Brake System KNOOR.pdf

Knorr-Bremse Group 1
0CHE2-Intro.ppt, rev.00, 04.08.2006
EMU CHE2 of China Railways
- electro-pneumatic brake system -
Training Qingdao, 9.-13.10.2006
This folder is made for training purposes only. It is made for your personal use exclusively.
Copying and any distribution are strictly prohibited.
Revision 01, 13.10.2006

KNORR-BREMSE BERLIN
Zweigniederlassung der Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Georg-Knorr-Straße 4
D-12681 Berlin
e-mail: training.ber.rail@knorr-bremse.com
www.knorr-bremse.com
Phone ++49 30 9392 2460
Fax ++49 30 9392 2465
Adressblatt

Content
ƒ Introduction
ƒ Electronic brake control / WSP
ƒ Pneumatic brake control
ƒ Air supply and treatment
ƒ Mechanical brake equipment
ƒ others

Brake system overview
Electro-dynamic brake (ED-brake)
free of wear, main brake system for service brakes
(direct) electro-pneumatic brake (ep-brake)
supplementary brake system for service brakes,
substitute brake in case of faulty ED-brake,
stopping brake,
load corrected, wheel-slide-protected
(indirect) pneumatic brake (p-brake)
back-up system, for towing purposes
Parking brake

Configuration of the pneumatic brake equipment
A - Air Supply Equipment existing in T, TP
B - Brake Control Equipment existing in all cars
C - Mechanical Brake Actuating Components existing in all cars
G - Wheel-Slide Protection Equipment existing in all cars
L - Air Suspension Equipment existing in all cars
U - Pantograph Actuating Equipment existing in TP

Air supply pressure R
Pre-control pressure Cvx
Brake cylinder pressure C
Parking brake pressure
Control pressure load limitation T
Colour code for pressures

Friction brake modes (1)
Service Brake
− supplementation of the ED-Brake with the pneumatic brake, if ED-Brake
performance is not sufficient (Blending is executed by BT , using motor
and trailer axles).
− take over of the Stopping Brake by pneumatic brake in all
bogies (depending on the ED-Brake characteristic, control responsibility: BT)
- load controlled, wheel-slide protected
Service Brake with (at times also partial) ED-Brake failure
− substitution of electro-dynamic brake force (ED-Brake) on the motor axles by
friction brake force (in case ED-Brake is not available).
- load controlled, wheel-slide protected
Security brake
- initiated by push button, ATC, train shut-down, computer stall, drivers safety device
Æ safety loop opens Æ emergency brake valve is de-energized
- executed by pneumatic brake only

Emergency Brake
− highest brake performance, ED- and P-brake are used together
Passenger Emergency Brake
− Generates an alarm to the driver and applies full service brake but gives the
driver the chance to override the emergency brake if he deems necessary (e.g. to
select a more suitable location to stop the train / tunnel, bridge !/)
Parking Brake
− Spring Brake with maximum bogie braking effort sufficient to hold the train safely
on a 30 ‰ downward slope.
Automatic Brake Initiation
− Emergency braking applied through safety devices or train disconnection.

Stopping Brake (at v≤ 10 km/h)
− Braking effort will be taken over from ED brake by the pneumatic brake (P-Brake)
at lower speeds in the motor bogies achieving a balanced deceleration force along
the entire train.
Holding Brake
− The train stop position is maintained by a defined hold level (for example: to hold a
train when stopped on a slope).
Towing brake
- enables a indirect braked loco to control the CHE 2 - train

Piping diagram TA 30061/11 (MC)
Precontrol pressure
BP-control /
indirect brake
C-Pressure / WSP
Parking brake control
Air suspension
Air Supply

Piping diagram TA 30061/12 (TC)
Precontrol pressure
BP-control /
indirect brake
C-Pressure / WSP
Parking brake control
Air suspension
Air Supply

1CHE2-brake control E.ppt, rev.00, 04.08.2006
Chapter 2
Electronic brake control
Wheel slide protection

Vehicle scheme TA 30061/210
The vehicle scheme gives a principle understanding about train wide brake control.
It shows the complete system of electric / electronic brake control for the whole
train. It contains the KB-supply as well as the components of other suppliers.
MC motorized end cars MVB Multi Vehicle Bus (not Knorr supply)
TP trailer car with pantograph WTB Wired Train bus (not Knorr supply)
M motorized cars BCU Brake Control Unit
T trailer cars VCU Vehicle Control Unit (not Knorr supply)
GW Gateway (not Knorr supply)

Equipment scheme TA30061/200
The equipment scheme gives a principle understanding about car-related brake control.
It shows the complete system of electric / electronic brake control for the whole
car. It contains the KB-supply as well as the components of other suppliers.
It is the analogue document as the piping diagram is for the pneumatic system.

Brake control Unit “ESRA” (B06)

ESRA : Introduction / Basis
ESRA: - Electronic System for Railway Application
Standardised platform of hard-and software
Distributed data processing, internal communication via CAN-bus
19- inch housing, 3- HE-plug-in-boards
Peripheral devices are connected via front connectors

E S R A History
1993 Requirements and Technical Concept
1993-1996 Development Basic Components
1995 Pilot Projects (Tram Vienna, Tram Dresden)
1996 Start Series Delivery
1997 UIC Approval MGS2 (WSP)
2005 10300 Electronic Units = 124000 Boards delivered

ESRA : system structure
Main board: Extension board:
application software:
project specific function
basic software:
basic functions (EP-converter, anti-skid ..)
exploitation of I/O`s, memory and processors
of the EB´s by MB`s is possible
(KNORR-bus, CAN-bus)

ESRA - Standard
Hardware Platform
ESRA - Software
ESRA Basic Software
ESRA Basic Software
EEP
EEP FMN
FMN MMI
MMI
I
I
Standard Module
Application
Software
O
O
Software Structure

ESRA : System structure

ESRA : Power supply

Types of ESRA-boards
HS Housing
BP Backplane (motherboard)
PB Power Board
MB Main Board ( cont. basis-SW and/or application-SW)
EB Extension Board (basis-SW)
CB Communication Board (Knorr-internal, MVB-connection)
BCL Bus-Coupler (mostly supplied by e-supplier)
SB Service Board

Housing with Backplane (HS/BP)
Housing and backplane are standardized and connect the modules mechanically and
electrically.
The backplane determines the maximum number of slots for the power supply and other
ESRA - modules.
HS01A
HS02A

Power Board (PB)
The Power Board creates all necessary voltages for the electronics of the ESRA – system
and for the connected sensors and actuators from the battery voltage.
The power supply of a complete ESRA brake control system can be assumed by one PB,
whereas the vehicle voltage is converted into the ESRA – system voltage.
Depending upon the housing and backplane, there can be a dual power supply.

Main Board (MB)
The Main Boards usually represent the central intelligence and control system of the
ESRA system.
A MB usually has application software and works independently in the ESRA system.
It configures itself and other modules, if necessary, and performs brake control and/or
anti-skid protection, depending upon the software. MB’s, which configure other
modules, are also referred to as masters.

Extension Board (EB)
The Extension Board is equipped with basic software as standard equipment and
serves to expand the inputs and outputs of a Main Board.
An Extension Board always works as a slave in the ESRA-system and thus provides
the master with its basic functions, such as the processing of input and output signals.
A slave is monitored by the master.

Man - Machine Interface (MMI)
The Man-Machine Interface is the interface between the user and the
ESRA –system. Integrated into a Main Board, whereas the integration is
solely mechanical in the front plate of an MB, it provides the user with
three interfaces :
– RS232 connection
– 4 - digit alphanumeric display
– Four keys

Communication Boards (CB)
The CB is for connecting various ESRA- partial systems or external
modules such as the remote MMI.
In addition, they can also be used for the connection of the ESRA
control system to the vehicle bus system.
They can have filter characteristics in order to reduce the bus load
between the ESRA-partial systems.

Types of ESRA-signals
FSI Frequency Sensor Input POP Power Output PWM
FPI Frequency PWM Input FPO Frequency PWM Output
ASI Analogue Sensor Input POB Power Output Binary
FI Frequency Input FO Frequency Output
AI Analogue Input AO Analogue Output
BI Binary Input RO Relay Output

board coding

TA 30061/230, p. 6

Node coding
PIN d28 d30 d32 b32 z32
NodeNo 4 3 2 1 0
Binary number 24 23 22 21 20
amount 16 8 4 2 1
Example: node 22
NodeNo 1+2+4 auf GND = 2+4+16 = 22

mode coding
example : MB04C
By the mode configuration several functions of the basis- or application – SW
can be activated or deactivated

Parity - bit
The Parity pin serves to protect the board configuration (and so to detect
failures). It must be set to make the sum of all jumpers in the board
configuration an odd number.
example: MB04C:

TA 30061/230, p. 10

Diagnostic board (MMI)
RS 232-interface
Ereignisdarstellung /display of events
status indications
99-- BCU o.k
95-- BCU o.K. - event stored
89-- test run dump valves
TERM terminal online
DWLD SW-download
1 2 3 4
node number of the related board
event code (alphanumeric)
function keys

ESRA: function keys of the MMI
S1 1s Ereigniscode auslesen XXXX
read event code
S2 >3s Prüflauf starten (GS) 1.)87__ Stillstand,kein LernmoduCond.: zerospeed,
start the WSP-test run 2.)89__ Abbruch bei : NotBr, abort at:
kein R-Druck,v > 0 kmh-1
v > 0 kmh-1
,
Reglerfehler,
S3 >3s Ereignisspeicher löschen 99__
delete event memory
S4 >3s
not used
S2 + S4 je 2s Auslesen STN und SW-
Version
2sec
each
read the STN - No. of
Mainbords and SW-
Version

Diagnosis
Scope of Diagnosis
- hardware diagnosis of ESRA systems
- diagnostics of short cut and open connection of power outputs and analogue sensor signals
- monitoring status of the brake system by means of sensors and isolation cocks locally by car
- diagnostics of brake pipe, safety valves, safety loop and handles with defined procedures during
automatic brake test
- diagnostics of brake bus and train brake bus communication
- detection of non rotating axles
-parking brake hose supervision
Indication of diagnostic events
The diagnostic events which are relevant for the driver are indicated by:
- Driver’s display (responsibility BT/BSP)
- MMI at BCU
The diagnostic events which are relevant for the workshop are indicated by
- display for the workshop (responsibility BT/BSP)
- service terminal ST03A
- MMI at BCU

List of events TA 30061 / 614
Explanation of event description and event categories

Remarks to the List of Events
1. Major (Serious) Event (Fault A)
To this group all brake control malfunctions and brake control unit faults are classified which would
prevent further operation, if no workaround is done.
2. Medium Event (Fault B)
To this event group all states and malfunctions are classified which does not prevent further operation,
but can cause some restrictions for train operation. For instance this event requires an action of
the driver, needs a speed reduction, etc.
3. Minor Event (Fault C)
To this event group all states and malfunctions are classified which are not assigned to Medium or
serious event. They are only displayed to the workshop. Such an event does not affect the
operation of the train e.g. wheel slide protection is lost. Diagnosis messages classified as a
“Minor Event” are sent via MVB to VCU for maintenance purposes only and shall not lead to an
instruction to the driver on his display.

List of events TA 30061 / 614
Example

Wheel-slide-Protection system
Speed sensor with
pole wheel
Pneumatic
part
Electric
part
WSP- unit (BCU, B31)
Board MB 03B
MVB / WTB
UBatt.
Dump valve

Knorr-Bremse Group 1CHE2-brake control E.ppt, rev.00, 04.08.2006
Control principle of anti- skid device
charging valve
venting valve
train speed
reference speed
axle speed

Axle mounted speed sensors GI..

Speed sensor GI 6

Speed sensor GID-5 E (MC only)

Wheel Slide Protection „Dump“- Valves
...per axle control

1 outer valve seat
2 inner valve seat
3 Twin valve seat
4 Side plate
5 Armature spring
6 Housing
7 Diaphragm D
8 Conical spiral spring
9 Control chamber SD
10 Valve seat VD
11 Choke dD
(not in all versions)
12 Valve bracket
13 Choke dC
(not in all versions)
14 Valve seat VC
15 Diaphragm C
16 Control chamber SC
C to the brake cylinder
D to the distributor valve or
the pressure transformer
G to the anti−skid control unit
Diaphragm-type dump valves, schematic

Diaphragm-type dump valves
Braking / releasing w/o WSP
Re-braking with WSP

Keep the pressure level

To release the brake by the WSP-system

ESRA - Diagnosis - System
ESRA - device
(KBGM serial
cable
IBM-compatible PC or laptop w.
KNORR-diagnosis program ST03A und Project file xxx.prj

ESRA - terminal program ST 03 A
to read in- and outputs
to read software versions
software - download (application-SW)
diagnosis (Display / Service)
language selectable (ger, eng, fre, esp, cn)

ST03A: System requirements
- Minimum System requirements
- 200 Mhz Pentium
- 128 MB RAM
- 150 MB free HD-space
- SVGA - graphic (800x600)
- RS232-interface
- Windows 98SE
- Recommended system
- 1.8 GHz Pentium
- 256 MB RAM
- 150 MB free HD-space
- SVGA- graphic (800x600)
- CANusb Adapter ( Softing )
- Windows 2000 / XP

ST03A: operating system
Supported operating systems
- Windows 98SE
- Windows ME
- Windows NT 4.0
- Windows 2000
- Windows XP
Not supported operating systems
- Windows 98A
- Windows 98B
- Windows NT 3.5
- Unix/Linux/Mac-OS .....

special tools for commissioning
pole wheel simulator
code plug
front connector adapter

2CHE2-brake control P.ppt, rev.01, 10.10.2006
Chapter 3
Pneumatic brake control
Direct ep-brake
Indirect ep-brake
Brake-pipe control

Pneumatic brake control ( basic scheme)
KBGM-P
BGE
PBV
MRP
MVB
DCV
EBV
DV
PBV = Parking brake valve DCV= double Check valve
DV = dump valve
EBV= emergency brake valve
BGE = Brake control unit
KBGM-P = electronic brake
control unit
Wired Signals
Emergency Brake Loop
DV DV
DV
MC

Pressure transformer Load limitation valve
test fitting pressure
transducer
pressure
transducer
EBV
Digital
Controller
DCL 1
Brake control unit (B31)

Brake manifold plate BGE - II

EP-brake control unit BGE (B 31)
A digital converter DCL 1
F pressure limitation valve
DBV3-E
D relay valve KR 6 AA
E emergency magnet valve
H,J,K pressure sensor DG 10
M,N,O,
P,R test fittings
T C
R
J N

Signal processing of the direct ep-brake
(schematic)
Master controller Wired Brake line
EBCU (KBGM-P)
(B06)
TC/MC: Load signal
from air suspension
(B31K)
digital converter DCL 1
(B31A)
Relay valve KR6
(B31D)
Brake cylinder
Dump valve
Air supply
Cv1*1,033
Cv1
PWM signal
C
e
l
e
c
t
r
i
c
p
n
e
u
m
a
t
i
c
MVB
signal Set value for
Brake cylinder pressure
from VCU

Signal processing of the indirect ep-brake
(all cars, emergency brake)
Emergency loop
Binary signal
Emergency brake valve
(B31E)
Load signal from
air suspension
(L05)
Load dependent valve DBV 3E
(B31C)
Relay valve KR6
(B31D)
Brake cylinder
Dump valve
Air supply
Cv1*1,033
Cv3
Cv2
C
electric
p
n
e
u
m
a
t
i
c

Electro-pneumatic digital controller DCL 1
The digital controller DCL1 controls the pre-control-pressure Cv.
The controller consists of two special designed magnet valves, a pressure sensor and
an ESRA - board.
Magnet valves (charging/venting) Pressure sensor
Cv
R
Board
MB03B or MB04B

Magnet valve WMV1-ZEST
de - energized energized
emergency brake applied !
to DBV to KR 6
from DCL 1
#
(emergency brake valve )

Load dependent valve DBV 3-E (B31C)
1 load transmitter 2 charging valve
a diaphragm piston h valve plate
b diaphragm i diaphragm
c K-ring j diaphragm piston
d spring piston k rod
f body l compressing spring
e compressing spring
3 balance mechanism A)
m balance B) adjusting screws
n balance bearing C)
Cv1 pre-control pressure Cv2 load influenced pre-
T load pressure control pressure
V.. valve seat Tr bracket
O Exhaust

Cv ... Pre-control pressure Adjustment: Changing the basic setting:
T Pneumatic load signal Ex-works basic setting Adjustment screw A:
Angle of characteristic
1) C V2max. at T max T max. = 5,2 bar α (10° to 35°)
2) C V2max. at T min. T min. = 2,8 bar Adjustment screw B:
3) Range of adjustment α = 34° Initial pressure p o
C V2max. at T max. = 4,5 bar Adjustment screw C:
C V2max. at T min. = 2,9 bar T min. value
DBV 3-E - characteristics
A –car SPL 2:
TAW0 = 2,8 bar
TAW3 = 5,9 bar
CAW0 = 3,6 bar
CAW3 = 5,6 bar

Relay valve KR 6-So (pneumatic amplifier)
2
3
4
5
M
1
Ve
Va
1 housing
2 compressing spring
3 valve sleeve
4 nozzle
5 diaphragm piston
6 manifold plate
M diaphragm
Ve inlet valve seat
Va outlet valve seat
6

Module „Parking brake“ (B32)
R
C
Spring applied brake cylinder
.02 3/2-way cock .06 Pressure switch 4.8 bar rising
.03 Pressure reducing valve 6.0 bar .07 Check valve
.04 Impulse valve 110VDC .08 Test fitting
.05 Pressure switch 0.8 bar falling .09 Screwed choke 2.0mm dia.

Magnet impulse valve WIMHV-5 (B32.04)
1a,b solenoid K1,2 knob P air supply port
9 piston V1,2 valve seat A,B air consumer port
17 KNORR-K-ring 4 spring O.. exhaust
R,S venting ports
Symbol acc. to
DIN-ISO1219
3/2 - way-valve
hand operation

Double check valve DRV 7 - T (B32.07)
a housing Ax Port
b piston P1 pressure parking brake valve
P2 pressure to parking brake cylinder
P3 pressure from relay valve
the valve switches at a pressure difference ≤ 0,25 bar

Towing module ZGE-74 ( B07)
.01 Pressure sensor .08 Precontrol valve 110VDC
.02 Silencer .11 Air filter
.04 Magnet valve 110VDC .12 Test fitting
.05 Pressure switch 4.0 bar falling .13 Screwed choke 2.5mm dia.
.06 Pressure reducing valve 6.2 bar .14 Pressure sensor
.07 Piston valve 15 Pressure switch 4.0 bar falling

3CHE2-air supply.ppt, rev.00, 04.08.2006
Chapter 4
Air supply
Compressor Unit
Auxiliary air compressor
Air treatment

Required quality of compressed air
Desired value: class by ISO 8573-1: 3 - 4 - 3
(solid parts/dew point/oil)
that means:
solid parts: max. 5µm
dew point: 3° C
oil content: 1 mg/m3 ( ca. 0,8 ppm)
Air must be free of PAO*- or ester-based oil, anti-freeze agents and alcohol .
Actual value with KNORR air treatment: 2 - 2 - 2
that means:
solid parts : max. 1µm
dew point : -40° C
oil content : 0,1 mg/m3 ( ca. 0,1 ppm)
*PAO: Polyalphaolefine

A01 compressor
A08 pressure sensor for
compressor control
A03 safety valve air supply
(12,5 bar)
A04 air dryer
A16 main air reservoir
A11 safety valve main
reservoir (10,5 bar)
A 15 external air supply
A 05 micromesh oil filter
A07 test fitting/
Air Supply – Pneumatic Scheme

Motor - Compressor Set (A01)
2 1 3
4.1 4.2
5.1 5.2
1 Compressor
2 air inter-and- aftercooler
3 driving motor
4.1, 4.2 transportation feet
5.1, 5.2 elastic mounting

• W-Shaped 3-Cylinder Unit with 2-Stage Compression
Extremely short design
Optimum cooling for all cylinders
• Self-Supporting, Flange-Mounted Motor-Compressor Set
No additional frame needed; no line-up of compressor and motor for assembly
Extremely low weight
Small installation space
• Very Low Sound Pressure Level
Only 64 dB(A) / 4.6 m (76 dB(A) / 1.0 m)
• Closed-Circuit Splash-Type Lubrication
No need for an oil pump, oil filter or oil separation; no oil piping
No crankcase ventilation (closed-circuit); no oil escaping to the atmosphere; no oil
soiling
Extremely low oil consumption; no oil refill between oil changes (only once per year)
Use of standard motor oil possible (no special, synthetic oil types required)
Air supply: Piston compressor VV 120
Technical features (1)

Technical features (2)
• Temperature-Controlled Cooler Fan Speed
ï High degree of adaption to variable operating conditions
ï Fan cannot be damaged by icing or jamming
• Torsionally Rigid Bellow Coupling Between Motor and Compressor
ï Maintenance-free
ï No rotary vibrations
• Wire Rope Isolators for Compressor Set Mounting
ï Maintenance-free
ï No resonance throughout the whole compressor speed range
• Compressor Drive
ï By AC-, DC- and hydraulic motors
ï Very low specific power consumption
ï Low breakaway torque, i.e. low starting current even at low temperatures

Pneumatic scheme
1 air inlet 4.1 viscous coupling 8.1 low pressure cylinder
2 driving motor 4.2 cooler fan 8.2 high pressure cylinder
3.. cooler 5 rigid metal coupling 9 safety valve (relief valve)

Air ilter (2)
Cooling air
Crankcase
Crankshaft
Oil level
indicator
Metal bellow
coupling
AC -Motor
Elastic mounting
components and function principle

Piston Compressor VV 120
Maintenance
Air Intake Filter (2)
Oil Level Indicator
Supporting Feet
Oil Drain
Oil Refill
printed: 12.08.99
C C A S
O IR UPPLY - VV120_E_08.CDR - 12.08.99

Part number Type Opening
pressure [bar]
I84406 DR5117 13 +2
I99797 4+2
Relief valve for the LP- and HP- cylinders

Air suction equipment
Suction damper damper pipe damper with
filter
dry air filter

Air dry filter type TLF / TLFS
Capacity : according to the model 2000 - 4900 lmin-1
1 Filter top 5,6 Hexagon nut
2 Swirl ring 7 Sealing ring
4 Filter element 8 Dust bowl (only a cover on model TLF 2)
9 Dust discharge valve
1 5 2 4 7 8 9 6

Vacuum indicator
1 Knob (to be pulled
after filter exchange)
2 indicating piston
L way of the piston 2

Auxiliary air supply module (U01)
Air dryer LTE01 Air reservoir
Compressor LP 115

Auxiliary compressor LP 115
The Auxiliary Compressor LP 115 supplies air to auxiliary equipment as long as electric
supply is available from the battery only. Therefore, a typical application is the supply of air
to the pantograph raising installation.
The auxiliary compressor LP 115 is a compact 1-cylinder piston compressor, directly
attached to a permanent magnet DC-motor, developed especially for this application.
For a range of battery DC electric supply from 24 V to 110 V the motor-compressor
assembly is available at the same compact outside dimensions.

Auxiliary compressor LP 115
technical data and maintenance
Technical data
Intake air stream 70 l/min
max. end pressure 8 bar
oil content 100 ml
oil type single or multi grade motor oil
DIN 51511 SAE 10W or 10W-30 o.
DIN 51519 VG 32
working range -40 / +50 ° C
power supply 110 V DC
electric power 860 W
filling time (25l- reservoir) 140 s
max. service time 10 min
Maintenance
check the oil level every 3 months
how to measure the oil level: dip stick screwed in
change the oil every year

Why air drying is necessary ?
120
90
60
30
0
0 20 40 60 80 100
safety point
no corrosion
Increase of lifetime and reliability of pneumatic
components
→ Exclusion of corrosion within the the
compressed - air systems at values of
relative humidity of less than 35%
(even at presence of corrosion
„catalysts“
→ Exclusion of damage of pneumatic
components due to icing
corrosion

Why air drying is necessary ? (2)
Exsample
outside temp.:30°C, rel. humidity 80%
--> 24,5 g H2O /m3 air at 1 bar
-->11 x 24,5 =270 g g H2O /m3 air at 10 bar pressure
capacity at max. saturation (100%) at 50°C : 83 g/m3
--> 187 g/m3 fallout of condensate, separation after the
compressor (draining valve) possible
capacity at max. saturation (100%) at 20°C : 17 g/m3
--> further 66 g/m3 fallout,
this condensate would fall down in the air reservoirs
or in the brake devices !!
Air supply: Air dryer LTZ 015

Influence of the air inlet temperature to the moisture content
of compressed air
of compressed air
of compressed air

Relationship Dew point -Outside temperature -relative humidity
Pressure dew point
„Dew point“ means the temperature to
which the compressed air can be
cooled without fallout of condensate.
The dew point depends on the final
compressing pressure.
When the pressure becomes lower, the
dew point also increases.
Range of correct function

Air drying
principle and influence of oil contamination
1Å = 10-4 μm
• The desiccant is made from synthetic aluminium silicate, which is able to adsorbate
different molecules (here: water). This process is reversible and works at ambient
temperature.
• Crystal structure of molecular sieve allows only molecules of maximum of 4.2 Å size to
enter into the molecule.
• Size of water vapour molecules is only 2.8 Å, i.e. it fits ideally
into the molecular sieve to be adsorbed.
• Size of oil molecules is of the order of 20 Å, i.e. it cannot
enter into the structure of an air dryers molecular sieve.
• However, with big amounts of oil introduced into the air dryer, the oil may completely cover the
desiccant balls with the effect of reduced air drying efficiency. The oil aerosols will pass the
desiccant bed unhindered without influencing the air drying efficiency.
4.2 Å
critical ∅: 2.8 Å
critical ∅ of methane molecule: 8 Å
due to „clumping“ of methane molecules: ≈ 20 Å

Air dryer unit LTZ 015.. - technical features
Standard Air Drying Unit
•Operating Temp. -40°C - 50°C (with heater)
•Lightweight Aluminium Design
•self regenerating principle
•works at ambient temperature
=> No damage of pneumatic components due to icing
=> No corrosion within the compressed air system
References: (Examples)
• Brazil
• Korea
• Finland
• Hong Kong
• Portugal
• China (SHA,GZ,SZ,Dalian)
• Germany
• Mexico
•…..

Outline drawing air dryer LTZ 015.1H

Air Dryer Unit LTZ 015..

components and functional principle

Electrical connections of the air dryer
Air dryer LTZ 015..
The air dryer must run synchronous with the air compressor
Therefore a external compressor controlled electric switch must open and close the
control line for the cycle timer (see left)
The cycle timer must not be connected directly to battery power, this may cause
supersaturation of the drying agent

electronic cycle timer
magnet valve
timer

Air dryer LTZ015.- H
maintenance information
No special maintenance is required, only regular functional checks
check the function of the cycle timer:
every 2 minutes air must blow out of the precontrol
magnet valve
check the function of the piston valve:
every two minutes air and condensate must blow out
of the air outlet at the piston valve, the red indicators
must change their position

disassembling of the drying chambers

Air dryer LTZ 015..
Oil separator
Nut
Raschigrings

Air dryer LTZ 015..
special tool for
disassembling/
assembling the
oil separator
Assembling / disassembling of the drying chamber

Air dryer LTZ 015..
stuffing tool
amount of desiccant:
~ 4,15 kg per tower
Refill the desiccant
Worn desiccant

Dewpoint Meter DPM-2
Measuring device for humidity in mobile
systems of compressed air
•Exact measuring method for very low content
of humidity
•Direct dew point measurement (absolute humidity)
•Measuring method: alumina – hygrometer
•Small, for mobile use
•Robust Design for workshop use
•Integrated filter for sensor protection
•Service with high voltage supply as well as with
battery power

Air dryer LTE..
drying
8 bar
regenerating
ca. 1 bar
1 To compressor
3 Exhaust
4 Control prssure
21 To air reservoir
22 To regeneration air
reservoir

Oil micro filters
The compressors oil consumption highly depends
on the compressor type, oil properties and it`s
operation conditions, hence is not constant.
Particularly at high operating temperatures, up to
50% of the compressors oil consumption pass the
air dryer ; this quantity of oil is almost completely
extracted by the oil micro filter
Servicing:
Oil drain intervals depend on environmental and
operating conditions.
Vent and drain the filter every ∼ 300 w.h.
Change filter cartridge after ∼ 3000 w.h.
The oil micro filter also serves as a control
instrument of the compressors air / oil separation.
1 = End caps
2 = Glass fibre layer
3 = Inner steel support
4 = Outer steel support
5 = PVC- Coated foam jacket
1
2
3
4
5
1
components and functional principle

Filter cartridge
1 plastic caps 3 outer support
2 glass-fibre layer 4 inner support

4CHE2-Mech.ppt, rev.01, 28.09.2006
Chapter 5
Mechanical brake equipment
Brake discs
Brake calipers

4CHE2-Mech.ppt, rev.01, 28.09.2006
Wheel
friction ring
(steel)
bolt
friction ring
sleeve
Gally nut
slide pin
Wheel mounted brake disc (MCs, Pos. C5)
slide pin centring

4CHE2-Mech.ppt, rev.01, 28.09.2006
Max. wear 5 mm

4CHE2-Mech.ppt, rev.01, 28.09.2006
hair cracks: permitted at the friction surface incipient cracks : permitted a < 80 mm
b < 60 mm
conditional permitted: 80mm > a< 100 mm
60 mm >b< 80 mm
forbidden: a > 100 mm
b > 80 mm
Evaluation of brake discs (1)

4CHE2-Mech.ppt, rev.01, 28.09.2006
forbidden
through cracks

4CHE2-Mech.ppt, rev.01, 28.09.2006
S slanting wear: max. 2mm H hollow wear: max. 2 mm
T wear limit

4CHE2-Mech.ppt, rev.01, 28.09.2006
Screw scheme for wheel mounted brake discs
Note: The unbalance of the friction rings shall be positioned across each other
The bolts must be tightened first crosswise with the half of the torque acc. to
the assembly drawing ( e.g. 1-5-9-2-6-10-3-7-11-4-8-12)
Than the bolts must tightened successively around the disc with the full torque
acc. to the assembly drawing

4CHE2-Mech.ppt, rev.01, 28.09.2006
Axle-mounted brake disc ( TCs, Pos.C1, C4)
design
-Flange between friction ring
and hub with clamping ring
and axial directed screws
-split discs possible
-small power losses by cooling
friction
ring
bolt
hub
material
-disc: cast iron
-hub: steel
(flange mounted)

4CHE2-Mech.ppt, rev.01, 28.09.2006
Friction ring with cylindrical cooling ribs

4CHE2-Mech.ppt, rev.01, 28.09.2006
Outline drawing axle mounted brake disc
Max. wear 7 mm

4CHE2-Mech.ppt, rev.01, 28.09.2006
Split brake discs - detail
Fastening bolt (2) centring sleeve (3)
Tightening torque 400 Nm

4CHE2-Mech.ppt, rev.01, 28.09.2006
Screw scheme for axle mounted brake discs

4CHE2-Mech.ppt, rev.01, 28.09.2006
hair cracks: permitted at the friction surface incipient cracks : permitted a < 80 mm
b < 50 mm
conditional permitted: 80mm > a< 100 mm
50 mm >b< 80 mm
forbidden: a > 100 mm
b > 80 mm

4CHE2-Mech.ppt, rev.01, 28.09.2006
through
cracks
forbidden

4CHE2-Mech.ppt, rev.01, 28.09.2006
hollow wear slanting wear
H hollow wear :max. 2 mm S residual thickness
G wear limit V wear limit mark

4CHE2-Mech.ppt, rev.01, 28.09.2006
z One standardised interface to the bogie
(Bogie-To-Brake (B2B) interface)
z No hangers
z One interface for different applications
z Robust and proven installation
z High security factor > 2,0
z No adjustment
Compact Caliper Units

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper Units - Bushings
Traditional units with hangers Compact Caliper Units
Clearance: 0,5 ... 1,5 mm Clearance: 0,1 mm

4CHE2-Mech.ppt, rev.01, 28.09.2006
Zange EBZ
Outline drawing brake caliper RZS (C6, C7)

4CHE2-Mech.ppt, rev.01, 28.09.2006
Wheel brake caliper RZS
bracket
spring applied
brake cylinder
slack adjuster
brake lever
slack adjuster return screw
- 14 Sealed bushes /
clearance < 0,1 mm
- Best known kinematic
- Remarkable noise reduction
- Modular design
- ONE bogie interface
- Weight reduction
- Compact envelope
- Reduced LCC

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper: Installation

4CHE2-Mech.ppt, rev.01, 28.09.2006
Brake caliper RZS, internal construction
slack adjuster
sleeve freewheel
torsion spring
spindle
return screw
transmission
mechanism
split lever

4CHE2-Mech.ppt, rev.01, 28.09.2006
Brake caliper RZS, internal construction

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper RZS
Service Brake Kinematics

4CHE2-Mech.ppt, rev.01, 28.09.2006
internal construction with parking
brake cylinder
Diaphragm type brake
cylinder
Spring applied brake
cylinder
Emergency release handle
Needle bearings
Eccentric shaft

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper RZS
Parking Brake Kinematics

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper RZS
Manual Release
Manual release key

4CHE2-Mech.ppt, rev.01, 28.09.2006
Brake caliper RZS
Gear wheel
nut
spindle
actuator springs
spring brake cylinder

4CHE2-Mech.ppt, rev.01, 28.09.2006
release and reactivate the
spring applied cylinder
Release reactivation
compressed
air

4CHE2-Mech.ppt, rev.01, 28.09.2006
Remote Release for Parking Brake

4CHE2-Mech.ppt, rev.01, 28.09.2006
- 14 Sealed Bushes / Clearance <0,1 mm
- Best Known Cinematic
- Noise Reduction
- Modular Design
- One Bogie Interface
- Weight Reduction ( also Bogie)
- Compact Envelope
- Reduced LCC
Compact Unit WZK (C2)

4CHE2-Mech.ppt, rev.01, 28.09.2006
Outline Drawing brake caliper WZK (C3)

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper Unit WZK - Modular Design
1 Housing
1.2 Console
2 Brake cylinder
5 Brake lever
6 Control rod
7 Brake pad holder
8 Brake pad
R Return screw
No.s refer to B-CT10.23

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper Unit WZK - Basic Principle
Diaphragm Cylinder
Lever Eccentric Shaft Caliper
Pad Holder
Total Ratio: 11,4

4CHE2-Mech.ppt, rev.01, 28.09.2006
Excenter
Housing
Control rod
Compact Caliper Unit - kinematic principle

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper Unit
Sleeve freewheel
Lever
Diaphragm cylinder
Spindle
Rocker arm
Control rod
- Slack Adjuster Function

4CHE2-Mech.ppt, rev.01, 28.09.2006
Compact Caliper Unit - Comparision of Envelope
New Pads and Disc Worn Situation
Conventional Unit
Compact Unit

4CHE2-Mech.ppt, rev.01, 28.09.2006
Brake caliper RZS,
buffer spring
fork lever
thrust rod
roller lever
drag lever
slack transmission mechanism

4CHE2-Mech.ppt, rev.01, 28.09.2006
Freewheel Loop spring Spindle Tubular nut
resetting device
Slack adjuster

4CHE2-Mech.ppt, rev.01, 28.09.2006
Minimal residual thickness : 5 mm
Brake pads (35 mm)
Following test results two different brake pad types are used to achieve equal life
distances.
for TCs: for MCs :
Becorit 918 Ferodo 3223-1UL
with grey cast iron discs with steel discs
peak temperature: 430°C peak temperature: 600°C

4CHE2-Mech.ppt, rev.01, 28.09.2006
Brake Pad Holder

4CHE2-Mech.ppt, rev.01, 28.09.2006
Opening and closing the locking gate

5CHE2-airsuspension.ppt, rev.00, 04.08.2006
Chapter 6
Air suspension equipment

Principle of air suspension

Air suspension: Piping diagram
MRP

overflow valve DR43.. with w/o reflux (B 23)
Graphical symbol according to DIN ISO 1219
a Spring casing g Passage
b Valve body h Setscrew
c Compressing spring i Name plate
d Diaphragm V Valve seat
e Check valve A1 Inlet port
f Bore A2 Outlet port

Air suspension valve SV1205 x
charging
venting

flow diagram of SV 1205 GD1 (L 01)
*acc. to PRF 3801
Reduced flow range: +/- (4 - 10)° Dead range: +/- (40`...1°20`) *
l/sec

mean pressure valve MDV 1 (L05)
c Piston
d Twin valve head
e Compression spring
f Differential piston
F1 Annular surface
F2 Annular surface
V1 Valve seat for piston
T1 Individual pressure I
T2 Individual pressure II
M Mean pressure
O Exhaust port

overflow valve D (L03)
P1
Opening pressure difference: Δp = 2,5 bar P2

Brake System KNOOR.pdf

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