press On) 112 16,230 11% 5
G-68

Typical Data

http://www.
G-69

Other Factors May Lower 

Ratio

• Environment

– Water– Sea Water

• Corrosion Fatigue Effects• Casting Irregularities
G-70

Environment

Metal FatigH.O. Fuchs 
G-71

Combined Stres

• Load Conditions

– Sa = Alternating Strain (Zero-To-

– Sm= Mean Strain

• Material Properties

– Su = Ultimate Strain– Sy = Ultimate Strain– Sf = Ultimate Strain

• Mean Stress Has A Substantia

On Fatigue Behavior
G-72

Mean Strain/Alternating 

Models

• Modified Goodman• Gerber• Soderberg

+ =

u

m

f

a

S

S

S

S

 + um fa SS SS

+ 

y

m

f

a

S

S

S

S
Combined And Alternating Str

G-73

0

200400600800

1,0001,200

- 500 1,000 1,500 2,000 2,500 3,000 

Mean Strain

Alternating Strain Modified Goodman Gerber

Soderberg
G-74

Strain In Spoke

• Pre-Stress (Strain) Due To Man• Pre-Stress (Strain) Due To Hub 

Interference Fit

• Tensile Strain Due To Friction 

Expansion 

• Bending Out-Of-Plane Strain 
G-75

Compressive Strain Tensile 

Compressive

Pre-Strain

Reference (Zero) StrainFor Test Measurements

Material T

Material (Zero) Strain

εp

εt

m 

ε = 

Compressive

Pre-Strain

εp

Positive Strain Measured Duri

Negative Strain Positive Strain

εt

Compressive Pre-Strain 
G-76

Mean And Alternating 

• A Fatigue Prospective Of The Test Data 

Simultaneous Tabulation Of Mean Strain Effect) And Alternating Strain (BOP)

• A Modified Goodman Line Based On Fat

30% Ultimate Strain Was Used For This E

• This Is Not Intended As A Fatigue Analys

Factors Would Be Required But An ExercDetermine Where In The Data Significant Of Mean And Alternating Strains Occur

• The Mean (Tensile Strain) Must Account 

Strain In The Spokes

• Based On Test Of Disc During Press-On 

Cutting Of Spokes On Disc Removed FroValue Of 1,000 Microstrain Is Used For TIn The Spoke 
G-77 
G-78

Transform The Goodma

From Stress To Stra

• Formulated Goodman Line In Term• Transform To Strain By Dividing By 

Modulus, E

• Indicated Where The Linear Stress

Relationship Exists In The Mean VeAlternating Plane; Denoted By Gree

• Indicated Where The Non-Linear R

Exists In The Mean Versus AlternatExcess Of Yield Stress, But Less TStress); Denoted By Red On Plots
G-79 
G-80

Checked on Test D

• After The Data Was Processed

That All Data Points Fell In The Zone (Area of Linear Stress-StRelationship)

• Only Cases That Approached R

Were Those Where Vertical ImObserved During Brake ApplicaHigh Mean Strain Due To HeatObserved
G-81

A Counting Metho

• Calculate Mean Strain Minus 1000 • Calculate BOP Strain Required To 

Near Goodman Line

• Calculate BOP Strain• Check If BOP Strain Is Near The G• If Yes, Calculate Cycles And Time D• Record Mean Strain, Alternating St

Pressure, Number Of Cycles, And T
G-82

Table G.9. Count of Cycles Near Limi

NB Not BrakingB Brakingn/a Test Plan did not include this measurement

18-Jun 5 7074 6 6947 n/a n/a 

17-Jun 2 2754 5 3156.5 n/a n/a 

Phase 3

27-May 6.5 0 10.5 0 n/a n/a 26-May 12 14 9 20 n/a n/a 

Phase 2

17-May n/a n/a 11.5 55 n/a n/a 16-May n/a n/a 4.5 0 n/a n/a 

Phase 1

Date NB B NB B NB B 

Spoke 3 Spoke 6 Spoke 3 

Center Disc Outer D

WABTEC/SAB-WABCO Disc Axle 1

Goodman Plots Cycles
G-83

Figures Included

• Phase 1

– Center Disc Spoke 6– Outer Disc Spoke 6

• Phase 2

– Center Disc Spoke 6– Outer Disc Spoke 6– Center Disc Spoke 3– Outer Disc Spoke 3

• Phase 3

– Center Disc Spoke 6– Outer Disc Spoke 6– Center Disc Spoke 3– Outer Disc Spoke 3

Note:• These figure

occurrences of BOP and that approaline used in 

• A single poi

may represeor many cyc

• The above t

cumulative 
G-84

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 6–May 16, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-85

Mean Strain Versus Alternating Strain, Outer WABTEC/SA

Spoke 6–May 16, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-86

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 6–May 17, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-87

Mean Strain Versus Alternating Strain, Outer WABTEC/SA

Spoke 6–May 17, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-88

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 3–May 26, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-89

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 6–May 26, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-90

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 3–May 27, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-91

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 6–May 27, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking ENon-Brak
G-92

Mean Strain Versus Alternating Strain, Center WABTEC/SA

Spoke 3–June 17, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 25

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

Braking EveNon-Brakin
G-93

Mean Strain Versus Alternating Strain, Center WABTEC/S

Spoke 6–June 17, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

BrakNon
G-94

Mean Strain Versus Alternating Strain, Center WABTEC/S

Spoke 3–June 18, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

BrakinNon-B
G-95

Mean Strain Versus Alternating Strain, Center WABTEC/S

Spoke 6–June 18, 2005

0

500

1000150020002500

-1500 -1000 -500 0 500 1000 1500 2000 250

Mean Strain–1000 Microstrain Pre-Strain

(microstrain)

BOP Strain

(microstrain)

BrakinNon-B
G-96

Knorr Disc

• In No Case Did The Knorr Disc 

Combination Of Mean Strain AMicrostrain Levels That Meets Of The Analysis Approach

• This Included Non-Braking And 

Events
G-97

Summary

• Thermal Strains Build Up Quickly, But Have A Lo

Constant Of 7 Minutes Or More)–Levels Up To 2,

• Sustained BOP Vibration In Braking Produces La

Observed In Test At ~187 Hz (Only Observed In 

• Caliper Participates In This Vibration• Shorter Bursts Of BOP Vibration Occur Througho

May Be Related To Vertical Acceleration Of Whe

• Vertical Acceleration On Bearing About Three Tim

Acceleration 

• BOP Strain Can Have Amplitudes Of 1,500 Micro• Combined Tensile And BOP Strain Can Be In The 

(TBR) Microstrain Tension Taking Into Account 1Pre-Strain

• Yielding Occurs At 2,850 Microstrain (Based On A

Laboratory Test Results) 

• The Pre-Stress Levels Were Examined For 2 WA

WABCO Disc (Small Sample) And One Knorr Dis

H-1

Appendix H.Axle Strain
H-2

Axle Strain

• Axle With 

WABTEC/SAB-WABCO Discs

– At Two Stations Along Axle– Two Gages Per Station– 180o Difference In 

Circumferential Location

• Axle With Knorr Discs

– At Two Stations Along Axle– Two Gages At One Station– Four Gages At The Other Station– 180o And 90o Difference In 

Circumferential Location
H-3

Axle Strain Analys

Car W

Car Wei

Car Weight/8

Car Weight/8

M

Reported Car Weight

139,000 lbs

F F

F
H-4

Bending Axle Stra

F=15,000 lbs

F=17,000 lbs

F=19,000 lbs

Axle Strain Gages

-

50

100150200250300350400450

0 2 4 6 8 10 12 14 

Moment Arm (inches)

Bending Strain F = 17,000 lbs

F = 19,00

F = 15,000 lbs

Axle Radius = 3.3 inches
H-5

PSD Of Strain Sign

• The PSDs Of Strain Gage Sign

Revealed Little Information For 

• Both Showed A Peak At The W

Revolution Frequency 

• Co-Processing Of Two Channe

Bending Signals May Provide A Accurate PSD
H-6

Day 7–File 03

0 50 100 150 200 250 300 350 

Sec

0

80

160

mph

Speed

0 50 100 150 200 250 300 350 

Sec

-600-200

200600

uE

WABTEC/SAB-WABCO Disc, Center Ax

0 50 100 150 200 250 300 350 

Sec

-1000

-600-200

200

uE

Knorr Disc, Center Axle Strain, near S

H-6
H-7

Day 7–File 03

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Disc Axle Strain ne16384 points, 5 point moving avg, t = 300 s, speed 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of Knorr Disc Axle Strain near Spoke 3,

16384 points, 5 point moving avg, t = 300 s, speed = 

Wheel Rate

H-7
H-8

Day 7–File 03

311.86 311.88 311.90 311.92 311.94 311.96 311.98 312.00 312.02 

 -400 -200

 0

 200 400

Axle 2 strain, near Spoke 6Axle 2 strain, near Spoke 3Axle 2 strain, Spoke 6 + 90°Axle 2 strain, Spoke 6 - 90°SINE2 * 10

demean(W1); overplot(demean(W2)); overplot(demean(W8)); overplot(demean(W9)); overplot(W
H-9

General Observati

• Modulated By Wheel Rate• Long-Term Envelope Established B

On Curves

• This Envelope Can Be Determined 

Following Method

• Add The Absolute Values Of Two B

Moment Stains That Are 90o Separa

Average Over Several Wheel Cycle

• Resultant Equals The Average Ben

Times ~ 1.2 

• See Following Example
H-10

Axle Bending Mom

Simple Axle Bending Moment Processing

0

0.20.40.60.8

1

1.21.41.6

0 500 1000 1500

Wheel Angle degrees

Amplitude of Bending Modulated by

Wheel Angle 
H-11

Day 7–File 03

Bending Moment Env

0 50 100 150 200 250 300 350 

-200-100

 0

 100 200 300

Truck Lateral Accel, smoothed (1 sec)Axle 1 strain, Spoke 6, center positionAxle 1 strain, Spoke 6, outer positionAxle 2 strain, Spoke 6, center positionAxle 2 strain, Spoke 6, outer position

Correlation between Axle Strain amplitude and Truck Lateral Acceleration due to curvatu
H-12

June 18–File 03

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Disc Axle Strain near 

16384 points, 5 point moving avg, t = 480 s, speed = 97 mph, dur

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of Knorr Disc Axle Strain near Spoke 3,

16384 points, 5 point moving avg, t = 480 s, speed = 97 mph, dur

Sustained Oscillation

H-12
H-13

Extracting The Two Orth

Bending Moments

• This Method Can Be Used Whe

Bending Moment Gages Are 90

• The First Bending Moment Is In 

Vertical Plane

• The Second Bending Moment 

Horizontal Plane

• See The Next Series Of Slides 
H-14

B

θ

R

Y
H-15

Combined Bending S

I

M R

I

M R

I

M Y

I

M X

I

M Y

I

M X

x y

T

x A y A

A

y A

y

x A

x

T x y

θ θ

ε

ε

ε

ε

ε ε ε

sin cos

X Rsinθ Y Rcos

A A

= −

= =

= −

−

=

−

=

= +
H-16

Strain At Points A A

x 

A B

Two Equations And Two Unknowns M Given ε , ε and θ

sin( 90 ) cos( 90 sin cos

I

M R

I

M R

I

M R

I

M R

y

o

x

B

x y

A

+

−

+

== −

θ θ

ε

θ θ

ε
H-17

Combined Bendin

I

M R

I

M R

I

M R

I

M R

x y

B

x y

A

o o 

o o 

θ θ

ε

θ θ

ε

θ θ θ 

θ θ θ 

cos sin

sin cos

sin( 90 ) sin cos90 cos sin 

cos( 90 ) cos cos90 sin sin 

= += −

+ = + 

+ = − 
H-18

Combined Bendin

M ( cos s

M ( sin cos 

Y

x

ε θ ε 

ε θ ε 

A B

A B

R

I

R

I

 + −   =

 +   =
H-19

Extracting The Two Orth

Bending Moments

• This Approach Has Not Been Im• It Would Be Implemented To:

– Observe The Full Dynamic Beha

Bending

– Observe The Bending Modes Of 

Both The Horizontal And Vertical 

– Since The BOP Mode During Bra

Maximum Displacement In The HPlane, This Information Could Be Understand The Axle Disc Intera

I-1

Appendix I.Temperature

Section Basic Concepts Temperature Measurements Spoke Strains and Temperature Heating and Cooling of Discs 
I-2

Basic Concepts
I-3

Ambient Temperatu

• Temperatures Measured On Th

The Combined Effect Of The HThe Disc During Braking And ATemperature

• Ambient Temperatures For Eac

Are Provided In The Following 
I-4

Table I.1. Ambient Temperatures Over The Tes

Primary Locations

18th Jun 80 75 74 17th Jun 75 70 71 

27th May 80 82 76 26th May 70 58 60 17th May 68 70 63 16th May 65 68 63 

Day Wash DC Philadelphia New York 

Temperatures on the Test Days

Note: Temperatures Noted Above Are Approximately The Temperatures At The Locations Listed When Trainset 10 Station Source: www.wunderground.com
I-5

Disc Expansion Mo

• Simple Model To Determine Re

Values Of Mean Spoke Strain DTemperature Increase of Frictio

• Based On Friction Ring Unrest

Expansion

• Assumes Spokes Follow Frictio
I-6

Thermal Expansion Of F

Rings

L Length of Spoke

( )/ / 2 Tensile Strain

Strain in Spoke of Length L due to temperature cha

( ) / 2

R Radius at point A with increased temperature

R Radius at point A

( ) (1 )

coefficient of thermal expansion

Circumference of friction plate expands with increa

0 00 0

0

0

=

− = =− =

= +

=

R R L C T L

R R C T

C T C T

α π

α π

α

α
I-7

Thermal Expansion Of F

Rings

• Co= 67 inches

• L = 7 inches• Α=7*10-6/degree F

• Spoke Strain/Degree F = 10.7μ 

• Spoke Resists Expansion, So T

Resulting Strain In Spoke ShouThan This Value
I-8

Temperature Measure
I-9

Temperature Measure

• Two Types Of Temperature Se

Used During Testing:

– IR Sensors– Thermocouples

• The IR Sensors Were Aimed A

Friction Surface At ApproximatAngle
I-10

Temperature Sens

• IR Sensor

– Aimed At Friction Surface– Non-Contact– Fast Response

• Thermocouple

– Attached To Back Of Friction Sur– Rotates With Axle– Slow Response–Requires Back O

Plate To Heat Up
I-11

Comparison Of IR And Hand Ther

Measurements

Comparison of Hand Thermocouple Measurements with IR Temperature 

Left Side of Center WABTEC/SAB-WABCO Disc–May 16, 20

0

50

100150200250300350400

Philadelphia MP AN 85.5 MP AN 67 MP AN 62 MP AN 60 (1) MP AN 60 (2) MP AN 60 (3) MP AN 60 (4) New York MP MN 68 MP AB 95 MP AB 98 (1) MP AB 98 (2) MP AB 98 (3) MP AB 183 (1) MP AB 183 (2) MP AB 183 (3) MP AB 202 (1) MP AB 

Measurement

Temperature

(F)

WABTEC/SAB-WABCO Center Disc Friction RiWABTEC/SAB-WABCO Center Disc Friction Ri
I-12

Temperature Measurements Made on May 1

Between Newark, NJ, and Philadelphia, PA–File 05

0

50

100150200250300

- 500 1,000 1,500 2,000 2,500 

Time Seconds

Temperature

ThermocoupleUncorrected IR
I-13

IR and Thermocoup

Time History (Bias Compe

0

50

100150200250300

- 500 1,000 1,500 2,000 2,500 

Time Seconds

Temperature

ThermocoupleCorrected IR

Correct based on 45 degree BiasIRcorrected = IRmeasured + 45
I-14

IR and Thermocoup

Time History (Bias Compe

0

50

100150200250300

- 500 1,000 1,500 2,000 2,500 

Time Seconds

Temperature

ThermocoupleCorrected IR

Correct based on regression between the thermocouIRcorrected = .74 IRmeasured + 75
I-15

Comparison Of Thermoco

IR Sensors During Bra

• The IR Sensor Responds Quic

Application Of Brakes

• The Thermocouple Requires S

More Time

• Peak Temperature Response I

Thermocouples Occurs 53 SecPeak In IR Sensor

• See Next Plot
I-16

Difference Between IR 

Thermocouple Respo

100150200250300350

1,100.0 1,150.0 1,200.0 1,250.0 1,300.0 1,350.0 1,400.0 1,450.0 

Time sec

 Temperature degrees F Thermocouple Corrected IR S

54 sec.

IR sensor corrected by 

~16° F/sec 

~3° F/sec 
I-17

Testing On June 16

• The Thermocouples Were The 

Temperature Measurements O

• Temperature Measurements W

On Both The WABTEC/SAB-WKnorr Discs

• The Next Slide Shows The Rec

Temperatures On The Discs
I-18

Disc Temperature Measurements–E

0

50

100150200250

- 200 400 600 800 1,000 1,200 1,400 1,6

Time(sec)

Temperature

(F)

WABTEC/SAB-WABCOKnorr
I-19

Disc Temperature Measurements–June 

File 061605_18.AB3

0

50

100150200250300350400

- 200 400 600 800 1

Time(sec)

Temperature

(F)

WABTEC/SAB-WAKnorr
I-20

Observation

• The Discs Show Similar Tempe

Profiles During Testing

• The Knorr Disc Heats Up And C

Just Slightly Faster Than The WABTEC/SAB-WABCO Disc, BAround 3 °F/Second

• Both Discs Reached A Temper

360 °F, The Highest Seen Duri
I-21

Spoke Strains an

Temperature
I-22

Spoke Mean Stra

-

200400600800

1,0001,2001,400

- 200 400 600 800 1,000 1,200 1,400 1,600 

Time(sec)

Mean Spoke Strain

(microstrain)

WABTEC/SAB-WABCOKnorr
I-23

June 16

-

500

1,0001,5002,0002,500

0 200 400 600 800 100

Time(sec)

Mean Spoke Strain

(microstrain)

WABTEC/SAB-WABKnorr

Mean Spoke Strain Measurements–Jun

File 061605_18.AB3
I-24

Observations

• Both Discs Show Similar Mean 

Profiles

• The Knorr Disc Shows 3% To 

Mean Strain

• Maximum Mean Strains Of 220

Microstrain Were Observed FoDisc

• Maximum Mean Strains Of 210

Microstrain Were Observed FoWABTEC/SAB-WABCO Disc
I-25

Spoke Mean Strain Ve

Temperature Of Disc Fricti

• Temperature Is Measured With 

Thermocouple Mounted On BaDisc Near The Outer Edge Of TRing

• Strains Are The Average Of Ga
I-26

Strain Estimates Based on Tem

• Analysis conducted to estimate the amou

tensile strain per friction plate temperatur

• This approach used temperature and stra

measurements at the beginning of each bover a full testing day

• While the new values are lower than the 

the relationship of the Knorr and WABTEdiscs remained the same

• The Knorr disc shows about 10% more st

WABTEC/SAB-WABCO disc
I-27

Spoke Strain/Disc Tempera

0.005.00

10.00

May 17 May 26 27-May 28-May 

Spoke Tensile Strain

(microstrain/degree F)

WABTEC/SAB-WABCOKnorr
I-28

Table I.2. Summary of Strain Estimates Per Degre

June 18 7.29 8.0

June 17 8.14 8.8

May 27 7.23 N/May 26 7.34 N/

May 17 7.11 N/

Kn

WABTEC/SAB -WABCO

Spoke 6 Tensile Stra

Microstrain/oF
I-29

May 17 Center WABTEC/SAB-WABCO Disc Spok

y = 7.1162x - 443.9

R2 = 0.6898

-

200400600800

1,0001,2001,4001,6001,800

0 50 100 150 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-30

May 26 Center WABTEC/SAB-WABCO Disc Sp

y = 7.3403x - 299.49

R2 = 0.868

-

200400600800

1,0001,2001,4001,600

0 50 100 150 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-31

May 27 Center WABTEC/SAB-WABCO Disc Spok

y = 7.2291x - 432.13

R2 = 0.8962

-

200400600800

1,0001,2001,4001,6001,8002,000

0 50 100 150 200 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-32 

June 17 Center WABTEC/SAB-WABCO Disc Spoke 6

y = 8.14x - 592.49

R2 = 0.9154

-

200400600800

1,0001,2001,4001,6001,800

0 50 100 150 200 250 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-33 

June 17 Center Knorr Disc Spoke 6

y = 8.8597x - 637.43

R2 = 0.902

(200)

-

200400600800

1,0001,2001,4001,6001,800

0 50 100 150 200 250 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-34

Axle 1-WABTEC/SAB-WABCO Disc

June 18, 2005

y = 7.29x - 459.64

R2 = 0.91

-

200400600800

1,0001,2001,4001,6001,8002,000

0 50 100 150 200 

Disc Thermocouple Measurement

(F)

Spoke 6 Tensile Strain

(microstrain)
I-35

Axle 2-Center Knorr Disc

June 18, 2005

y = 8.0598x - 550.03

R2 = 0.8522

(500)

-

500

1,0001,5002,000

0 50 100 150 200 

Initial Temperature

(F)

Initial Spoke Tensile Strain

(microstrain)
I-36

Heating and Cooling o
I-37

Heating Of Disc

• Based On A Limited Number O

Sequences, It Was Observed TKnorr Disc Heated Up More ThWABTEC/SAB-WABCO Disc DBraking

• A Methodology To Quantify Th

Difference Was Developed To Braking Sequence Days For WTemperature Data Was Observ
I-38 

0.05.0

10.015.020.025.030.0

May 17 May 26 27-May 17-Jun 1

Temp Rise/Change in Kinetic EnergyWABTEC/SAB-WABCO Kn

Temperature Rise 
I-39

Disc Temperature Rise 

Braking

Kinetic Energy 

Dissipated

Per Disc

Heat

Produced

Thermal

Mass

Foot Pounds

BTU

V FinalSpeed of VehicleV InitialSpeed of VehicleM Mass of Vehicle/12

( ) 21

f

i

2 2

=

=

=

M Vi −Vf

1,281 BTU = 

Pounds

Vehic12 Di

Temperature Rise = (1,281/.12 Thermal Mass) Delta KETemperature Rise = (10,675/Thermal Mass) Delta KE
I-40

Temperature Build-Up During Braking

0

50

100150200250300

0 2 4 6 8 

Braking Kinetic Energy Per Disc

(1,000,000 ft-lbs)

Delta Temperature

(F)

1

100 mph

80 mph

60 mph

120 mph

140 mph

Thermal Mass =

Specific heat(steel) =0.12 BTU/(lbm-F)

500 lbm steel Steel
I-41

Table I.3. Summary, Disc Temperature 

Change in Kinetic Energy Table

June 18 20.2 

June 17 21.3 

May 27 22.5 

May 26 22.4 

May 17 25.5 

WABTEC/SAB -WABCO

Disc Temperature Ris

Change in Kinetic En

TCke
I-42

CTke–May 17–Center WABTEC/SAB-WABCO Di

y = 25.452xR2 = 0.6593

-20

0

20406080

100120140

- 1.0 2.0 3.0 4.0 

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-43

CTke–May 26–Center WABTEC/SAB-WABCO 

y = 22.357x

R2 = 0.7191

-20

0

20406080

100120140160180

- 1.0 2.0 3.0 4.0 5.0 

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-44

CTke–June 17–Center WABTEC/SAB-WABCO 

y = 21.278x

R2 = 0.7477

(50.0)

-

50.0

100.0150.0200.0

- 1.0 2.0 3.0 4.0 5.0 6.0 7

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-45

CTke–June17–Center Knorr Disc

y = 22.528x

R2 = 0.6399

-

50.0

100.0150.0200.0250.0

- 1.0 2.0 3.0 4.0 5.0 6.0 

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-46

CTke–June 18–Center WABTEC/SAB-WABCO Disc

y = 20.16x

R2 = 0.82

-

20406080

100120140160180

- 12345

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-47

CTke–June 18–Center Knorr Disc

y = 21.90x

R2 = 0.68

-

20406080

100120140160180

- 12345

Braking Kinetic Energy

(ft-lbs/10^6)

Disc Temperature Rise

(F)
I-48

Cooling Of Discs

• Analysis Conducted To Addres

Constants For The WABTEC/SWABCO And Knorr Discs UndeSame Operational Conditions

• The Knorr Disc Cools Down Fa

The WABTEC/SAB-WABCO DThe Knorr Disc Heats Up FasteBraking Cycles 
I-49

Temperature Profile of WABTEC/SAB-WABCO and Knor

During Shakedown Run, File 061605_18.AB3-June 

0

50

100150200250300350400

0 100 200 300 400 500 600 700 

Time

(sec)

Back of Disc Temperature

(F)

WABKno
I-50

Time Constant (minutes) 6.3 

Average 377 

2 303 324 289 400 1 221 361 352 355 

WABTEC/SAB

Knorr WABCO WABTEC/ SAB-WABCO 

Initial Temperature Time Con

Observation 

Event Period

Table I.4. Thermal Time Con
I-51

Back of Disc Temperature, WABTEC/SAB-WABCO 

June 16-File 061605_18

0

50

100150200250300350400

0 100 200 300 400 500 600 70

Time(sec)

Temperature

(F)
I-52

Back of Disc Temperature, Knorr Disc

June 16-File 061605_18

0

50

100150200250300350400

0 100 200 300 400 500 600 70

Time(sec)

Temperature(F)
I-53

Illustration of Time Constants

June 16-File 061605_18

0

50

100150200250300350400

0 2 4 6 8 10 

Time

(min)

Temperature

(F)

W/S-W - Knorr - TDifferenc
I-54 

Temperature Differences After Braking Events - June 17, 2005

-25-20-15-10

-5

05

1015202530

16

11

16

21

26

31

36

41

46

51

56

61

66

71

76

81

86

91

96

101

106

111

116

121

Braking Sequence

Temperature Difference

(F)

WABTEC/SAB-WABCO Disc Higher Temperature

Knorr Disc Higher Temperature
J-1

Appendix J.Laboratory TestingPart Part A: Resolver Synchronization and Spreader Bar Test Part B: Residual Strains Part C: Vibration Analysis 
J-2

Part A: Resolver Synchro

and Spreader Bar T
J-3

Resolver Synchroniz

• Rotate axle in defined direction• Record slip ring resolver sine w• Record spoke position• Use resolver sine wave to dete

position of instrumented spoke strain is near zero and when BOlarge amplitude to identify plane
J-4 
J-5

Spreader Bar Te

• Place hydraulic ram and load ce

between the center brake disc aouter brake disc at the outer circumference of the discs

• Apply a spreading force normal 

discs in turn at a radial position with each spoke of the center dline with each spoke of the oute

• Record strain from each spoke 

spreading force application
J-6

6 -508 -8.6 -5.9 -89.1 74.1 -5.1 

-11.7 -4.9 -53.8 32.5 -9.4 

-504

5

4 -503 -13.2 -8 -1.2 -22.4 -6.9 -

3 -502 -10.6 -12 23 -48 -5.8 -

2 -510 -13.5 -11.6 -12.9 -13.4 -8.9 -

1 -505 -9 -11.9 -53.9 30.8 -6.9 -

6 -504 -10.5 -7.1 -89.3 72.4 -7.9 -

6 -400 -10.4 -7.2 -73.5 56.3 -7.7 -

S

Strain

F1

Strain 

R2

Strain 

R1

Strain 

F2

Strain 

F1

Force 

Applied [lb]

Spoke at 

which Force 

Applied

Center Disc Strains Measured on Center Disc Spoke Strains M

Force Applied at the Outer Perimeter of the Disc Friction Ring: 5.75 inches out from the inne

8 3/8 inches out from the hub 

Force Applied Between the Center Disc and the Outer Disc in each ca
J-7

Part B: Residual Stra
J-8

Residual Strain Te

• Performed By Mike Tomas (AMTR• Three Discs Examined

1. WABTEC/SAB-WABCO Disc After P

Operation And After Spokes Cut

2. Knorr Disc After Press On Operation3. WABTEC/SAB-WABCO Disc With T

Spokes After Spokes Cut 

• Strain Gages On Spokes In The R

Positions
J-9

Spoke Naming Conve

Nut Side–Side With Hydraulic

Assistance Plug
J-10

Plane Of Disc 

WABTEC/SAB-WABCO Dis

1.87”

.88”

Strain Gages
J-11

Table J.1. Spoke Cross Section 

0.25 in4

Moment Of 

Inertia (Bending 

Out-Of-Plane)

0.44 in4

Moment Of 

Inertia (Bending 

In-Plane)

1.9 in Area 2

WABTEC/ SAB-WABCO
J-12

Disc 1 WABTEC/SAB-W

• Interference Fit Parameters

– Allowable .009 to .012”– Press Force 27 to 84 Tons

• Disc 1

– Interference Fit .0097”– Press Force 54 Tons

Inf
J-13

Key Values

• E = 30.5 106 psi

• Cross Sectional Area Of Spoke 

Gage Location 1.9 in2

• Negative Strains Indicate A Re

Compressive Pre-Strain
J-14

Table J.2. WABTEC/SAB-WABC

Pre-Strain, Disc Remova

Average -390 

6 -348 -541 -445 9

5 -364 -360 -362 

4 -392 -374 -383 

3 -400 -295 -348 -5

2 -356 -480 -418 

1 -330 -436 -383 

Spoke Resultant Strain

Res

Ben

St

Resultant 

Average Strain

Nut Side Other Side

WABTEC/SAB-WABCO Disc–Good condition with app

2,000 miles service.

Disc removed from axle 4 on car 3534, May 28, 2005. 
J-15

WABTEC/SAB-WABCO 

Press Off Operatio

0

400800

1200

1

23

4

56
J-16

Test Of Observed Pre-

Reduction

• Assume:

– Pre-Strain Produces Only Compr

Along The Axis Of The Spoke

– This Force Can Be Estimated By 

Observed Strain (Average Of ThLeft Strain Gages) Times The CrArea Of Section

– The Six Forces Acting On The Fr

Should Be In Equilibrium
J-17

Spoke Forces On Frictio

0

6

1

∑Fi =

F1F4

F2

F5 F3

F6

Y

F1

F2 F3

F4

F F5 6
J-18

Summation Of Spoke F

-20

0

2040

-10 0 10 20 30 

Force in X Direction

Force in Y Direction Spoke 1

Spoke 6 Spoke 5

Spoke 2 Spoke 3

Indicates near equilibrium conditions
J-19

Table J.3. WABTEC/SAB-WABC

Pre-Strain, Spoke Cuttin

Average -600 -

6 -656 -725 -691 35 -697 -467 -582 -14 -694 -444 -569 -13 -613 -455 -534 -2 -567 -630 -599 3

1 -602 -650 -626 

Spoke Resultant Strain

Res

Ben

St

Resultant 

Average Strain

Nut Side Other Side

Spokes cut to relieve any pre-stress. WABTEC/SAB-W

condition with approximately 1,500 to 2,000 m

Disc removed from axle 4 on car 3534, May 
J-20

WABTEC/SAB-WABCO 

Spokes Cut

0

400800

1,2 0 0

1

23

4

56
J-21

Spoke Force Summa

Disc 1

-20-10

0

102030405060

-20 0 20 40 

Force in X Direction

Force in Y Direction Spoke 1

Spoke 6 Spoke 5

Spoke 2 Spoke 3

Indicates near equilibrium conditions
J-22

Table J.4. WABTEC/SAB-WABC

Pre-Strain, Disc Removal and Dis

Average -990 -

6 -1,004 -1,266 -1,135 15 -1,061 -827 -944 -14 -1,086 -818 -952 -13 -1,013 -750 -882 -1

2 -923 -1,110 -1,017 

1 -932 -1,086 -1,009 

Spoke Resultant Strain

Res

Ben

St

Resultant 

Average Strain

Nut Side Other Side

Combined Residual Strain (Both Compre
J-23

Disc 1

Combined Relieved S

0

400800

12 0 0

1

23

4

5

6
J-24

Disc 1 Combined

-40-20

0

20406080

100

-50 0 50 1

Force in X Direction

Force in Y Direction Spoke 1

Spoke 6 Spoke 5

Spoke 2 Spo
J-25

Table J.5. Knorr Disc 2 Pre-S

Disc Installation

Average -533 

6 -531 -585 -558 

5 -513 -524 -519 5

4 -460 -612 -536 

3 -503 -530 -517 1

2 -637 -524 -581 -5

1 -491 -484 -488 -

Spoke Resultant Strain

Res

Ben

St

Resultant 

Average Strain

Nut Side Other Side

Knorr Press On
J-26

Knorr Disc

Disc 2

0

400800

1200

1

23

4

56
J-27

-40-20

0

20406080

100

0 20 40 60 80 

Force in X Direction

Force in Y Direction

Knorr Disc

Disc 2

Spoke 1

Spoke 6 Spoke 

Spoke 

Spoke 2

Indicates near equilibrium conditions
J-28

Disc 2 Knorr

Photo Courtesy of J. Gordon, V
J-29

Spoke Strain Gage On Kn

Photo Courtesy of J. Gordon, V
J-30

Spoke Strain Gage On Kn

Photo Courtesy of J. Gordon, V
J-31

Material Propertie

Knorr Disc

• Reported by Volpe

– Yield Strength 850-900 MP– Ultimate Strength 1000-1050 – Yield Strength 123-130 ksi– Ultimate Strength 145-152 ks
J-32

Disc 3 WABTEC/SAB-W

Disc With Two Cracked 

• Cracked Spokes–No Pre-Stres• Other Spokes: 

– Strain Levels Less Than In Disc 

Off Operation

– Large Values Of Bending Strain 
J-33

Table J.6. WABTEC/SAB-WABC

Pre-Strain, Spoke Cutting with Two Cr

Note: Average Based on Spokes 2 and 5

Average -741 N

6 N/A -474 N/A N

5 -580 -779 -680 99

4 2 N/A N/A N

3 -2 31 15 -1

2 -1,219 -386 -803 -41

1 N/A -681 N/A N

Spoke Resultant Strain

Resu

Ben

Str

Resultant 

Average Strain

Nut Side Other Side

WABTEC/SAB-WABCO Disc with Two Cracked 
J-34

Summation Of Spoke 

• The Equilibrium Conditions Can

With The Two Broken Spokes Assumption Stated Above

F1

F5

F6 F2
J-35

Comments

• Spokes Compressive Force Mu

Augmented With Shear Forces Spoke

• The Available Test Data Does 

This Force To Be Calculated

• The Large Bending Strain In Sp

Indicate Shear In Spoke 2
J-36

Cracked Spoke 

Ph
J-37

Cracked Spoke

Ph
J-38

Observations

• These observations based on limited sample:

– One WABTEC/SAB-WABCO disc (press off and cu– One WABTEC/SAB-WABCO disc with two cracked 

spokes)

– One Knorr disc (press on)– Extrapolation to total population will require more s

• WABTEC/SAB-WABCO disc:

– Press off operation relieved strain 360 to 440 micro– Cutting the spokes relieved strain 530 to 690 micro– Retired disc with two cracked spokes, showed no p

cracked discs

– Retired disc with two cracked spokes, showed reta

680-800 microstrain on two spokes (the other two sgage readings on both sides of spoke, but one-side680 microstrain) 

• Knorr disc:

– Press on operation produced strain level of 490-58
J-39

Part C: Vibration Anal
J-40

Acela Wheelset 

• Static Vibration Tests Conducted On Two 

Using Acceleration Measurements:

– One With WABTEC/SAB-WABCO Dis

Knorr Discs

– Each Wheelset Removed From Truck

Shop Floor
J-41

Test Conditions–

Hammer Blow Accelerom

A2A1
J-42

Test 1–Analysis Cond

• 45 Oz Dead Blow Hammer Use

Input

• FFT Over 1-Second Window,

Approximately 1/2 Second Afte

• Channel 1–Accelerometer A1

Channel 2–Accelerometer A2
J-43

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

220 Hz(180 OP)

320 Hz(IP) 360 Hz (IP) 675 Hz (IP) 815 Hz (IP) 905 Hz (180 OP) 990 Hz

(IP)
J-44

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

420 Hz(IP)

225 Hz(180 OP)

245 Hz(180 OP)

320 Hz(IP)

360 Hz(IP)

675 Hz(IP) 815 Hz (IP) 905 Hz (180 OP) 990 Hz (IP)
J-45

Test Conditions–

Hammer Blow Accelerometer

A2A1
J-46

Test 2–Analysis Cond

• 45 Oz Dead Blow Hammer Use

Input

• FFT Over 1-Second Window, R

The Impact

• Channel 1–Accelerometer A1

Channel 2–Accelerometer A2
J-47

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

200 Hz(180 OP)

235 Hz(180 OP)

245 Hz(180 OP) 290 Hz

(100 OP)

335 Hz(IP)

645 Hz(IP) 675 Hz

(IP)
J-48

Test Conditions–

Hammer Blow Accelerometer

A2 A
J-49

Test 3–Analysis Cond

• 45 Oz Dead Blow Hammer Use

Input

• FFT Over 1-Second Window, R

The Impact

• Channel 1–Accelerometer A1

Channel 2–Accelerometer A2
J-50

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

2(

100 Hz(IP) 245 Hz

(IP)

225 Hz(120 OP)

200 Hz

95 Hz (IP )(IP)

290 Hz(120 OP)

310 Hz(180 OP) 355 Hz

(150 OP)
J-51

Test Conditions–

Hammer Blow Accelerometer

A2 A
J-52

Test 4–Analysis Cond

• 45 Oz Dead Blow Hammer Use

Input

• FFT Over 1-Second Window, R

The Impact

• Channel 1–Accelerometer A1

Channel 2–Accelerometer A2
J-53

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

220 Hz(120 OP)

245 H z(IP)

335 H z(IP) 355 H z (150 OP) 535 H z (IP)

290 H z(IP)

310 H z(180 OP)

100 H z(IP)

185 H z(IP)

275 H z(180 OP) 
J-54

Test Conditions–

Hammer Blow Accelerometer

A2

A
J-55

Test 5–Analysis Cond

• 45 Oz Dead Blow Hammer Use

Force Input

• FFT Over 1-Second Window, R

The Impact

• Channel 1–Accelerometer A1

Channel 2–Accelerometer A2
J-56

WABTEC/SAB-WABCO Disc K

Vibration Analysis–Test Co

275 H z(IP)

350 H z(IP)

200 H z (180 OP)

220 H z(IP)

245 H z(180 OP)

310,335,355 H z(IP)

420 H z(IP) 555 H z

(180 OP)

1105 H z(120 OP)

1070 H z(IP)
J-57

Second Vibration T

BOP Mode for Knorr 

• A BOP Natural Frequency For The K

Difficult To Resolve Using The AcceAnd Hammer As Described Above

• Field Data Indicated A BOP Freque• A Second Method Of Investigating T

Frequency Was Used After CompleTesting
J-58

Vibration Test, Knorr 

• For This Test, The Strain Gages On 

And 6 Of The Center Disc Of Test AUsed To Produce Signals For Analy

• Test Axle 2 Was Still Installed In B-

Under Coach Car 3534 

• A Hammer Was Used To Excite Th• Three Successive Hammer Blows, 

Apart, Were Applied To The Friction Spoke 3 Position When Spoke 6 WO’Clock Position And Within The Pa

• Brakes Were Not Applied And Not T
J-59

0 5 10 15 20 25 30 35 

Sec

-1100-1000

-900-800-700-600-500-400

uE

Knorr disc was hit at the spk 3 spk 6 was at 2 o clock

CTR2SPK6R1 whole test three hits 

• The Resulting Ring Out Of The Spo

Gage Signals Is Shown Below

Spoke 6, R1 Strain Gage Signal–Three Ha
J-60

0 5 10 15 20 25 30 35 

Sec

-1300-1200-1100-1000

-900-800-700-600-500

uE

CTR2SPK3R1 whole test three hits

Spoke 3, R1 Strain Gage Signal–Three Hamm
J-61

1.00 1.05 1.10 1.15 1.20 1.25 1.30 

Sec

-1100-1000

-900-800-700-600-500-400

uE

Third hit was extracted and worked on for PSD

CTR2SPK6R1 third hit only

Spoke 6, R1 Strain Gage Signal After Third H
J-62

1.02 1.04 1.06 1.08 1.10 1.12 

Sec

-300-200-100

0

100200300400

uE

Mean removed CTR2SPK6R1 third hit only

Spoke 6, R1 Strain Gage Signal, Mean Removed, Afte
J-63

0 100 200 300 400 500 600 700 800 900 1000 

Frequency(Hz)

 -50

 0

 50

 100 150 200 250

uE^2/Hz

351Hz

460Hz

680Hz

PSD of the mean removed data

PSD Of Spoke 6, R1 Strain Gage Signal, Mean Removed, Afte
J-64

0 100 200 300 400 500 600 700 800 900 1000 

Frequency(Hz)

 -60 -50 -40 -30 -20 -10

 0

 10 20 30 40

dB

Log10(PSD)*10

PSD (dB Scale) Of Spoke 6, R1 Strain Gage Signal, Mean Removed
J-65

0 5 10 15 20 25 30 35 

Sec

-950-900-850-800-750-700

 

M oving Average of CTR2SPK6R1

• A 4-Point Moving Average Filter Was 

Filter Out The Dominant 680 Hz ModOn The Lower Frequency Modes

Spoke 6, R1 Strain Gage Signal, 4-Point Moving Average
J-66

0 5 10 15 20 25 30 35 

Sec

-1050-1000

-950-900-850-800-750-700-650

uE

Moving Avg of CTR2SPK3R1

Spoke 3, R1 Strain Gage Signal, 4-Point Moving Average–T
J-67

1.02 1.04 1.06 1.08 1.10 1.12 

Sec

-950-900-850-800-750-700

uE

CTR2SPK6R1 filtered third hit only

Spoke 6, R1 Strain Gage Signal, 4-Point Moving Average, A
J-68

• The Knorr Disc Has A BOP Frequen

0 100 200 300 400 500 600 700 800 900 1000 

Frequency (Hz)

 0 2 4 6 8

 10 12

uE^2/Hz

351Hz

460Hz

680Hz

PSD of the filtered data CTR2SPK6R1

PSD of Spoke 6, R1 Strain Gage Signal, 4-Point Moving Average, Aft
J-69

0 100 200 300 400 500 600 700 800 900 1000 

Frequency (Hz)

 -60 -50 -40 -30 -20 -10

 0

 10 20 30 40

dB

Log10(PSD)*10

PSD (dB Scale) of Spoke 6, R1 Strain Gage Signal, 4-Point MovHammer Blow
J-70

0 100 200 300 400 500 600 700 800 900 1000 

Frequency(Hz)

-60-50-40-30-20-10

0

10203040

dB

Comparison Of The Two PSDs–Non Filtered (Blue) An
J-71

• The Oscillations Seen On Spokes 3 A

Of Phase With Respect To Each Othe

19.345 19.350 19.355 19.360 19.365 19.3

Sec

-200-100

0

100200300

uE

Demeaned And Filtered CTR2SPK6R1 And CT

K-1

Appendix K.Brake Support Links

Section Link Descriptions Examples of Link Behavior 

June 16–File 18, Braking, No Sustained Oscillations,

Axle Trailing 

June 18–File 24, Braking, No Sustained Oscillations,

Instrumented Axle in Lead 

June 18–File 24, Braking, Sustained Oscillations,

Instrumented Axle in Lead 

June 17–File 25, Braking Sustained Oscillation,

Instrumented Axle in Lead 

Observations 
K-2

Link Description
K-3

Brake Caliper Suppor

Brake Calipe

Brake Pads Support Link

Brake Mounting Tube
K-4

Gage Location

• 3 Inches Down From Top• Face Inside–Towards Center O

Caliper End

Brake Mounting Tube End

Brake Shoe Side

3 inches

Center Disc

9”

D
K-5

Force Versus Strain In B
K-6

Expected Behavi

Direction of Travel

Compression during braking 

Calipers

Brake shoe
K-7

Major Assumptio

• The Strain Measured By The S

On The Link Is A Good IndicatiIn Link

• Should Be A Good Assumption 

Link Is Pinned At Both Ends
K-8

Examples Of Link Be
K-9

Data Selection

• All Under Braking Condition• Brake Cylinder Pressure ~ 50 p• Instrumented Axle In Lead Pos

– During Sustained Oscillations– During Non-Sustained Oscillation

• Instrumented Axle In Trail Posi

– During Non-Sustained Oscillation
K-10

Table K.1. Examples Analy

June 17–File 25 Yes Lead June 18–File 24 Yes Lead June 18–File 24 No Lead June 16–File 18 No Trail 

Axle 

Sustained

Date/File Oscillation
K-11

June 16–File 18 

Braking

No Sustained Oscilla

Axle Trailing 

t = 375 seconds 

Speed = 94 mph
0 100 200 300 400 500 600 

K-12

Sec

-10

0

102030405060

PSI

WABTEC/SAB-WABCO Disc Brake Cylinder P

June 16–File 18–375 Seco

Braking, No Sustained Oscillations An

K-12
K-13

0 100 200 300 400 500 600 

Sec

-200-100

 0

 100 200

uE

AB3.1.39_AXLE1LLINK

June 16–File 18–375 Secon

Braking, No Sustained Oscillations An

Left Lin
K-14

0 100 200 300 400 500 600 

Sec

-200-100

 0

 100 200

uE

AB3.1.40_AXLE1RLINK

June 16–File 18–375 Seco

Braking, No Sustained Oscillations An

Right L
K-15

0 100 200 300 400 500 600 

Sec

 -50

 0

 50

 0

 50

 100 150

uE

Left Link

Right Link

June 16–File 18–375 Secon

Braking, No Sustained Oscillations An

1-Second Moving Average
K-16

375.0 375.5 376.0 376.5 377.0 377.5 378.0 378.5 

Sec

-200

-100

 0

 100

uE

 100 200

June 16–File 18–375 Secon

Braking, No Sustained Oscillations And 

5 Seconds

Left 

Righ
K-17

June 16–File 18–375 Secon

Braking, No Sustained Oscillations An

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Disc, Left Link Strain, 16384 po

Left Link

K-17
K-18

June 16–File 18–375 Secon

Braking, No Sustained Oscillations And 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Disc, Right Link Strain, 16384 p

Right 

K-18
K-19

June 16–File 18–375 Seco

Braking, No Sustained Oscillations An

June 16 – File 18 - 375 No Trail No 

Harm

Axle Cont

Sustained

Date/File/Time Oscillation

June 16 – File 18 - 375 No Trail +13

Lef

Lin

Axle Micros

Sustained

Date/File/Time Oscillation

June 16 – File 18 - No Trail +13

Lef

Lin

Axle

Sustained

Oscillation
K-20

June 18–File 24 Bra

No Sustained Oscilla

Instrumented Axle In 

t = 310 Seconds

Speed = 117 mph
K-21

June 18–File 24–310 Seconds Br

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

-10

 0

 10 20 30 40 50 60

PSI

AB3.1.13_CYLPRESS1

K-21
K-22

June 18–File 24–310 Seconds Br

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

 -50

 0

 50

 100 150 200

uE

AB3.1.39_AXLE1LLINK No Sustained Oscillations 

Left Link

K-22
K-23

June 18–File 24–310 Seconds Br

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

-200-100

 0

 100 200 300 400

uE

No Sustained Oscillations AB3.1.40_AXLE1RLINK 

Left Link

K-23
K-24

0 100 200 300 400 500 6

Sec

 0

 50

 100 150 200 250

300

uE

June 18–File 24–310 Seconds Br

Sustained Oscillations Instrumented 

Right Link

 50

 100

Left Link

1 Second Moving Average

K-24
K-25

 0

 100

uE

0

 100

uE

June 18–File 24–310 Seconds B

Sustained Oscillations Instrume

In Lead

L

R

310.0 310.5 311.0 311.5 312.0 312.5 313.0 313.5 

Sec

-200

K-25
K-26

June 18–File 24–310 Seconds B

Sustained Oscillations Instrume

In Lead

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-50-40-30-20-10

0

1020304050

dB

PSD of WABTEC/SAB-WABCO Disc, Left Link S

16384 points, 5 point moving avg, t = 310 s, speed = 

K-26
K-27

June 18–File 24–310 Seconds B

Sustained Oscillations Instrume

In Lead

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-50-40-30-20-10

0

1020304050

dB

PSD of WABTEC/SAB-WABCO Disc, Right Lin

16384 points, 5 point moving avg, t = 310 s, speed 

K-27
K-28

June 18 – File 24 - 310 No Lead No 

Harm

Axle Cont

Sustained

Date/File/Time Oscillation

June 18 – File 24 - 310 No Lead -32 

Lef

Lin

Axle Micros

Sustained

Oscillation

June 18 – File 24 - 310 No Lead -32 

Lef

Lin

Axle

Sustained

Date/File/Time Oscillation

June 18–File 24–310 Seconds B

Sustained Oscillations Instrume

In Lead
K-29

June 18–File 24 

Braking 

Sustained Oscillatio

Instrumented Axle in 

t = 580 seconds

Speed = 110 mph
K-30

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

-10

 0

 10 20 30 40 50 60

PSI

AB3.1.13_CYLPRESS1

K-30
K-31

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

 -50

 0

 50

 100 150 200

uE

AB3.1.39_AXLE1LLINK

No Sustained Oscillations

K-31
K-32

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

0 100 200 300 400 500 

Sec

-200-100

 0

 100 200 300 400

uE

AB3.1.40_AXLE1RLINK No Sustained Oscillations 

K-32
K-33

0 100 200 300 400 500 

Sec

 0

 50

 100 150 200 250 300

uE

 50

 100

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

1 Second Moving Average

K-33
K-34

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

581.0 581.5 582.0 582.5 583.0 583.5 584.0 584.5 

Sec

-200-100

0

100200300400

uE

WABTEC/SAB-WABCO Disc, Left Link St

5 Seconds

K-34
K-35

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

581.0 581.5 582.0 582.5 583.0 583.5 584.0 584.5 

Sec

-200-100

0

100200300400

uE

WABTEC/SAB-WABCO Disc, Right Link St

5 Seconds

K-35
K-36

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

581.010 581.020 581.030 581.040 581.050 581.060 58

Sec

-200-100

0

100200300400

uE

WABTEC/SAB-WABCO Disc, Left Link S

0.1 Second

18.6 Cycles in .1 Second

1 2 3 4 5 6 7 8 9 10 11 12 

K-36
K-37

June 18–File 24 (Brake

581.010 581.020 581.030 581.040 581.050 581.060 58

Sec

-200-100

0

100200300400

uE

WABTEC/SAB-WABCO Disc, Right Link St

0.1 Second 18.6 Cycles in .1 

1 2 3 4 5 6 7 8 9 10 11 12 

K-37
K-38

Links Out Of Pha

 0

 100 200 300

uE

 0

 100 200

uE

Rig

L

K-38
0 100 200 300 400 500 600 700 800 900 1000 

K-39

Hertz

 -50 -40 -30 -20 -10

 0

 10 20 30 40 50

dB

PSD of Faiveley Disc, Right Link Strain, 16384 points, 5 point moving av

Harmonic Content

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

PSD of WABTEC/SAB-WABCO Disc, Right Li

16384 points, 5 point moving avg, t = 581 s, spee

K-39
K-40

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-50-40-30-20-10

0

1020304050

dB

PSD of WABTEC/SAB-WABCO Disc, Left Link S

16384 points, 5 point moving avg, t = 581 s, speed = 

K-40
K-41

June 18 – File 24 - 580 Yes Lead Ye

Harm

Axle Cont

Sustained

Date/File/Time Oscillation

June 18 – File 24 - 580 Yes Lead -32 

Lef

Link

Axle Microst

Sustained

Oscillation

June 18 – File 24 Lead -32 

Lef

Link

Axle

Sustained

Date/File/Time Oscillation

June 18–File 24–580 Seco

Braking 

Sustained Oscillations Instrumented 
K-42

June 17–File 25 

Braking 

Sustained Oscillatio

Instrumented Axle In 

t = 559 secondsSpeed = 68 mph
K-43

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 

Sec

-10

 0

 10 20 30 40

PSI

AB3.1.13_CYLPRESS1

K-43
K-44

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 

Sec

-100

 -50

 0

 50

 100

uE

AB3.1.39_AXLE1LLINK

Left Link

K-44
K-45

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 

Sec

-300-200-100

 0

 100

uE

AB3.1.40_AXLE1RLINK

Right Link

K-45
K-46

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 

Sec

-40-20

0

2040

mph

WABTEC/SAB-WABCO Disc, Left Link Strain, 3000 po

1 Second Moving Average

K-46
K-47

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 

Sec

-250-200-150-100

 -50

 0

 50

mph

Knorr Disc, Left Link Strain, 3000 point moving 

1 Second Moving Average

K-47
K-48

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

599.010 599.020 599.030 599.040 599.050 599.060 59

Sec

-300-200-100

0

100

uE 

WABTEC/SAB-WABCO Disc, Right Link S

0.1 Second

1 2 3 4 5 6 7 8 9 10 11 12 

18.6 Cycles in .1 

K-48
K-49

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

599.010 599.020 599.030 599.040 599.050 599.060 5

Sec

-300-200-100

0

100

uE 

WABTEC/SAB-WABCO Disc, Left Link Str

0.1 Second

1 2 3 4 5 6 7 8 9 10 11 12 1

K-49
K-50

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented 

Right And Left Link Out Of P
K-51

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Left Link Strain, 16384 points, 

K-51
K-52

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A

0 100 200 300 400 500 600 700 800 900 1000 

Hertz

-40-20

0

2040

dB

PSD of WABTEC/SAB-WABCO Right Link Strain, 16384 poin

K-52
K-53

June 16 – File 18 - 375 No Trail No 

Harm

Axle Cont

Sustained

Date/File/Time Oscillation

June 17 – File 25 - 559 Yes Lead -17 

Lef

Lin

Axle Micros

Sustained

Oscillation

June 17 – File 25 - Yes Lead -17 

Lef

Lin

Axle

Sustained

Date/File/Time Oscillation

June 17–File 25–559 Seco

Braking 

Sustained Oscillation Instrumented A
K-54

Observations

• No Sustained Oscillations

– Small Dynamic Link Strains– No Harmonic Link Content– Brake Links In Compression Or Tensio

• Sustained Oscillations

– Only Observed When Brake Links In C– Large Dynamic Link Strains– Harmonic Content–Fundamental Freq

~ 187 Hz

– May Indicate Stick-Slip Behavior 
K-55

Observations

• The Two Links Show Some Similar 

– Both Demonstrate Same Direction Of – Both Have Similar Shape In The Time 

• Left Link

– Larger Than Right Link For Tension (T

Factor Of 6

• Right Link

– Larger Than Left Link For Compressio

( Leading Axle) By Factor Of 7 To 10
K-56

Table K.2. Brake Link Data An

June 17–File 25 - 559 Yes Lead YeJune 18–File 24 - 580 Yes Lead Ye

June 18–File 24 - 310 No Lead NoJune 16–File 18 - 375 No Trail No 

Harm

Axle Cont

Sustained

Date/File/Time Oscillation
K-57

Table K.3. Summary Of Brake Li

June 17–File 25 - 559 Yes Lead -17 

-32 

June 18–File 24 - 580 Yes Lead

June 18–File 24 - 310 No Lead -32 June 16–File 18 - 375 No Trail +13

Lef

Lin

Axle Micros

Sustained

Date/File/Time Oscillation
K-58

-250-200-150-100

-50

0

50

100150

123

Microstrain

Right Link ChangeLeft Link Change

June 18 

File 24 

580 sec.

June 18 

File 24 

310 sec.

June 16 

File 18 

375 sec.

K-58
K-59

-300-250-200-150-100

-50

0

50

100150200

123

Microstrain Moment/D

Total Force

June 18 

File 24 

580 sec.

June 18 

File 24 

310 sec.

June 16 

File 18 

375 sec.

K-59

L-1

Appendix L. 

Daily Handouts 

Handouts provided during each test are available on CD-ROM 

upon request. Please direct requests to the following: 

ENSCO, Inc. 

ATE Division 

5400 Port Royal Road 

Springfield, VA 22151 

Telephone: 703-321-4475 

M-1

Appendix M. 

Background of the WABTEC/SAB-WABCO 

Supplied Brake Disc

(Prepared by Faiveley Transport) 
25/11/05

1 

Residual Compressive Stresses in Spokes• Compressive stresses level in used disc d

assembly process of disc on axle and due shrinking effects of friction ring caused by friction surface

• The compressive stress caused by the ass

process depends on the interference fit beand hub

• The compressive stress caused by the shr

the friction ring depends on the overall temlevel as well as on the differences in the frsurface e.g. caused by hot spots

• The overall compressive stress level stabi

service before yielding point
25/11/05

2 

Residual Compressive Stresses in Spokes

• Example for the development of compressive strain

measurement at the spoke during dynamometer tesTransport (see dynamometer test report V/V98-101

Note: Increase after stopping distance test and start of route possibly c

(temperature @ measurement,slight shifting in strain gauge, etc.)

-479

-1397

-1209

-1392

-1800-1600-1400-1200-1000

-800-600-400-200

0

After

assemby

process

After

stopping

distance test

Before route

profile test

After route

profile test

Strain [μm/m]

see page 36

see page 93

see 

see page 56 
25/11/05

3 

Design Principle

• The principle design consideration for the brake disc was the hig

resistance of the monoblock disc as required by the specificatiothe Acela monoblock brake disc and especially the spoke desig

adapted to this requirement. 

• The basis for this design option is the fact that the thermal expa

friction ring is related to a certain dimension.

• The basis for this design option is the fact that the thermal expa

friction ring and the loads on the spokes are related to certain delongation of the spoke is defined by the geometrical value of ththe friction ring. 

• The elongation of the spoke is defined by the geometrical value 

expansion. Therefore the stress level in the spoke from thermal 

depends directly on the length of the spoke. 

• To resist the high thermal requirement the spokes length has be

reduced the stress level caused by the thermal expansion of the 

• By increasing the spoke length, the stress level in the spoke cou

significantly against a more rigid fixing of the spoke e.g. at the inthe friction ring. 

• To support the minor influence of the specified lateral shocks, a 

applied to the spoke in lateral direction to increase the stiffness specified lateral shock. 

• To increase the strength and resistance a tempered cast steel m

chosen as the brake disc material.
25/11/05

4 

Design Principle

• Theoretical background for stress level by thermal e

ε = ∆l/ l0

where:

ε = strain at the spokel0 = "normal" spoke length

∆l =elongation of the spoke by thermal expansion of the fric

σ = ε * E

where:

σ = nominal stress level in spokeε = strain at the spokeE =modulus of elasticity 

• The length , size and the connection of the spoke to the fric

significant influence on the overall tensile stress level cause

expansion because the elongation of the spoke is geometri

expansion of the friction ring.

• For example a spoke with approx. 25% shorter length would 

40% more strains caused by thermal loads
25/11/05

5 

Design verification process• The brake disc design has been validated by a theoretical and p

approach utilizing common tools, such as the FEA calculation, dtests, vehicle test, etc.

• A first preliminary internal FEA calculation was completed in 19

design discussion for the Acela axle mounted disc. After the intethis design, comments led to a revision of the design and an upcalculation in 1997. The revised and updated FEA calculation win a final report (see document V/A97-092 Rev00) and formed tfinal proposal for the disc design. Based on this proposal the d

jointly accepted.

• The evaluation of the FEA has been realized acc. to Smith, Wa

by applying an S/N-curve and the corresponding damaging fact

evaluation of the FEA shows no indication for concern even undunrealistic scenarios.

• The dynamometer test simulated various load conditions such a

profile under service load condition and continuously overload cthe dynamometer test shows no indication for concern even undoverload conditions.

• A vehicle testing has been performed confirming the results from 

verification process and also here no indication for concern cou

• Based on the verification process the disc has been jointly acce

in the Acela vehicles.
TECHNICAL DEFINITIONS 

 Definition 

Cant Deficiency 

For a train traveling through curved track at a given speed, the cant deficiency is 

the additional height that the elevated rail would have to be raised in order to 

produce a condition in which there is no net lateral force exerted on the rail. 

Decibels A unit for expressing the ratio of two amounts of electric or acoustic signal power 

equal to 10 times the common logarithm of this ratio 

Truck/Bogie 

Swiveling carriage consisting of a frame, two pairs of wheels and a collection of 

springs used to carry and guide one end of a railroad car during navigating over 

railroad tracks 
ACRONYMS AND ABBREVIATIONS 

 Acronym and Abbreviation 

Amtrak National Passenger Railroad Administration 

Axle 1 Test axle with the WABTEC/SAB-WABCO supplied discs on Coach 3413; Axle 1 

on A-end truck adjacent to Power Car 2038 

Axle 2 Test axle with the Knorr discs on Coach 3534; Axle 4 on B-end truck adjacent to 

Coach 3413 

BIP Bending of spokes in-the-plane of the disc 

BOP Bending of spokes out-of-the-plane of the disc 

DB Decibels 

°F Temperature measured in degrees Fahrenheit 

F1 Strain Gage in plane face of spoke facing Spoke 1 

F2 Strain Gage in plane face of spoke facing Spoke 5 

Faiveley Faiveley Transport 

FEA Finite element analysis 

FRA Federal Railroad Administration 

g Acceleration of gravity 

GPS Global Positioning System 

IR Infrared 

Knorr Knorr Brake Corporation 

MP&E Motive power and equipment 

MPH, mph Miles per hour 

MTI Metallurgical Technologies, Inc., P.A. 

NEC Northeast Corridor 

NECMSC Northeast Corridor Maintenance Services Company 

PSD Power Spectral Density; describes how the variance, or power, of a time series is 

distributed as a function of the different frequencies that form the signal 

PSI, psi Pounds per square inch 

R1 Strain Gage on out of plane face of spoke 6 (nut side) 

R2 Strain Gage on out of plane face of spoke 6 (opposite nut side) 

SO Sustained Oscillation 

Spoke Number Spoke naming convention 

Ε Strain 

W/S-W WABTEC/SAB-WABCO Supplied 

Wabtec Wabtec Corporation 

μE, με Microstrain - Strain times 106