overhauling & mainte- nance manual for brake system of lhb

R a i l V e h i c l e S y s t e m s

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Overhauling & Mainte-nance manual for Brake System of LHB Type Coaches of IR

High Speed LHB Passenger Coaches Project-No.

Customer Indian Railways

Project-Part Bogie & Under-frame Equipments including Anti-Skid Device

System Disk Brake System

Created: 24.05.2012 Checked: Date Date

Name Name

Department Signature Department Signature

Released: Translated: Date Date

Name Name

Department Signature Department Signature

Axle Mounted Di sc Brake System for LHB Coaches

Description and Maintenance Manual Doc. No: TA18604/30

Issue: DRAFT 1 Revision: 00 en

Copy Right 2008© Knorr-Bremse AG. All rights reserved, including industrial property rights applications.

Knorr-Bremse AG retains any power of disposal, such as copying and transferring.

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Contact Address: Knorr-Bremse India Pvt. Ltd. Knorr-Bremse India Private Limited

14/6 Mathura Road, 51/4 KM Stone,

Faridabad, 121 003, Village & P.O. Baghola,

Haryana (INDIA) Delhi Mathura Road (NH-2),

Phone: +91-1294191402/403/404 Palwal-121102,

Fax: +91-129-2275937 Haryana (INDIA)

www.knorr-bremse.com

Revision History

Rev Date Name Para Description of change






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Table of Contents

1 Overview 4

2 Reference Documents 5

3 Definitions 5 3.1 Abbreviations 5

4 Offered Equipment 12 4.1 Brake Control Equipment – group B 13 4.2 Bogie Mounted Brake Equipment – group C 13

4.3 Wheel Slide Protection Equipment – group G 13

5 System functional description 18 5.1 General 18 5.2 Brake Control Equipment-Group B9 19 5.2.1 Brake Pipe, Feed Pipe with Auxiliary Reservoir 19 5.2.2 Module Plate and Container 20

6 Groups functional description 22 6.1 Car Brake Control Equipment – group B 22 6.2 Bogie Mounted Brake Equipment - group C 25 6.3 Wheel Slide Protection – group G 26






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1 Overview

The Linke Holfmann Bush (LHB) coaches of Indian Railways have been developed by Linke-Hofmann-Busch in Germany (today part of Alstom). These coaches are produced by Indian Railways at Rail Coach Factory, Kapurthala, Integral Coach Factory, Chennai & Rail coach Factory, Rai Bareilly. These coaches are running on the broad gauge (1676 mm) network of Indian railways. The coaches are de-signed for an operating speed up to 160 kmph and tested up to 180 kmph. Their length of 23.54 m and a width of 3.24 m results in a higher passenger capacity, compared to older types.

These coaches are anti-telescopic and do not turn over if the train derails or gets involved in a collision. The improved suspension system of LHB coaches ensures more riding comforts for the passengers.

Being a high speed train it is more important to ha ve a proven brake technology which can effec-tively control the brake system of such types of tr ains.

Knorr-Bremse India is a proud partner to Indian railways in providing the brake system for these LHB type coaches. So far we have supplied brake sets with Disk Brake system to Indian railways for their high speed LHB coaches such as Rajdhani, Shatabadi & Duranto.

Figure 1: Rake formation of an LHB train

Knorr-Bremse India is pleased to provide the overhaul & maintenance instructions manual for the equipments offered for high speed LHB type passenger coaches built by IR.

In order to provide an orderly description of the brake system offered, the description is presented in se-quential format.






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2 Reference Documents

Doc. ID Doc. No Issue (Index)

Title

/1/ TA 18604/5B 01 SOS of EOG coach /2/ TA 18604/15B 01 Piping Diagram for EOG coach /3/ TA 18604/9B 01 SOS of PC coach /4/ TA 18604/19B 01 Piping Diagram for PC coach /5/ TA 36185/2 00 SOS of Double Decker coach /6/ TA 36185/11 01 Piping Diagram for Double Decker coach

3 Definitions

3.1 Abbreviations

Abbreviation Description KB Knorr Bremse

EOG End On Generator Car PC Power Car ASU Air Supply Unit ASP Air Suspension Pressure






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3.2 GENERAL INSTRUCTIONS

KB India gives top priority to safety and quality. To help fulfill this claim, KB India provides an overhaul-ing service for its own units. KB India performs overhauls in its capacity as the original equipment manu-facturer, while accounting for the safety aspects of the production processes. The KB India have the experience and technical expertise & equipment needed for performing profes-sional overhauls. The units / equipments used in the system has been designed and engineered for the particular vehicle. Other applications and assignments, as well as changes, attachments and modifications may jeopardize the safety, reliability and functionality of the system. They invalidate any warranty on the part of KB India and transfer the liability to the operator. KB India must always be consulted before any other application or assignment is implemented for the equipments.

The operator / maintainer shall ensure that the personnel assigned to the specified activities possesses required qualifications for carrying out the defined job. To achieve high standard of performance from equipment in service with the minimum of maintenance, it is important that water/dirt are kept out of the equipment and that the compressed air supply is kept rea-sonably clean from dust, oil and condensate. At regular intervals, filter must be removed, checked & cleaned and if required replaced. Drain cock should be opened at regular intervals to remove collected condensate and other foreign matter.

When carrying out maintenance, the instructions given in the catalogue applicable to a particular item should be followed. Only KNORR-BREMSE approved and recommended overhaul kit/spare parts as given in the parts cata-logue should be used during overhaul/replacing components.






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3.3 BASIC SAFETY INSTRUCTIONS

The following points must be considered and appropriate precautions should be taken when working on equipments during disassembly, overhaul, assembly and tests.

1. Pneumatic system is under high pressure. Particles flung outwards will, for instance, cause severe

eye injuries.

2. Observe the safety regulations for pneumatic systems. Prior to removal, release the pressure from the (sub) system.

3. “Entrapped” air under pressure despite supply cut-off, may cause component, diaphragm, trapped foreign particles, etc., to be air borne during disassembly.

4. Beware of contaminating the pneumatic system. Keep out dirt after removal, such as by masking the ports and connections. Device and/or system functions will fail due to contamination.

5. Beware of contaminating the pneumatic system. Devices and / or system functions will fail. Keep out dirt after removal, such as by masking the ports.

6. It is recommended to use the blanking piece or sealing tape to seal the open ports to prevent in-gress of moisture and foreign matter into the components of the brake system.

7. Beware of removing the unit incorrectly. The unit will be damaged and/or its functionality impaired.

8. Beware of electric shock. Before starting work, switch off the power supply to the electric connection and pre-vent it from being restored without authorization.

9. Beware of physical injuries that may have fatal consequences.

10. Many components/sub-assemblies use powerful springs in a compressed state. Proper fixtures must be used to release the forces in a controlled manner during disassembly.

11. Jet cleaning with air of components should be done at a pressure of less than 2 Kg/cm2. Higher air pressure may cause particles of cleaning solution to be air borne & cause skin/ eye irritation.

12. Cleaning by chemical agents may have been advised for certain operations / components, it need a strict compliance to the manufacturer’s handling procedures.

13. Beware of an incorrect mounting position. The unit will not function.

14. Install the unit in a manner that it points in the direction of flow.

15. Failure to comply with the instructions may lead to personal injuries and/or to damage to the unit or the environment.

16. While performing any test / repair on brake system of rolling stock (vehicle), steps against possible “runaway of the vehicle” are to be taken appropriately.

17. The maintenance staffs working in under gear area needs to be cautioned of likely brake rigging movement.

18. It is vital to observe the manufacturer's safety instructions and directions for the use of cleaning sub-stances, sealants, adhesives, auxiliary products, working substances, etc.

19. Warning messages in other parts of these Overhaul Instructions draw your attention to the individual risks concerning your use of the product. Warning messages and notes generally precede the de-scriptions of the relevant applications.

20. The work of connecting and disconnecting cables in the electrical system must always be left to specially trained and authorized personnel.

21. Beware of installing untested units. Safety will be diminished and function restricted. Make sure that the unit are always tested before they are installed.






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22. It is vital to observe the manufacturer’s safety instructions and directions for the use of cleaning sub-stances, sealants, adhesives, auxiliary products, working substances, etc.

WARNING These points should not be taken as an exclusive list of hazards.

NOTE Notes contain useful hints and additional information about the unit.






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3.4 AUXILIARY WORKING MATERIALS

The following auxiliary products and working materials are needed; they can be purchased from KB India by ordering the same: Loctite activator - 747IT (100ml), Make – Loctite (KB part no. - KN0000014) Loctite 640 (250ml), Make – Loctite (KB part no. - KN0000009) Loctite-222 (250ml), Make – Loctite (KB part no. - KN0000057) Grease for DV & other accessories - Renolint HLT2 Grease, Make: FUCHS (KB part no. - KN0000022) Grease for callipers (KB part no. – 503318) For the smooth movement of valves, rubber diaphragms etc. in brake equipment, a limited and small quantity of lubricants are needed. A light smear of recommended grease in the manual or equivalent should be applied to sliding parts. Quantity of grease is to be thinly applied to components and spread uniformly. Excess grease is to be wiped off. Excess application of grease will result in squeezing into other critical areas/ intricate passages and may cause hindrance to sliding parts and result in affecting the performance of the equipment.

Greasing should not be done on the working surface of diaphragms but may be applied sparingly to the lips to aid assembly.

Wherever specific instructions are given for any component, they should be followed, rather than these general recommendations.






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3.5 GENERAL TOOLS REQUIRED

The following general tools as listed under are required for necessary attention during routine mainte-nance checks as well as for periodic attention during IOH/POH. The required number of tools in each category may be arrived at, after taking into consideration, type of activity, number of out of course re-pairs, online attention and staff strength employed.

1. Resetting Key for Pilot Valve passenger Alarm

2. Quick connect coupling with Pressure Gauge for checking pressure at test points

3. Allen Key Set size 1.5 to 10

4. Socket Set (Small)

5. Filler Gauge of 25 Blades

6. Standard Pipe Wrench 12" and 18"

7. Hammer Wt. 800 Gm.

8. Mallet size 30mm

9. Allen Key Socket 1/2" size 5, 6, 8, 17

10. Allen Key socket 3/4" size 27

11. Deep Socket 1/2"sq. dr. size 24, 30

12. Nose Plier Bent (Inner& Outer)

13. Circlip Plier (Inner & Outer)

14. Screw Driver

15. Open Jaw Spanner size 8, 9, 10, 11, 12, 13, 16, 17, 18, 19, 20, 22, 21, 23, 24, 27, 30, 32, 41, 50

16. Ring Wrench size 10, 11, 12, 13, 16, 17, 18, 19, 24, 27

17. Socket 1/2" sq. dr. size 13, 17, 19, 22, 24, 27, 30

18. Ratchet Handle size 1/2"

19. Adjustable Spanner 0 - 30 mm ( 10 Inch)

20. Adjustable Spanner 0 - 43 mm ( 15 inch)

21. ADJUSTABLE TORQUE WRENCH 135-540 NM

22. ADJUSTABLE TORQUE WRENCH 50 -225 NM

23. TORQUE WRENCH ( 475-1015 NM )

NOTE: In case some Special Tools and Fixtures are additionally required during the overhaul of the brake equipments are covered as under maintenance requirement of that particular equipment.






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3.6 Removal & Cleaning

After removing of parts from an item or equipment should examined for reusability. All the parts that do not have to be exchanged needs to be cleaned properly.

The cleaning method depends upon the component to be cleaned, the degree and the type of dirt to be removed and the facilities available.

Clean the exterior of the equipment / assembly with a low air jet to remove the outer dirt. After removal of subassemblies, wipe the exterior portion with a clean cloth. Blow a low pressure jet of dry compressed air inside the machined bores, cored passages, port holes, cavities and seating grooves on the sub- as-semblies. Wipe the parts with a clean cloth and allow them to dry on a clean surface on the work table.

Care should be taken to protect the finish on the various components while placing, as far as possible avoid keeping the components piled up one over the other.

All the rubber items such as Gaskets, O rings, seals, Diaphragms, nylon filter/strainer etc. are to be cleaned only with detergent dissolved in warm water or soap water solution. Dry them with a blow of jet of compressed air and wipe them clean with soft cloth. They should never be exposed to petroleum or chemical cleaning solvent.

Use clean low pressure to clean the chokes / choke passages, if required use a wire of smaller diameter without using a sharp tool to clear the clogging.

The cleaning agent manufacturers’ direction for the use of cleaning agent must be observed.






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3.7 INSPECTION / REPLACEMENT OF COMPONENTS

Replacement of the components depends upon their condition.

All components appearing in “must change” list should be changed irrespective of their condition.

All other components be checked for any external damages, dents, cracks, corrosion, pit, marks, cuts, deep scratches, abnormal wear, sharp corners on mounting / seating / sliding / mating faces, if found replace the same.

Check threaded portion on components / parts, for any damages / abnormal wear, if found replace the same.

Check the valve seat for cut or scratched, tip of hollow stem / guide plunger cracked, cut, dented or oval flat/sharp, if found replace the same.

Check the spring for cracks, rusting, permanent set condition and spring seats, if any abnormality is found, kindly replace the same.

Rubber items like Gasket, Diaphragm, K-rings etc. found with cut, minute crack, loss of shape & flexibility, high stiffness, bubble formation or disintegration at mounting/ seating surfaces etc..

The operator / maintainer should ensure that none other than genuine KB or KB approved parts are used.

The installation of spares other than those approved may impair the safety and reliability of the given unit and overall system and invalidates any warranty on the part of KB India.






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Installing Knorr K - rings






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3.8 STORAGE OF MATERIAL

STORAGE OF RUBBER ITEM

Rubber components should be stored at controlled temperatures and away from excessive heat. The storage temperature should be 20 ± 5º C and kept away from humidity.

With respect to storage of rubber parts, the followings things need to be taken care off;

� Rubber parts should be kept away from direct exposed to sun light.

� Rubber components should not come into contact with non-mineral automatic brake fluids ke-tones, alcohol and acids. solvents and volatile matters.

� They should be kept away from sources of Ozone like electric motor, fluorescent and mercury lamps and

� They should be stored in condition in which thay are free from tension, compression and twist.

With drawl from storage should be on FIFO basis in order to obtain the maximum service life.

STORAGE OF OTHER BRAKE ITEM

It is important to take sufficient care of brake parts during handling, transportation, storage and installa-tion, to avoid damages, performance deviation and reworking. They should be stored under covered roof to prevent entry and collection of dirt/dust/rain water. Pipe lines of brake system should be kept with end protection caps under proper storage conditions till its fitment to prevent collection of dust, moisture and rain water, etc.

3.9 INSTRUCTION FOR DISPOSAL

KB group puts lots of emphasis on the protection of environment. Improper disposal of environmentally harmful substances is dangerous. This would mean unnecessary and legally punishable harm to the envi-ronment. It is important to observe the waste disposal regulations of the responsible authorities for the specified region.

The followings caution should be observed while discarding un-usable parts / material;

� Metallic parts of cast iron, steel, brass, bronze etc. should be segregated for recyclable use.

� Plastics, rubber, wiring harness, PVC hose, insulated materials, printed circuit boards, and all other Electrical/Electronic goods should be categorized, segregated and then recycled/disposed as per the guidelines of competent authority for the region.

� Don’t burn chemicals/plastics/wiring harness. They might be flammable and toxic.

� Discarded oils, greases and other solvents such as kerosene should be disposed off in a proper manner to safe guard environment.






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4. AXLE MOUNTED DISC BRAKE SYSTEM – LHB COACHES

4.0. INTRODUCTION

The axle mounted disc brake system for Alstom-LHB design Mainline Passenger Stock for Indian Rail-ways meets various conditions in the specification laid down by RCF / RDSO (Indian Railways). The sup-plied disc brake system tries to fulfill the specification of IR hence in some areas it does not confirm to UIC standards. The LHB passenger coaches are equipped with a high-power air brake. It works together with all known high-power brake systems approved by UIC.

The brake system of the coaches is compatible with locomotives.

The brake control system is a friction brake system and is meant for pressure applied brake actuators. It is a twin pipe air brake system with the features duly incorporated to meet RDSO & UIC specifications as shown in piping diagram TA18604/15B for EOG coaches & TA18604/19B for Power car / SLR coaches. The operation speed of the coaches is 160 kmph. For such speed an anti-slip device is necessary to achieve the required brake distances. The anti-slip device (wsp system) for these LHB passenger coach-es is supplied by KNORR-BREMSE. In order to achieve uniform braking during emergency brake application, an Emergency brake accelerator valve has been provided in every car which performs as per UIC norms. One bogie of each Power / Generator car coach / SLR coach is equipped with a manually actuated park-ing brake system allowing to hold the single coach without air pressure.

The complete disc brake system includes components which broadly forms the following groups:- A Brake Control Equipment - group B B Bogie Mounted Brake Equipment – group C

C Wheel Slide Protection Equipment – group G

The friction brake system performs the following ba sic functions:-

� Emergency braking distance within 1200 m from 160 kmph under gross mass condition for EOG coaches with 2 + 18 car formation.

� Emergency braking distance within 1200 m from 120 kmph for SG coaches with 2 + 22 car formation.

� Parking brake control on power car.

� Wheel slide protection on all coaches.

This document describes the function of a complete system. Kindly go thru the details for their working & overhaul instructions described in the manual.

4.1 Brake Control Equipment - group B






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Under the category of Brake control equipment following components are fitted in the car body.

4.1.1 Brake pipe, feed pipe 4.1.2 Brake container with Module Plate consisting of following

1. Auxiliary Reservoirs 2. Distributor valve KE1IPKSL 3. Isolation of the bogie

4.1.3 Emergency brake accelerator 4.1.4 Hand brake (Power car coaches only) 4.1.5 Brake indication

4.2 Bogie Mounted Brake Equipment – group C

The Brake caliper unit & the hoses to connect the caliper pertains to this category.

4.3 Wheel Slide Protection Equipment – group G

A Control unit MGS2 with connector, Speed sensor G16, Dump valve GV12-ESRA with connector and Toothed wheel are the main parts that constitutes the Wheel Slide Protection Equipment.






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SCOPE OF SUPPLY OF DISC BRAKE SYSTEM FOR AC & NON A C (EOG) COACHES BOM NO : TA 18604 / 5B ( Rev. 1) 1 2 3 4 5 6 7

Item Qty. Unit Description Part Number Outline

drawing Re-marks

B17 1 Pc. CONTAINER FRAME CONSISTING OF MANIFOLD FOR PASS. / COACH WITH FOLLOWING ACCESSORIES:

II78308 C156469

B3 1 Pc. PRESSURE TANK (75 LITRES) II70567 C140416

B3.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1

B4 1 Pc. PRESSURE TANK (06 LITRES) C156643 C156643

B5 1 Pc. PRESSURE TANK (125 LITRES) II70568 C140417

B5.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1 B6 8 Pc. ANGLE COCK I.2.411/3 I.2.411/3

B7 4 Pc. BRAKE PIPE COUPLING(FP) I75882/455/KI B67285

B8 4 Pc. BRAKE PIPE COUPLING(BP) I75888 /455/KI B67284

B9A 4 Pc. INDICATOR I48102/ W A93736/A

B10 1 Pc. BRAKE PANEL HAVING FOLLOW-ING ACCESSORIES:

II78329 C157152

B10.1 1 Pc. DISTRIBUTOR VALVE KE1IPKSL - WITH PRESSURE CONVERTER RLV-11D-E/1 & MOUNTING BRACK-ET

I.2.765 I.2.765

B10.2 2 Pc. CHECK VALVE, RV7-T I90476 4B84113

B10.3 2 Pc. COCK DH7-TE I88738 B80866

B10.4 2 Pc. COCK AHB 200 NW19 WBAHB230AA002

WB415503-Z

B10.5 1 Pc. PRESSURE SWITCH MCS11/W: 1.3-1.8 BAR

I92268/01813 B85715

B10.6 4 Pc. TEST FITTING K1-E I79470/07K C143551

B10.9 2 Pc. FILTER NW19 WITH CODEPIN WBFIL100AA002

WB307519AZ

B15 1 Pc. EMERG. BRAKE ACCELERATOR EB3 S/L WITH BRACKET

I89368 2B82102

B16 2 Pc. COCK G1-DN25E II20882/14SX C22541

C1 4 Pc. HOSE CONNECTION R1/2”, 600 MM LONG.

I.3.3503/3 I.3.3503/3


I.3.941/1 I.3.941/1

C3 4 Pc. BRAKE CALIPER UNIT WZ57UP10XS11 LEFT VERSION, I=2.17, FSS-NR. 1267428201.

II39691/1BZA C76300/A

INCLUDING : BRAKE CALIPER BRAKE CYLINDER

II 39700/ZA I70285/704LP

C76301/A C88079/2






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C4 4 Pc. BRAKE CALIPER UNIT WZ57UP10XS11 RIGHT VERSION, I=2.17, FSS-NR. 1267529201.

II39691/2BZA C76300/A

INCLUDING : BRAKE CALIPER BRAKE CYLINDER

II 39700/ZA I70285/304LP

C76301/A C88079/2

N1 1 Pc. EMERGENCY BRAKE PULL BOX WITH SWITCH

II67335 C133701

N2 1 Pc. EMERGENCY BRAKE VALV E NB12A

I94023/KI C63437

KNORR ANTI-SKID

G1 1 Pc. Control unit MGS2 STN30518/0276 TA28601/200

1 Pc. Connector STN30979 STN30979

G2 4 Pc. Dump valve GV12-ESRA. II34652/15024. C64539 4 Pc. Connector(Plug) N62148/10000 N63467 4 Pc. Nut 463376 MPG13.5,

DIN46320

G3 4 Pc. Toothed wheels I.2.748 I.2.748 150 Me-

ter Complete Length of Wiring Required for Anti-Skid System - (1mm x 3 core, with sheath)

I.F.2903 I.F.2903

4 Pc. Junction Box (Speed Sensor) I.A.1109 I.A.1109 2 Pc. Junction Box (Dump Valve) I.A.1110 I.A.1110 4 Pc. Housing B61607 C90305 4 Pc. Bracket for Dump Valve I.4.744 I.4.744 G5 4 Pc. Speed sensor G16 II35456/20013 N52240






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SCOPE OF SUPPLY OF DISC BRAKE SYSTEM FOR GENERATOR CAR (POWER CAR) BOM NO. : TA 18604 / 9B ( Rev. 1) 1 2 3 4 5 6 7

Item Qty. Unit Description Part Number Outline dra w-

ing Re-marks

B17 1 Pc. CONTAINER- FRAME CONSIST-ING OF MANIFOLD FOR GEN-ERATOR CAR WITH FOLLOW-ING ACCESSORIES:

II79436 C159154

B3 1 Pc. PRESSURE TANK (75 LITRES) II70567 C140416 B3.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1 B4 1 Pc. PRESSURE TANK (06 LITRES) C156643 C156643

B5 1 Pc. PRESSURE TANK (125 LITRES) II70568 C140417 B5.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1

B6 8 Pc. ANGLE COCK I.2.411/3 I.2.411/3

B7 4 Pc. BRAKE PIPE COUPLING(FP) I75882/455/KI B67285 B8 4 Pc. BRAKE PIPE COUPLING(BP) I75888/455/KI B67284

B9A 4 Pc. INDICATOR I48102/ W A93736/A

B9B 2 Pc. INDICATOR I48102/ W A93736/A B10 1 Pc. BRAKE PANEL HAVING FOLLOW-

ING ACCESSORIES: II78329 C157152

B10.1 1 Pc. DISTRIBUTOR VALVE KE1IPKSL - WITH SUITABLE RELAY VALVE & MOUNTING BRACKET

I.2.765 I.2.765

B10.2 3 Pc. CHECK VALVE, RV7-T I90476 4B84113

B10.3 2 Pc. COCK DH7-TE I88738 B80866 B10.4 2 Pc. COCK AHB 200 NW19 WBAHB230AA00

2 WB415503-Z

B10.5 1 Pc. PRESSURE SWITCH MCS11/W : 1.3-1.8 BAR

I92268/01813 B85715

B10.6 4 Pc. TEST FITTING K1E I79470/07K C143551 B10.9 2 Pc. FILTER NW19 WITH CODEPIN WBFIL100AA002 WB307519AZ B11.B 1 Pc. PRESSURE TANK 6 LITRE C159244 C159244 B11.C 1 Pc. ROLLER LEVER VALVE WRV-2S,

G -1/4". I77338 A70429

B12 2 Pc. FLEXIBLE HOSE WITH ADAPTOR I.F.2744 I.F.2744 B12.1 4 Pc. MUFF/REDUCER B94529/3 C53765 B13 1 Pc. PRESSURE GAUGE 80x10. II55801/10-001

(BC) C108950

B14 1 Pc. PRESSURE GAUGE 80x10. II55801/10-001 (BP)

C108950

B14.1 1 Pc. PRESSURE GAUGE 80x10. II55801/10-001 (FP)

C108950






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1 2 3 4 5 6 7 Item Qty

. Unit Description Part Number Outline dra w-

ing Re-marks

B15 1 Pc. EMERGENCY BRAKE ACCELER-ATOR EB3 S/L WITH BRACKET

I89368 2B82102

B16 2 Pc. COCK G1-DN25E II20882/14SX C22541 C1 4 Pc. HOSE CONNECTION R1/2”, 600

MM LONG. I.3.3503/3 I.3.3503/3


I.3.941 / 1 I.3.941/1

C3 2 Pc. BRAKE CALIPER UNIT WZ37UP10XS11 LEFT VERSION, I=2.48, FSS-NR. 1272113201.

II39261/1BZA C76302/A

INCLUDING :BRAKE CALIPER BRAKE CYLINDER

II39601/ZA I70285/704LP

C76299/A C88079/2

C4 4 Pc. BRAKE CALIPER UNIT WZ37UP10XS11 RIGHT VER-SION, I=2.48, FSS-NR. 1272114201.

II39261/2BZA C76302/A


II39601/ZA I70285/304LP

C76299/A C88079/2

C5A 2 Pc. BRAKE CALIPER UNIT WZ37UP10H16R8 LEFT VER. W. HANDBRAKE I=2.48, FSS-NR. 1267584201.

II39260/1BZA C76298/A


II39601/ZA I70286/1204LP

C76299/A C88077/2

C5B 2 Pc. CONNECTING PARTS FOR FLEXBALL 125

II17430/125 2C57907/125

N2 1 Pc. EMERGENCY BRAKE VALV E NB12A

I94023/KI C63437

N4 1 Pc. GUARD'S EMERGENCY ISOLAT-ING COCK

I39369/KI 3A81344/KI

F1 2 Pc. FLEXBALL CABLE (L = 2197mm) I.P.1606 2SK10.6176 F2 1 Pc. FLEXBALL CABLE (L=2333mm) I.P.3083 0267.06.00.00 F3 1 Pc. FLEXBALL CABLE L= 4024 mm). I.P.1605 0267.05.00.00 KNORR ANTI-SKID

G1 1 Pc. Control unit MGS2 STN30518/0276 TA28601/200

1 Pc. Connector STN30979 STN30979 G2 4 Pc. Dump valve GV12-ESRA. II34652/15024. C64539 4 Pc. Connector(Plug) N62148/10000 N63467

4 Pc. Nut 463376 MPG13.5, DIN46320

G3 4 Pc. Toothed wheels I.2.748 I.2.748






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1 2 3 4 5 6 7 Item Qty

. Unit Description Part Number Outline dra w-

ing Re-marks

150 Me-ter

Complete Length of Wiring Re-quired for Anti-Skid System - (1mmx 3 core, with sheath)

I.F.2903 I.F.2903

4 Pc. Junction Box (Speed Sensor) I.A.1109 I.A.1109 2 Pc. Junction Box (Dump Valve) I.A.1110 I.A.1110 4 Pc. Housing B61607 C90305 4 Pc. Bracket for Dump Valve I.4.744 I.4.744 G5 4 Pc. Speed sensor G16 II35456/20013 N52240






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5. System & Function Description

5.1 General

TA18604/15B illustrates the system piping diagram of AC/Non AC (EOG) coaches whereas TA 18604/19B illustrates the system piping diagram of Generator cum brake van (Power Car). Scopes of supplies are shown in SOS TA18604/5B & TA18604/9B for EOG & Power car respectively.

TA36185/11 illustrates the piping brake system of AC (EOG) Double Decker coach & its scope of supply is shown in TA36185/2.

5.1.1 Principal Characteristics of the Brake System

The graduated release brake system allows graduated application and release of the air brakes.

The brake system is a KEI – P (D) System. It stands for;

KEI KE distributor valve for series for India

P Passenger train

(D) Disc Brake

The high power disc brake KEI-P-(D) is adjusted to position P “Passenger train” with the following tech-nical data;

Application time: 3 – 5 secs.

Release time: 15 – 20 secs.

Max. Cylinder pressure: 3.0 kg/cm2 – EOG & Generator car

(This value is adjusted thru’ relay valve RLV-11d)

5.1.2 Principles of operations of Brake System

When the twin pipe system with BP & FP lines on the coaches of the train is charged to 5 & 6 kg/cm sq. respectively by the locomotive, the air pressure in the air brake pipe connected to the distributor valve, controls the brake system of the coaches. To initiate and reflect a brake application, the air pressure in the brake pipe is reduced and the distributor valve in each coach reacts to supply the auxiliary reservoir air pressure at a proportionate level as BC pressure to the actuators. This BC pressure act as a signal pressure to the large capacity relay valve. The relay valve in turn quickly supplies air pressure of the same intensity to the four wheel slide Dump valves and finally reaches the brake actuators provided for each brake disc.

The force developed in each brake actuators causes piston movement and subsequently through linkag-es passes on to its brake caliper with pads to close on the individual brake disc provided in each wheel set. The binding causes friction and retardation to wheel rotation. The brake effect and the force applied on the disc will be proportional to the BC pressure supplied to the brake actuators. The detailed descrip-tion and maintenance of disc brake mechanical arrangement consisting of caliper with pads, brake cylin-der, etc. is dealt in a separate manual.

If wheel slip occurs on any wheel consequent to the brake force from the disc not having been absorbed due to insufficient wheel / rail adhesion factors, a speed sensor provided in axle end and phonic wheel






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fitted on each axle and of each wheel in combination feeds the signal to the wheel slide protection unit. The WSP unit turn energizes through dump valve cabling / connector instantly and operates the particular wheel slide dump valve (solenoid valve) provided in the brake cylinder circuit of the particular wheel.

The dump valve gets opened and exhausts the BC pressure to atmosphere to maximize the braking effort for any braking wheel / rail interface coefficient of friction.

As soon as the wheel side stopped, the sensor withdraws the electrical signal to WSP unit and the later in the turn automatically deactivates the dump valve to a close position. This allows restoration of BC pres-sure to the brake cylinder circuit due to pressure maintaining ahead of DV. The wheel side protection is thus automatic in action and makes optimum use of adhesion during braking with resultant benefits of improved braking distance and prevention of continuous wheel slide/damages. The detailed description and maintenance of WSP unit is covered in a separate manual.

Reduction in the brake pipe air pressure can be caused by one of the operations/events as under:-

� drivers brake valve on the locomotive (applied by loco driver) � guards brake valve in brake van / generator coach � pilot valve for passenger emergency (pull box) � parting of train and disengagement of brake pipe.

Out of these ways of brake applications, drivers’ valve operation only can provide a graduated brake ap-plication or release for any brake pipe pressure held steadily below the normal running regime pressure of 5 kg/cm2.

Release of the brake is done by the movement of drivers’ brake valve handle towards release position causing the BP pressure to increase towards regime pressure limit. The Distributor valve in term causes the BC pressure to be withdrawn proportionately depending upon the increase of BP pressure in the brake pipe pressure. A reduced brake application or a complete release to brake can be provided de-pending upon the position of brake valve handle selected.

Description of Brake Systems

5.2 Brake Control Equipment – group B

5.2.1 Brake pipe, Feed pipe with Auxiliary reservoi r

The basic system of twin pipe graduated release air brake system confirms to RDSO specification no. 02-abr-02 with 25 mm bore dia of BP/FP at 5 & 6 kg/cm2 operating pressure respectively in use of passen-ger coaches on IR.

At each end of the pipe, an angle cock (B06) and a brake pipe coupling / ffed pipe coupling (B07, B08) is fitted to connect the pipes to the adjacent car. The brake pipe couplings are compatible with the IRS cou-pling SK 73547 and the feed pipe couplings are compatible with the IRS coupling WD-81027-S-01.






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The brake pipe is used to control the distributor valve by pressure increase or decrease for brake release or application. The brake pipe pressure is charged at 5 Kg/cm2 and can be checked at the pressure gauge B14 in the Power car / Generator car.

Figure 2

At the time of application of brakes the air pressure in brake pipe is reduced and the Distributor valve fitted in each coach gets actuated. The Auxiliary Reservoir air pressure at regulated level is supplied to brake actuators through Distributor valve.

The feed pipe supplies compressed air to the reservoirs 75L + 125L (B3, B5). The main reservoir (B5) stores the air required for brake applications. The volume (125L) is protected by a check valve (B10-2), so that a brake application can be triggered, if the coach is separated from the train. The 75L auxiliary reservoir (B3) is used for air supply of the toilet but it can also supply air pressure for brake application.

Another set of FP and BP branch pipes are also provided in each coach on the either side of central drawn bar with BP, FP end cocks and hose coupling to provide straight connection of hose coupling sets during the coach reversal and attachment of the coaches to the rake formation.

5.2.2 Module plate and container

The main devices for brake control are mounted onto a module plate (B10). The module plate is a drill aluminium panel. The module plate houses all the critical valves for the brake system operation. This eliminates substantial piping work and facilitates maintenance by unit replacement.

The air from the feed pipe and the brake pipe passes through the filters (B10-9/1, B10-9/2) before it en-ters the module plate, to arrest the dust which could cause malfunctioning of the brake devices.






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Figure 3

The test point devices (B10-6/1, B10-6/2, B10-6/3 & B10-6/4) measure the pressure of feed pipe, the brake pipe, CR & BC pipe line outputs at one location itself.

The module plate and the air-reservoirs are installed into a Brake Container.

This brake container is provided with mesh cover onll sides. This provision protects the valves from the vulnerability of impact damages from ballast/flying debris during train operations.

5.2.2.1 Distributor Valve KE1IPKSL

The distributor valve KE1IPKSL (B10-1) consists of the basic valve KE0KSL to which the pressure varia-ble relay valve RLV-11d is directly mounted. For LHB coaches, this pressure variable relay valve is set to restrict the maximum brake cylinder output to 3.0 kg/cm2. It is manufactured in India and carries a choke cover which maintained for passenger timings as per UIC. It has a quick release device. Also, if desired an EPZ-unit (optional) can be mounted to the valve body.

The bracket incorporates all ports and connects the distributor valve to the module plate.

All maintainable parts of the distributor valve are located on the distributor valve. The distributor valve can be taken off from the pipe bracket without disconnecting the pipes. The following ports are available:

• L – brake pipe • R – auxiliary reservoir pipe • C – brake cylinder pipe • A – Control Chamber (6L)

The distributor valve (type KE0) creates upon a brake pipe pressure (L) reduction or increase, a pre con-trol pressure (Cv), inversely proportional to the brake pipe pressure. Controlled by Cv - pressure, the relay valve which is directly mounted to the body of the distributor valve, creates the brake cylinder (C) pres-sure and necessary air supply to the brake system. The relay valves ensure consistent application and release timings of brake cylinders irrespective of the volumes at all times.






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If there is a malfunction in one of the bogies each bogie can be cut of separately by closing the cut off cocks B10-4/1 or B10-4/2.

On each module plate the cylinder pressures (C) and the pressure of the Control chamber can be meas-ured through the tests fittings (B10-6/4 and B10-6/3).

In the generator cars the brake cylinder pressure (C) also can be monitored at the pressure gauge (B13).

To cut off the pneumatic brake the cock (B10-3/1) has to be closed and the R-charger of the KE-valve (B10-1) has to be shut off with the handle. 6. Groups functional description. 6.1 Car Brake Control Equipment- group B 6.1.1 Emergency brake equipment

Following are the possibilities for an emergency brake application:

• The guard emergency brake valve (N4) (only in generator cars) is directly connected to the brake pipe and vents the brake pipe, when being actuated.

In each coach emergency brake pull boxes (N1) are installed (one in each generator cars, five or more in each passenger car), which can operate the emergency brake valve NB12A (N2). These are provided to enable a passenger for operation towards stopping the train in case of emergency.

• If the handle of the emergency brake pull box is moved, the pipe between N1 and N2 is vented and the emergency brake valve NB12A starts exhausting the brake pipe via a large orifice. After the pressure at the brake pipe has reached 2 bar it stops to vent the brake pipe so as to shorten the refilling time after an emergency brake application.

To return the emergency brake pull box, the bolt has to be unlocked by a guard’s key. So it is always possible to find out from where an emergency pull box was actuated. The passenger emergency alarm valve is also provided with limited switches and LED indication lamps to locate the particular valve which is actuated. The emergency cock (N3) can be used to cut off the emergency brake valve (N2) in the case of malfunc-tion. This feature is non-compliant to UIC-norm. 6.1.2 Emergency brake accelerator valve EB3-S/L

The Emergency brake accelerator valve with an isolating cock is mounted into the brake pipe. If there is indicated a fast pressure reduction of brake pipe, which is equal to an emergency brake application, the emergency brake accelerator supports this pressure reduction and vents the brake pipe via a large ori-fice. This causes an equal brake pressure reduction spread over the whole train in the brake pipe, so the actuation speed of the brake cylinders at the end of train will be as fast as in coaches near the actuation point. If there will be no emergency brake accelerator used the speed of pressure reduction in the brake






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pipe at the end of the train will be much slower compared to the pressure reduction speed in the coaches near the locomotive. This effect will cause forces across the length of the train.

The emergency brake accelerator will stop to vent the brake pipe between a pressure of 2.5 bar and 1.5 bar.

6.1.3 Hand brake (Power Car coaches only)

To actuate the hand brake, one bogie of the Power car is equipped with actuating devices named as flex-ball (F1-F3). If the hand wheel of power car is turned, flex-ball cables are directly moving two brake cali-pers and these flex-ball cables are directly connected to hand wheel to apply on this bogie.

Figure 5

6.1.4 Brake indication

At both sides of the car-body there are two indicators B9A which show for each bogie, if the pneumatic brake is actuated.

If the pneumatic brake is applied the distributor valve (B10-1) builds up brake cylinder pressure. This pressure actuates via nozzle (B10-7/1 and B10-7/2) the indicators B9A.

If the hand brake is actuated, the roller lever valve (B11.C) indicates this action and air flows from the check valve (B10-2/2) and the reservoir (B11.B) through the roller lever valve (B11.C) to the indicators B9B.

If the brake is applied, the window of the indicator is red with a black point. If the brake is released, the window shows a green sign.

The indicator for the handbrake is turning from green to red with a black point when the handbrake is applied.






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6.1.5 Isolation of the bogie

Each bogie has its own isolating cock (B10-4/1 or B10-4/2) for isolation. In case of malfunction of one of the bogie brake equipment, the affected bogie can be separated from the whole brake system by turning the handle of corresponding isolating cock in off position.

Figure 6






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6.2 Bogie Mounted Brake equipment - Group C

Figure 7

Each bogie has two axles, each is equipped with two grey cast iron brake discs instead of the conven-tional system of brakes at wheel treads. The brake energy is dissipated only at the axle mounted brake discs (C7), so that the wheel set is only stressed by the weight of the coach. The advantage of this ar-rangement is that the superposition of the thermal stresses and mechanical stresses is avoided.

The braking force is generated for each disc by a brake caliper unit (C3, C4, C5A), which consists of a brake cylinder (type UP10) and the brake caliper amplifying braking cylinder force depending on the lever ratio.






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6.3 Wheel Slide Protection Equipment – group G

Figure 8

A Control unit MGS2 with connector, Speed sensor G16, Dump valve GV12-ESRA with connector and Toothed wheel are the main parts that constitutes the Wheel Slide Protection Equipment.

The anti-skid device produced by KNORR is duly approved by UIC.

Since the maximum speed 160 km/h and the stopping distance of 1200 m, the adhesion could be insuffi-cient to sustain the brake rate demanded during emergency breaking, especially when the surface of the rail is wet and slippery. Therefore each coach is equipped with an electronic anti-slip device of KNORR (MGS2). At each axle a speed probe unit (FSI) is mounted, which transmits the wheels speed signal to the electronic device (MGS2). If the rotation of an axle is slower than the speed of the car, the anti-slip dump valve (DV) is actuated by the anti-slip computer (MGS2). This prevents the car of getting flat wheels and extends the lifecycle of the wheel sets tremendously.






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DESCRIPTION, OPERATION AND MAINTENANCE

OF LHB COACHES BRAKE CONTROL EQUIPMENT






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1. BRAKE PANEL MODULE (Brake Frame B17)

1.1 INTRODUCTION

The Brake Panel Module for LHB Coaches serves to group together the interconnections of all valves in the brake system in one single assembly. Cut-out Cocks, Chokes, Filters, check valves, Pressure Switch are located in a single panel with Reservoirs, Drain Cocks, etc.,

1.2 FEATURES

• The overall weight of the frame and panel is reduced with the introduction of Aluminium drilled panel. This facilitates easier handling and is lesser prone to dynamic vibration effect during run-ning.

• Reliable design, no possibility of leakages thru brazed pipes.

• The overall frame is provided with a protective mesh guard to safeguard against the track side ballast hits.

• Better accessibility of devices on the panel - Adequate space is maintained on the panel for inter-change ability of the DV with that of other approved manufacturers as per specification.

• Material of frame & mesh is stainless steel to avoid rusting during service.

1.3 CONSTRUCTION

The Brake Panel Module is a fabricated stainless steel frame and contains a Aluminum Manifold to which component / subassemblies are attached. The list of items forming part of their location is included in the parts list of Brake Container drawing along with the piping circuit details.






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There are 3 distinct sub-division of component categories on brake panel;

1. Brake container with mesh cover

2. Brake module with valves

3. Reservoirs and pipes

All the valves such as filters, cut-off cocks, check valves four test points for measuring the BP,FP, BC & AR pressures during testing.are located on the brake module. They are on the front for easy accessibility by Railway staff. These valves are protected with a mesh cover, in case to operate the valves, the cover needs to be opened. All the valves on the Brake modules are provided proper identification.

The reservoirs are mounted on the brake container at the rear behind the brake panel. The reservoirs are provided with drain cocks for draining the condensate.

The frame header mounted on rear top position of the Brake Container form an interface connection with Coaching braking system for BP, FP, BC, etc., and are used to connect with coach piping.

1.4 INSTALLATION ON COACH The Brake container can conveniently be mounted to the LHB Coach under frame mounting bracket. The four mounting flanges on top of the Brake Container carry four 12 mm holes each. The Brake Container flanges are to be secured with fasteners to Coach under frame bracket. The mounting has to be done with the face of the Brake Panel facing outward to facilitate attention to equipment.

1.5 OPERATION OF DEVICES ON PANEL 1.6 CHARGING: Initially the Brake Pipe pressure enters the Brake Panel through the pipe connection and passes through a filter to the DV via a BP test point and charges the Control Reservoir 6 liters via a CR test point. In case of single pipe system, it also charges the Auxiliary Reservoir-125 liters.

The Feed Pipe pressure enters the Brake panel through the pipe connection and passes through a filter via Pressure Switch assy. and a FP test point to the reservoirs thru the check valve and the Isolating Cock (if opened). The air will charge into the Auxiliary Reservoirs 125 liters & 75 liters to maintain Reser-voir supply of compressed for braking purposes.

The drain cocks are provided at the bottom of each reservoir to periodically drain the condensate. How-ever for 6 ltrs. Reservoirs, drain plugs have been provided which can be used to drain the condendate.






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1.7 BRAKE APPLICATION: When a Brake is applied, BP pressure is reduced in the system through the Driver’s Brake Valve. The BC pressure is generated from the Distributor Valve. Our distributor valve is equipped with Pressure Con-verter RLV-11D-E/1 to restrict the maximum BC pressure to 3kg/cm2. The advantage of this pressure converter is that it can be adjusted for any B.C. pressure settings between 0.6 bar to 8.0 bars and is an integral part of our distributor valve. This feature is as per the international norms and regulations which demands a built in relay valves for passenger application. The important features of this Pressure Con-verter is that it adjusts the BC pressure proportionately over entire full service brake application range and at the same time filling times are independent of Brake Cylinder volume to be filled. The output pres-sure from the Distributor valve goes to the bogie isolating Cocks BC1 and BC2. When the Cocks are opened the air pressure moves out of the brake panel and goes to the Brake Actuators through the Dump Valves causing a brake application. These isolating cock are of with vent type, with vent side towards the BC side, when closed, the BC pressure gets exhausted to the atmosphere. The BC pressure from brake panel also goes to the brake indicators which are mounted on both the sides of the coach. When the BC pressure goes inside the brake indicators, the window of the Brake indicator shows a Red colors.

When an emergency brake is applied, the emergency brake accelerator valve vents the BP pressure through its exhaust part rapidly causing quicker brake application through the train. Whenever the Pas-senger Emergency Alarm Pilot Valve handle is pulled, the BP pressure vents at its exhaust port and causes the Passenger Emergency Valve to exhaust the BP pressure causing a brake application. Using the resetting key, the Passenger Emergency Pilot Valve can be reset to stop venting of BP air through the passenger Emergency Valve.

1.8 BRAKE RELEASE: The brakes are released, when the BP pressure is again charged into the system thereby releasing the brakes. Rising of BP pressure causes the venting of BC pressure through the DV. Releasing of BC pres-sure causes the brake actuators to retract and leave the brake disc. When the BC pressure is exhausted, the pressure from the Brake indicators also get exhausted causing the windows of the Brake indicators turn to Green colors signaling a brake release.

1.9 MAINTENANCE

The Brake Panel Module practically does not require any maintenance except for a check on the fas-tening arrangement to the Coach under frame for ensuring soundness of fitment. Also check the air leak tightness of the system at pipe joints, reservoir connections.

However, for the brake equipment valves, the periodic recommended maintenance schedule needs to be adhered to. The periodic overhaul and test procedure for the individual brake equipment valves forming part of the Brake module is covered separately in this manual.

1.9.1 RELEVANT DRAWINGS OF

1. LHB Coach Pneumatic schematics. 2. LHB Brake Container Assembly






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1.9.2 TESTING OF A BRAKE CONTAINER

The Brake Container comprising of preassembled pneumatic system with individual tested valves is to be tested after assembly for its performance as per the KB test protocol as per the Test Rig Schematic and the test procedure shown below.






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1.9.3TESTING PROCEDURE OF A BRAKE CONTAINER 1.9.3.1 Initial Condition: 1. All cocks closed (including the brake panel). 2. Connect all the connections of the Brake container to the test bench. (Refer the drawing for ports)

Port for the Passenger Car: HBL, HL, C1, C2, C1A, C2A & T Ports for the Power Car: HBL, HL, C1, C2, C1A, C2A, T, SHB & MC

3. Drivers brake valve at off position. 4. Distributor valve and other accessories have to be individually tested on individual test stand before assembly on the panel. 5. Test stand connections must be tested for leakage prior to testing using soap solution at the joints and mountings.

1.9.3.2 Charging Time Test. 6. Open cock C1 & C3. 7. Set PRV 1 to 6+0.1 Kg/cm2. 8. Measure the charging time of the CR pressure from 0 to 4.8+-0.1 Kg/cm2 on M_CR. 1.9.3.3 Service Application Leakage Test. 9. Open cock on the Brake cylinder (BC) line on the Brake panel. 10. Set the drivers brake valve to full application. 11. Allow BC, BP and CR pressure to stabilize. 12. Close cock C3 & C1. 13. Test for leakage by applying soap solution on the mountings, joints and reservoirs. 14. Set the drivers brake valve to release position. 15. Open cock C3, C15 (only for Power Car) & C1. 1.9.3.4 Full Service Application & Release . 16. Set the drivers brake valve to full application. 17. Measure the pressure rise on M_BC1 & M_BC2. 18. BC pressure should rise from 0 to 2.8+-0.1 Kg/cm2 in 3-5 seconds. 19. Maximum brake cylinder pressure should be 3+-0.1 Kg/cm2. 20. MC=M_BC1 & M_BC2 (only for Power Car) 21. Set the drivers brake valve to release position. 22. Measure the pressure drop on M_BC1 and M_BC2. 23. BC pressure should drop from 3 +-0.1 Kg/cm2 to 0.4 Kg/cm2 in 15-20 seconds. 24. Final pressure in M_BC1, MC (only for Power Car) & M_BC2 should be 0 Kg/cm2 1.9.3.5 Emergency Application Leakage Test. 25. Set the drivers brake valve to emergency application. 26. Allow BC, BP and CR pressure to stabilize. 27. Close cock C3 & C1. 28. Test for leakage by applying soap solution on the mountings, joints and reservoirs.






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1.9.3.6 Emergency Application & Release. 29. Open cock C3 & C1. 30. Set the drivers brake valve to release position. 31. Set the drivers brake valve to emergency application. 32. Measure the pressure rise on M_BC1 & M_BC2. 33. BC pressure should rise from 0 to 2.8+-0.1 Kg/cm2 in 3-5 seconds. 34. Maximum BC pressure should be 3+-0.1 Kg/cm2. 35. Set the drivers brake valve to release position. 36. Measure the pressure drop in M_BC1 & M_BC2. 37. BC pressure should drop from 3+-0.1 Kg/cm2 to 0.4 Kg/cm2 in 15-20 seconds. 38. Final pressure in M_BC1 & M_BC2 should be 0 Kg/cm2

1.9.3.7 Sensitivity Test. 39. Close cock C3. 40. Open cock C4. (This allows BP to be reduced by 0.6 Kg/cm2 in 6 seconds) 41. Brake should apply within 6 seconds i.e. BC will rise in M_BC1 & M_BC2 to minimum 0.5 Kg/cm2. 1.9.3.8 Insensitivity Test. 42. Close cock C4 and Open C3. 43. Wait till BP stabilizes. 44. Close cock C3. 45. Open cock C5. (This allows BP to be reduced by 0.3 Kg/cm2 in 60 seconds). 46. Brake should not apply within 60 seconds. 47. Close cock C5 and open cock C3. 1.9.3.9 Re-feeding Test. 48. Set drivers brake valve to full application. 49. Open cock C10 & C9. 50. BC should be stable i.e. M_BC1 & M_BC2 should be 3+-0.1 Kg/cm2. 51. Close cock C10 & C9. 52. Set drivers brake valve to release position. 1.9.3.10 Bogie Isolation Test. 53. Set the drivers brake valve to full application. 54. Turn the 1st bogie isolation cock to close position. 55. M_BC1 should be zero. 56. Turn the 2nd bogie isolation cock to close position. 57. M_BC2 should be zero. 58. Turn the 1st bogie isolation cock to open position. 59. M_BC1 should be 3+-0.1 Kg/cm2. 60. Open cock C10 air should escape. 61. Close cock C10. 62. Turn the 2nd bogie isolation cock to open position. 63. M_BC2 should be 3+-0.1 Kg/cm2. 64. Open cock C11 air should escape.

65. Close cock C11.






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DESCRIPTION OF THE EQUIPMENT BEING USED IN THE COACHES

Distributor Valve KE1diPKSL

(With Variable Pressure Transformer- RLV-11d)

S.NO. CONTENT

1 Introduction

2 Safety

2.1 Validity

2.2 Authorized use of the product

2.3 Safety Regulation

2.4 Manufacturer’s responsibility

3 Technical Description

3.1 Technical Feature






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3.2 Construction

3.3 Working Principal

4 Removal and installation

4.1 Requirements

4.2 Removal

4.3 Installation

5 Repair and Overhaul

5.1 Disassembly

5.1.1 Breaking down the distributor valve into its assemblies

5.2 Cleaning

5.3 Inspection

5.4 Assembly

5.4.1 Requirements

5.4.2 Preassembling the Assemblies

6 Testi ng

7 Repair and overhaul of relay valve

7.1 Assembly of basic valve body

8 Assembly of bracket and control reservoir

9 Assembly of R -charger

10 Table pages

10.1 Special tools

10.2 Overhaul instruction for the component assemblies

10.3 Inspecting the components

10.4 Basic value body assembly

10.5 Bracket assembly

10.6 R – charger assembly






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1 Introduction KNORR KE1diPKSL distributor valves are internationally approved graduated release units designed according to modern engineering principles. They feature:

– Diaphragm pistons

– Rubber seated valves

– Maximum pressure limiters

– Pressure surge protection and

– Automatic recharging to compensate for leakage in the brake cylinder

They are based on a modular design in which the basic valve is always the same. This member can be com-bined with several different attachments to provide distributor valves for a wide variety of applications.

The designation KE1diPKSL stands for the following features:

– KE: Ke valve basic series – ..1: with relay valve (ratio 1:1) – ..d :Ke valve generation – ..P: Generally designed for locomotives operating only in P. UIC times. Only one set of choke with of the

one on the Ke1dT. – ..K: No control chamber A mounted. External control reservoir, standard size 4I. – ..SL: Built-in quick release valve

The model KE1diPKSL distributor valves are designed for use in passenger cars.

NOTE Please read these Overhaul Instructions carefully f rom start to finish before begin-ning work on any KE1diPKSL distributor valve. In th is way you will avoid wasting time and money.

2 Safety

2.1 Validity This Overhaul Instructions is valid for distributor valve with the following item number:

NOTE The Type plate (26, Fig. 33) attached to your distr ibutor valve contains the item type data.

Valve Item Number

KE1diPKSL I.2.765






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2.2 Authorized use of the product The KE1diPKSL distributor valves identified by the item number listed in Section 2.1 shall be used only in brake systems for which they have been authorized by KNORR−BREMSE project documentation. They shall not be used for any other purpose Without the approval of KNORR−BREMSE India Private Limited.

2.3 Safety regulations Warnings in other parts of these Overhaul Instructions draw your attention to the individual risks concerning your use of the product. Warnings and directions for use generally precede our descriptions of the relevant applica-tions.

2.4 Manufacturer’s responsibility KNORR−BREMSE India Private Limited cannot be held liable for anything affecting the reliability or performance of distributor valve KE1diPKSL if:

– This product is commissioned, operated, serviced and overhauled by personnel not qualified to take such action.

– The distributor valve is used for any purpose other than authorized. – Other than genuine KNORR spares are used or KNORR spares are changed technically in anyway

3 Technical Description

The distributor valve has been engineered for use in air brake systems on rail vehicles.

3.1 Technical Features

The unit is distinguished by the following features:

• Universal action: The distributor valves are equipped with pressure transformers providing for universal action. Universal action means the brake application and release times are independent of the size and piston stroke of the brake cylinders. Hence, one and the same distributor valve can be used for brake cylinders of all sizes.

• Propagation rate: A propagation rate of 285 m/s, which is virtually the speed of sound, is reached in trains fitted with this distributor valve (purely pneumatic working principle).

• Sensitivity: The distributor valve reacts very sensitively to controlled pressure changes in the brake pipe. The brakes respond, for instance, in less than one second (UIC specification: 1.2s) subsequent to a BP pressure re-duction of 0.6 bar in 6s.

• Insensitivity: The distributor valve is insensitive to uncontrolled pressure changes in the brake pipe. This means the brakes do not react to BP pressure reductions of up to 0.5 bar within 50s (UIC specification: 0.3 bar in 60s).

• Pressure surge protection:






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The distributor valve is insensitive to short pressure surges induced into released brakes. After full ser-vice braking, the brake pipe pressure can be over-elevated by a limited pressure surge, without the unit being overcharged to a degree that would interfere with brake operation.

• Maximum pressure limitation: The maximum brake cylinder pressure is restricted by the maximum pressure limiter - regard-less of the auxiliary reservoir volume, the auxiliary reservoir pressure and the brake cylinder stroke. The maximum pressure limiter hence suppresses over braking and prevents the wheels from locking.

Air losses in the supply lines to the brake cylinder or in the brake cylinder itself can be offset by the use of the reserves from the auxiliary reservoir.

• Filling the auxiliary reservoirs (or Inexhaustibility) The auxiliary reservoirs are refilled from the brake pipe via the check valve in the R-charging valve.

• Switching off the brakes: The R-charging valve contains a cut-off valve. Actuating this cut-off valve by its handle interrupts com-munication between distributor valve and brake pipe and simultaneously vents the auxiliary reservoirs and brake cylinders. To entirely vent the distributor valve, the user must additionally operate the release valve on the control chamber A. The release valve must continue to be pulled until full brake release is reached. The installation drawing contains the technical particulars of the unit.

3.2 Construction

The distributor valve is designed according to the modular principle. This means that various components can be added to the basic valve member (a) to perform whatever tasks are required. Joining the relevant component to the flange automatically sets up the functionally required, pneumatic connections via the mounting surface.

The distributor valve consists essentially of:

• Basic valve member (a)

• Control chamber A (b) with a release valve

• R-charging valve (c) with a cut-off valve and brake pipe exhaust

• Choke cover

• Variable pressure transformer (e)

• Plate (f). The distributor valve fastens to the manifold plate by means of four studs for easy mounting. The manifold plate itself acts simultaneously as the link to all of the onboard pipes.

3.2.1 Basic valve member (a)

The following functions are concentrated in the basic valve member (a):






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• Translating a pressure reduction in the brake pipe into a corresponding pre-control or brake cylinder pressure.

• Accelerating the BP pressure reduction at the start of braking • Maintaining the control pressure A • Quickly admitting the minimum pressure for brake application • Maintaining the applied brake cylinder pressure • Limiting the maximum pressure in the brake cylinder • Pressure surge protection

The basic valve member (a) incorporates the following assemblies.

Air filter (g)

The air filter (g) stops dirt entering the distributor valve from the brake pipe and therefore helps sub-stantially to prolong the life of the distributor valve.

When the distributor valve is detached from the value bracket, the air filter can be immediately replaced without the distributor valve being disassembled any further.

Triple-pressure valve (G)

The triple-pressure valve (G) controls brake cylinder charging and venting according to the magnitude and speed of the pressure changes in the brake pipe. The triple-pressure valve (G) reacts very sensitively to con-trolled pressure changes in the brake pipe, thereby making for very rapid brake response. Further, the triple-pressure valve (G) activates the accelerator and controls pressure surge protection.

Accelerator

The accelerator consists of a quick-service (Ü) control valve (U) with a quick-service chamber (K), a control sleeve and a choke switch (H). At the start of braking, air from the brake pipe flows into the quick-service cham-ber (K); this action provides for an initial pressure reduction and propagates the braking surge quickly through the train set.

A-control valve (D)

The control pressure A, which is derived from the brake pipe pressure L via the A-control valve (D), is monitored by the choke switch (H) and the pre-control pressure Cv. Since the A-control valve (D) is linked to the accelera-tor via the choke switch (H), the brakes are reliably protected against any depletion of the control pressure A. The accelerator is therefore reactivated optimally at the end of brake release.

Minimum pressure limiter (F)

When braking is initiated, the minimum pressure limiter (F) causes the brake cylinder to be charged quickly to a level equivalent to about 10% of the brake force reached upon full service braking.

Maximum pressure limiter (E)






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The maximum brake cylinder pressure is adjusted to its highest level by the maximum pressure limiter (E) re-gardless of the auxiliary reservoir volume, the auxiliary reservoir pressure and the brake cylinder volume. Over braking is avoided in this way.

3.2.2 Choke Cover (d)

The choke cover (d) contains brake application and release chokes 3.2.3R-charging valve (c)

Upon release, the auxiliary reservoir R is replenished with compressed air from the brake pipe via the R-charging valve (c); replenishment is simultaneous with the BC pressure drop, yet independent of the reservoir volume (universal action for filling by the triple-pressure valve of the R-charging valve). The auxiliary reservoir is isolated from the brake pipe L by a check valve in the R-charging valve (c). The R-charging valve (c) contains a cutoff valve and a brake pipe exhaust.

3.2.3 Variable pressure transformer (e)

The variable pressure transformer serves to admit a brake cylinder pressure that is related to the pre-control pressure at a defined ratio. The applicable Description B-EF20.21 contains information about the construction and working principle.

3.2.4 Bottom Cover A (b) with a release valve

The control chamber A (b) supplies the control chamber pressure A. Pulling the release mechanism releases the vehicle brakes via the release valve, while holding the pressure in the auxiliary reservoir. The vehicle's braking capability is hence preserved. The release valve is mounted on the bottom of the bottom cover A (b). The release mechanism must be pulled long enough to fully release the brakes. For ‘A’ volume a separate version of 6 Lt. vol. is connected to the Bottom cover.

3.3 Working principle

The working principle of the distributor valve is discussed in Technical Information I-EC00.41.

`Refer Pg 18, Pg19 & of I-E C00.25.






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3.3.1 Charging Position:

The chamber above the diaphragm piston (101.21) is filled when the cutoff member is opened and the brake pipe pressure is increased to working level. At a pressure of 2.2 kg/cm2, the choke switch (H) opens & the tap-pet (101.44) engage the control sleeve (101.37) by friction.

The slide 112.5 travels downwards across the exhaust port Bo and cuts off A from O.

The cup diaphragm (101.20) closes the port B112 under the action of the pressure difference L-A. The control chamber is now charged through the restricting choke (112.1).






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Compressed air from L flows into the control chamber A via the choke (101.41).

From the brake pipe, air flows via air filter (g) to the check valve provided in the R-charger (c).Also air from ‘R’ flows freely through the minimum pressure limiter to the inlet valve of the basic valve (a).

Compressed air from ‘R’ also passes through the open maximum pressure limiter (E) to the inlet valve of the basic valve (a) via the application choke provided in choke cover (d). When the R-pressure reaches the prese-lected maximum brake cylinder level, the maximum pressure limiter closes and hence cuts off its path R to the application choke.

When the normal working pressure is reached in pressure chambers L, R and A, the distributor valve is at the charging lap position.

The diaphragm plate (101.21) is restrained by the force of the compression spring (101.22) via the tappets (101.44), the valve head Cv – with the help of the compression spring (101.13).

In the quick release valve (b) the A pressure holds the slide (112.5) at the cutoff position A-O against the force of the compression spring (112.7); the sleeve is resting on its lower stop and transmits no force to the supporting piston (101.60).

The distributor valve is now ready to brake at its normal response rate. At the charging lap position, the distribu-tor valve maintains the pressure relative to R and A; pressure losses in the auxiliary air reservoir are corrected via the R check vale (190.4). Charging Position






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3.3.2 Brake Application:






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When the L-pressure is lowered by a degree at-least equivalent to the sensitivity gradient, the distributor valve goes to the braking position because the ‘L’ and ‘A’ pressure can no longer be balanced out through the choke (101.41).

If the L- pressure has been lowered so much that a large enough pressure difference develops between L and A across the diaphragm plate (101.21), then the valve head (101.34) will be lifted via the tappets (101.19); the con-trol sleeve (101.37) cannot follow the motion of the valve head (101.34) because it is frictionally engaged by the choke switch H. As a result, the valve (V101.3) opens and L communicates with the quick service chamber through the inlet of the quick service control valve.

Since communication between the L-chamber in the distributor valve and the brake pipe is restricted by the L-choke orifice (190.11b), the air from the L expands and creates a greater pressure difference L-A across the di-aphragm plate (101.21); the triple pressure valve G moves faster to the upper braking position.

When the valve V101.3 (L-K) opens, a pressure forms and charges the choke switch H from behind, allowing the force of the compression spring to move the choke switch to the cut-off position L-A (valve VH closed).

The distributor valve is switched over from normal to absolute sensitivity in this way; the control pressure is ac-cumulated.

The pressure drop in ‘L’ is transmitted to the adjacent vehicles through the brake pipe, yielding a high propaga-tion rate in this way.

The Cv pressure builds up through the open valve V101.2 and the initially open- minimum pressure limiter F and the maximum pressure limiter E. The Cv pressure is passed to the relay valve ‘e’, closing the outlet valve VM1 and then opening the inlet valve VM2.

The pressure rise in Cv makes the Cv piston advance. The balance beam (a.3) turns about the knife-edge ful-crum of the adjusting block (a.4) against the action of the C-pressure on the C-piston (a.2).

The C-pressure is still equal to that of preceding braking step. The balance beam (a.4) actuates the valve tappet (c.3) and the valve head (c.5), making the inlet valve (c.1) open. Compressed air from the auxiliary reservoir (R-pressure) flows into the brake cylinder and through the choke (d.2) to the C-piston (a.2).

The inlet valve (c.1) goes to the lap position upon completion of every braking process. Once the pre-selected Cv pressure rise is concluded, the C-pressure simultaneously reaches a level that holds the balance beam (a.3) in a state of equilibrium corresponding to the lap position. The inlet valve (c.1) and the outlet valve (c.2) are closed.

The maximum brake cylinder pressure is reached at the maximum pre-control pressure Cv. It can be adjusted within the range using the adjusting block (a.4) to change the a:b ratio on the balance beam. Turning the screw (b.1) to the right increases the maximum brake cylinder pressure (the adjusting block goes downwards), where-as turning to the left decreases the maximum brake cylinder pressure (the adjusting block goes upwards).

Brake Application Position






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3.3.3 Brake Release:






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If the pressure in the brake pipe is increased from a braking lap position, then the pressure difference between A and L across the diaphragm plate (101.21) will be reduced and the balance in the triple pressure system re-stored by Cv venting.

With every increase in BP pressure, Cv pressure is vented to atmosphere and in turn relay valve ‘e’ vents the brake cylinder pressure proportionately to the drop in Cv pressure.

The outlet valve VM1 of relay valve ‘e’ will vent the brake cylinder to O if, during release, the brake pipe pressure is raised to the normal working level.

As the Cv –pressure continues to drop, the minimum pressure limiter F opens when the level falls below the minimum brake cylinder pressure (about 0.7 kg/cm2), while the A-control valve D opens at a value of Cv=0.35 kg/cm2. However, the path from L to A is still cut off by the choke switch H. Consequently, the A-pressure can-not assimilate to L.

Depending upon the actual L-R pressure difference, the auxiliary reservoir will be replenished via the R check valve (190.4) during the whole of the brake release.

So during release, the auxiliary reservoir receives just enough air from the brake pipe to prevent the brakes from being depleted. The remaining amount is utilized to increase the brake pipe pressure evenly and more quickly throughout the train.

The A- and L- pressures rise to the normal working level. If the brake pipe pressure falls again after the quick service (U) control valve has opened, the distributor valve regains its original brake response and the accelera-tor is simultaneously activated.

The distributor valve release time is defined by the rate at which the pressure rises in the brake pipe; but if L ris-es faster than Cv can be vented through the release choke, then the latter will define the rate at which Cv is vented.

Brake Release Position






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3.3.4 Quick-release valve






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The quick-release valve serves both to release the brakes fully by automatic control and to assimilate an elevat-ed A pressure to L.

Briefly pulling the handle (112.9) on the quick-release valve releases the brakes. This movement deflects the thrust member (112.14), moves the thrust rod (112.2) against the force of the compression spring (112.11), and lifts the slide (112.5) with compression spring (112.6) and sleeve (112.3).

Air now flows through the port Bo under the slide (112.5), holding the latter and the sleeve at the very top posi-tion with the assistance of the compression spring (112.7).

The thrust member (112.14) and the handle return to their starting position when the handle is released.

The control chamber A is vented through the exhaust port Bo. As a result, the triple pressure valve G moves downwards to the release position, and Cv is vented through the outlet valve V101.1 and the release choke in the choke cover.

Provided the brake pipe is unloaded, the slide (112.5) will dwelt at its upper position and the control chamber A will be vented entirely.

Upon refilling, the L-pressure rises and pushes the slide (112.5) to the lap position via the cup diaphragm (101.20) and the supporting piston (101.60), thereby cutting Bo-O.

Pulling the handle (112.9) serves also to dissipate overcharges. The control chamber A is vented through the port Bo until the L-pressure bearing on the cup diaphragm (101.20) and the supporting piston (101.60) pushes the slide (112.5) downwards over the port Bo, thereby cutting off Bo-O.

The A pressure now charges the slide from above and moves it to the lap position, thereby disengaging the slide from the supporting piston.






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Quick-Release Position

4.0 Removal and installation

WARNING Observe the safety regulations for working on pneum atic systems and abide by them in the course of removing and installing the KE1diPKSL dis tributor valve.

4.1 Requirements Prior to removal, vent all the tanks and air pipes to which the distributor valve is connected.

The work of removing and installing the distributor valve must always be left to suitably qualified personnel au-thorized by the vehicle builder or operator.

Before installing the distributor valve, check its DV type plate (26) Fig.33 against that required for the vehicle. This is to ensure that the correct distributor valve is fitted.

Starting work on the distributor valve:

- Vent the brake pipe.

- Operate the handle on the quick release valve ALV−9a of control chamber A (24) Fig. 34 and vent

this chamber.






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Move the handle of the R charging valve to the OFF position.

4.2 Removal

– Disconnect the operating mechanism from the handle of the quick release valve ALV−9a on the control chamber A (24) Fig. 34.

– Detach the operating mechanism from the forked lever of the R charging valve (only on KE1diPKSL dis-tributor valves with an R charging valve and forked lever).

– Release the fasteners holding the distributor valve bracket, and remove the whole distributor valve from its mounting bracket in the vehicle.

– Immediately after removal, mask the flange surface of the distributor valve with a protective cover to keep out dirt and stop damage during carriage.

– Also mask the sealing surface of the mounting bracket with a protective cover unless a replacement is going to be fitted immediately after the distributor valve has been removed.

4.3 Installation

– Prior to installation, remove all traces of dust and dirt from the sealing surface of the mounting bracket.

– Lubricate sealing rings and O rings with a thin film of Fuchs Renolit HLT2 universal grease. Put these rings in the sealing surfaces, and attach the distributor valve to the mounting bracket. Tighten the fasten-ers to the torques specified in the vehicle builder’s assembly drawing.

– Attach the operating mechanism to the handle of the quick release valve ALV−9a on control chamber A (24, Fig.9b).

– Attach the operating mechanism to the forked lever of the R charging valve (only on KE1diPKSL distribu-tor valves with an R charging valve and forked lever).

– Move the handle of the R charging valve to the ON position.

– Fill the brake pipe, and test the flange joint with the on board mounting bracket for leakage. Escaping air is unacceptable.

–

NOTE Carry out the leakage test by applying a product su ch as Nekal, Erkantol, Gupoflex or equiv-alent. The test may be performed alternatively with a soap solution if no such products are available. All traces of soap must be removed immed iately after the test.

5 Repair and overhaul






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All tools are standard apart from the special items listed in Table1. These special tools can be ordered from KNORR−BREMSE India Private Limited by the item numbers stated in the figures.

Fig.1- Clamping Fixture S1 Knorr item number I23645

The Overhaul Instructions listed in Table 2 are required for overhauling the component assemblies of the distrib-utor valve.

All other parts must be treated and handled in accordance with Section 4.3, “Cleaning" and Section 4.4,”Inspection".

Fig.4 Thrust member S3 Fig.7 Adjuster

Knorr item number 4A54803 S7 Knorr item number I17240






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Fig.5 Drift S5 Fig.6 Key S6 Fig.8 Wrench LK 15 S8

Knorr item number W124824 Knorr item number 4A93186 Knorr item number SR 12-2.3895 Table 1 Special tools

Name Notation in text and figures

Purpose

Clamping fixture S1 Dismantling and assembly of distributor valve

Diaphragm extra ctor S2 Removing diaphragms

Thrust member S3 Mounting the diaphragm on the valve head

Special hook S4 Removing and installing Knorr K -Ring s

Drift S5 Installing Knorr k -ring and star ring in the triple pressure valve.

Key S6 Removing and installing the screw plug of the maximum pressure limiter.

Adjuster S7 Removing and installing the supporting ring of the maximum pressure limiter.

Wrenc h LK 15 S8 Removing and installing bracing screw.

5.1 Disassembly 5.1.1 Breaking down the distributor valve into its assemblies

NOTE Remove dirt deposits from the outsides of the distr ibutor valve before starting to dismantle the unit.

– Mount the distributor valve on clamping fixture S1.






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– Unscrew four hex head screws (10), take off Relay valve RLV11d (8, Fig. 32), and remove the sealing rings. Overhaul the Relay valve RLV11d as directed in Instructions attached here with.

– Unscrew four hexagon nuts (5), and take off quick release valve ALV−9a (24, Fig. 34). Overhaul the quick release valve ALV−9a as directed in Overhaul Instructions.

– Unscrew four hex head screws (3), and take off R charging valve (31, Fig. 34). Overhaul the R charging valve and cutoff valves as directed in KNORR Overhaul Instructions.

5.1.1.1 Dismantling the basic valve body The reference numerals used in sections a to e below relate to the basic valve body (14, Fig. 34).

NOTE Remove the cup diaphragms with the help of diaphrag m extractor S2, and lift off the dia-phragm plates with a magnet.

NOTE Screw plugs that separate the chambers of the basic valve body from one another and seal them off from atmosphere must be left in the b asic valve body.

a) Removing and dismantling the A control valve D ( Fig. 15) (A control chamber) or ( A-Controller valve)

WARNING The compression spring (25) is pretension by a forc e of about 16 N. Therefore unscrew the screw plug (48) with due caution.

– Dismantle the A controller valve – see Fig. 9.






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b) Removing and dismantling the maximum pressure l imiter (B, Fig. 15)

WARNING The compression spring (54) is pretension behind th e screw plug (58).Therefore unscrew the plug with due caution.

– Unscrew supporting ring (59) from valve body (1) with the help of adjuster S7 (Fig. 7).

– Take screw plug (58) out of valve body (1) with the help of key S6 (Fig. 7).

– Break down the maximum pressure limiter into the parts shown in Fig. 10.

PHOTO OF MAXIMUM PRESSURE LIMITER.

c) Removing and dismantling the minimum pressure limiter (C, Fig. 15)






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WARNING The compression spring (63) is pre-tensed by a forc e of about 52 N. Therefore unscrew the screw plug (48) with due caution.

– Dismantle the minimum pressure limiter see Fig. 11.

d) Removing and dismantling the Ü−control valve ( K, Fig. 15) (Ü=quick−service)

WARNING The compression spring (25) is pre-tensioned by a f orce of about 18 N. Therefore unscrew the screw plug (28) with due caution.






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- Dismantle the Ü−control valve − see Fig.12.

a)a)a)a) Removing and dismantling the triple-pressure valve F (Fig. 13)

WARNING The compression spring (13) is pre tensioned by a f orce of about 25 N behind the screw plug (6), the compression spring (9) by a force of about 20 N behind the retaining ring (7). There-fore remove these parts with due caution.

– Dismantle the triple pressure valve see Fig. 13.






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– First undo screw plug (6), and then remove strainer (4), sealing ring (5), and valve bushing (12) plus re-taining ring (7), guide plate (8), compression spring (9) and valve head (10).

– Undo hexagon nuts (3), and remove cover (2), retaining ring (14), spring retainer (15), diaphragm (16), valve head (52) and gasket ring (80).

– Undo machine screws (18), and take all other parts out of valve body (1).

– Unscrew the screwed member (37), and remove compression spring (45), flat sealing ring (36), control sleeve (38), star ring (35), supporting ring (51) and KNORR K ring (50).

5.2 Cleaning






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Cleaning substances:

– For all metal parts (no rubber bonded metal components): Chemical cleaning spirit eroding less than 420 mg/m²h on aluminum alloys.

– Bonded rubber to metal components: Lukewarm soapy water

– For fine mesh filter: Light-grade petrol.

Cleaning procedure:

NOTE The maker’s directions for the use of the cleaning spirit must be observed.

– To clean the basic valve body, unscrew the bracing screw (3, Fig. 16a) with the help of wrench S8 (Fig. 8).

– Clean all metal parts in a bath at 70°C to 80°C and then blow dry with compressed air.

– Wash bonded rubber to metal components in lukewarm soapy water. Rinse off with clear water immedi-ately afterwards and blow dry with compressed air.

– Rubber rings and diaphragms must be exchanged at every overhaul, so they do not need to be cleaned.

5.3 Inspection Having cleaned all components, give them a careful visual inspection. Exchange any part displaying damage such as cracking, distortion, corrosion or thread deformation that would make its further use appear ill ad-vised.

Parts that need additional checks apart from the mandatory visual inspection are discussed in the Remarks column of the inspection chart starting below. Where applicable, such parts are illustrated in figures as well.

Exchange the type plate (26, Fig. 33) if it has become difficult to read.

Table 2: Overhauling instructions for the componen t assemblies

Position. No Name Remarks

20 Valve tappet Examine the sliding surface for damage. The dimensions and the surface finishes must be to specification, otherwise exchange the valve tappet.

34 Compression spring The spring force must be at least 17N at a clamped length of 14.5mm, otherwise exchange the compressio n spring.

2 Wire strainer Having cleaned the six wire strain ers (2, Fig. 17), i m-merse them singly in an acid free bath of Vaseline at 60�C.To avoid clogging the wire strainers, take care t o maintain the specified






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Temperature under all circumstances (not lower). Ta ke the wire strainers out of the bath of Vaseline, let the Vas-eline cool down and set entirely, then assemble the dust filter. Section 4.5.2 describes how to assemble the dust fi lter.

17 Exhaust stopper

Examine the exhaust stoppers (17, Fig. 18) for dama ge and clogging after cleaning. Exchange any exhaust stopper that is found damaged or clogged.

Table... POH KIT FOR DV WITH RELAY VALVE RLV11d

S. No. PART No. QTY. UNIT PART NAME

1 A95867 1 Pc. STRAINER

2 A27763/13 3 Pc. SEALING RING

3 I11917 1 Pc. VALVE HEAD

4 A27763/14 1 Pc. O-RING

5 B67908 1 Pc. DIAPHRAGM

6 B67907 1 Pc. GASKET

7 A18294/8 2 Pc. GROOVED RING

8 A30826 1 Pc. GASKET


10 A26918 1 Pc. CUP DIAPHRAGM

11 A31340/1/KI 1 Pc. FLAT SEALING RING





16 A30490 1 Pc. VALVE HEAD

17 A86235/2 1 Pc. TOOTHED RING


19 I11925/KI 1 Pc. FINE FILTER


21 B69999/KI 1 Pc. GASKET



24 B53653 1 Pc. KNORR-K-RING


26 B40415 1 Pc. FILTER


28 B64806/KI 1 Pc. VALVE ROD






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29 B25854 1 Pc. SEALING COVER PART NO.



32 B64808/KI 1 Pc. VALVE TAPPET




36 A30509/KI 3 Pc. VALVE HEAD


38 B76458/KI 2 Pc. CONTROL SLEEVE

39 457290 1 Pc. SEALING RING



42 B67433/KI 1 Pc. FILTER

43 450939 1 Pc. RETAINING RING

44 A56283 1 Pc. O-RING

45 461522 1 Pc. KNORR-K-RING



48 B62338/KI 1 Pc. MESH

49 B67351/KI 1 Pc. O-RING


51 I80020 1 Pc. FINE-MESH FILTER


53 A49275 1 Pc. O-RING

54 C60760 1 Pc. O-RING

55 B61601 1 Pc. VALVE HEAD

56 465617 1 Pc. SNAP RING

57 450593 1 Pc. SPLIT PIN

58 466058 1 Pc. LOCKING RING


60 C58441 1 Pc. SNAP RING

61 A82902/36 1 Pc. SNAP RING

62 B71531 1 Pc. COMPRESSION SPRING


64 B40608/KI 1 Pc. VALVE HEAD








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67 A87149 1 Pc. COMPRESSION SPRING

68 A70746 1 Pc. O-RING

69 B67887 1 Pc. RUNNER RAIL

70 B65624 1 Pc. TORSION SPRING

71 A27763/17KI 1 Pc. O-RING



74 463074 2 Pc. O-RING


76 A96401 2 Pc. O-RING

77 A42805 3 Pc. O-RING

78 B70570 1 Pc. STRAINER

79 465614 1 Pc. HEXAGON NUT

80 450668 1 Pc. WASHER


82 B65635 1 Pc. TAPPET

83 B57490 1 Pc. TAPPET The table starting overleaf discusses the components of basic valve body Fig. 15 shows where these items are positioned.






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S. No.

Name

Remarks

41

Screwed bushing

(see fig. 20)

Examine the valve seat for damage. Make sure that the choke orifices are clear. The dimension and the surface finish must be to specification otherwise exchange the screwed bushing.

43

Compression spring

(see fig. 15)

The spring force must be at least 18.6 N at a clamped length of 13 mm, otherwise exchange the compression spring.

45

Compression spring

(see fig. 15)

The spring force must be at least 14.2 N at a clamped length of 11 mm, otherwise exchange the compression spring.

49

Valve bushing

(see fig. 21)

Examine the valve bushing for damage.

The dimension and the surface finish must be to specification otherwise exchange the valve bushing.

54

Compression spring

(see fig. 15)

The spring force must be at least 300 N at a clamped length of 30.5 mm, otherwise exchange the compression spring.

63

Compression spring

(see fig. 15)

The spring force must be at least 62 N at a clamped length of 18.5 mm, otherwise exchange the compression spring.

67

Screwed choke

(see fig. 22)

Make sure that the choke orifice is clear.

The size of the orifice must be to specification otherwise exchange the screwed bushing.






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5.4 Assembly 5.4.1 Requirements

CAUTION Do not use elastomeric parts (such as diaphragms, K NORR K rings, grooved K rings or O rings) that are older than one year. Verify their d ate of manufacture prior to use. Do not grease the diaphragm (16) or the seal (80) see Fig. 15.

Prior to assembly, lubricate all KNORR K rings and O rings, the sealing beads of the cup diaphragms, all sliding

and guiding surfaces, and the clamping surfaces for the diaphragms with a thin film of Fuchs RenolitHLT2−KB

universal grease. To assemble supporting ring (59) and valve body (1), you must use Loctite 506 thread sealant.






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Tighten nuts and bolts with standard hand wrenches. Install the KNORR K rings as described in general instruc-

tion.

5.4.2 Preassembling the assemblies

a) Assembling the basic valve body

The reference numerals used below relate to the basic valve body (see Fig. 15).

– Attach valve body (1) to clamping fixture S1 (Fig. 1).

b) Assembling the triple pressure valve F (see Fig. 29):

– Fit control sleeve (38) and compression

spring (45) in valve body (1).

– Put flat sealing ring (36) on screwed member (37), and screw this member into valve

body (1).

Install KNORR K ring (50), supporting ring (51) and star ring (35) in valve body (1).

– Insert valve head (34).

– Put grooved rings (32), supporting plate (53) and retaining rings (33) in guide member (20). Place seal (21) in valve body (1).






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CAUTION Take great care to tighten the screws in even steps . The guide member might otherwise be drawn askew and jam the triple pressure valve F.

Insert guide member (20) in valve body (1) and fasten with three machine screws (18) and washers (19) which

must be tightened in several even steps.

CAUTION The cover (2) must be seated well. Do not grease th e diaphragm (16) or seal (80).Do not let these parts slip out of place during assembly.






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Using the thrust member S3 for support (see Fig. 4), mount retaining ring (14), spring retainer (15) and dia-

phragm (16) on valve head (52). The recess in the thrust member must be positioned next to the eyes of retain-

ing ring (14). Seat the retaining ring in valve head (52) with the help of circlip pliers.

– Mount the diaphragm plus valve head on cover (2), pressing the clamping bead firmly into its seat on the cover.

– Place seal (80) in the underside of the cover (2).

– Fit adapter ring (17) in valve body (1).

– Install cover (2) plus valve head (52) in valve body (1) without tilting or twisting

these parts.

c) Assembling the maximum pressure limiter (B, Fig. 25):

The key S6 (Fig. 6) and the adjuster S7 (Fig. 7) are required for assembling the maximum pressure limiter B.






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CAUTION The visible end of compression spring (55) must alw ays point toward the minimum pressure limiter C (see Fig. 25).

– Put compression spring (54) in valve body (1).

– Fit spring retainer (55) in compression spring (54).

– Slip valve head (56) into spring retainer (55) as shown in Fig. 25.

– Place the grooved ring in screw plug (58) and push over the shank of valve head (56).

– Put flat sealing ring (42) in valve body (1).

– Screw the screw plug (58) into valve body (1) with the help of key S6 (Fig. 6).

– Thoroughly clean and degrease the threads of supporting ring (59) and valve body (1).

NOTE:






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The maker’s directions for the use of the thread se alant must be observed.

Coat the threads with Loctite 506 thread sealant. Screw the supporting ring (59) into valve body (1) with the help of adjuster S7 (Fig. 7). Allow the joint 4 hours to set after screwing in and tightening the parts.

– Place diaphragm plate (61) on the shank of valve head (56).

d) Installing the minimum pressure limiter (C, Fig. 15):

NOTE Before starting to screw in the screw plug (48), fi t the grooved ring (26) there with its sealing lips facing outward. Then put valve head (27) in th e screw plug.

Install the minimum pressure limiter C in the valve body as shown in Fig. 27.

e) Installing the A−control valve (D, Fig. 15):






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NOTE Before starting to install the screw plug (48), fit the grooved ring (26) there with its sealing lips facing outward. Then put valve head (27) in th e screw plug.

– Slip sealing rings (39 and 40) into screwed bushing (41).

– Put the grooved ring (44) on valve bushing (49).Install the A control valve D in the valve body as shown in Fig. 28.

f) Installing the Ü−control valve (K, Fig. 15)

Install the Ü control valve K in the valve body as shown in Fig. 29.

First fit grooved ring (26) in screw plug (28) with the sealing lips facing outward. Then slip valve head (27) into the screw plug. Put compression spring (25) and flat sealing ring (24) in valve body (1), and then screw in the screw plug (28) plus valve head (27).

– Place diaphragm plate (31) on the tappet of valve head (27).

– Put sealing ring (22) in screw plug (29).






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– Lubricate the bead of cup diaphragm (23) with a thin film of grease and draw the diaphragm onto spacing ring (30).

– Insert spacing ring (30) and cup diaphragm (23) in valve body (1). Then screw in the screw plug (29) and sealing ring (22).

g) Installing the cup diaphragm (60)

NOTE Do not allow either of the two loose diaphragm plat es (46, Fig. 19a) to drop off the valve head tappets.

– Put both of the diaphragm plates (46, Fig. 15) on the tappets of minimum pressure limiter C and A control valve D.

– Mount cup diaphragm (60) on basic valve body (1) as shown in Fig. 30.

– Press the clamping bead of the cup diaphragm firmly into its seat on basic valve body (1).






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e)e)e)e) Installing the screwed choke (67)

– Install screwed choke (67) in valve body (1) (with the choke orifice at the inside). Fig. 31 shows how to position the screwed.

6 Testing:

The procedure required for testing the KE1diPKSL distributor valve is described in RDSO Test specification CK-209.

It comprises leakage and function tests which are carried out:

– In the event of leaks or malfunctions implying that the distributor valve is defective or leaking, and

– Each time the distributor valve is dismantled.

7 Repair & overhaul of Relay valve For repair & overhaul of Relay valve KR-1d, refer document no. U-EF10.25.






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Assembly of A-control valve, Maximum pressure limit er and Minimum pressure limiter






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Assembly of U-control valve






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Assembly of Triple pressure valve and Top cover

Assembly of Triple pressure valve and Top cover.






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Table 5 for Basic Valve Body Assembly

POS.NO. ITEM NO. QUANTITY UNIT NAME






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1 I63440/KI 1 Pc. VALVE BODY

2 I74845/001 1 Pc. COVER


4 A95867 1 Pc. STRAINER


6 B21542 1 Pc. SCREW PLUG


8 A30757/KI 1 Pc. GUIDE PLATE

9 B63010/KI 1 Pc. COMPRESSION SPRING


11 A27763/14 1 Pc. O – RING

12 B33562 1 Pc. VALVE BUSHING

13 A30485/30 1 Pc. COMPRESSION SPRING


15 A27889 1 Pc. SPRING RETAINER


17 B35241/KI 1 Pc. GAUGE RING

18 451609 3 Pc. MACHINE SCREW

19 450862 3 Pc. WASHER

20 I11614 1 Pc. GUIDE




24 A31340/I/KI 1 Pc. FLAT SEALING RING

25 A30485/13 1 Pc. COMPRESSION RING


27 A30509/KI 3 Pc. VALVE HEAD



30 A30520/KI 1 Pc. SPACER RING

31 A30511/2/KI 1 Pc. DIAPHRAGM PLATE



34 A30490 1 Pc. VALVE HEAD



37 B25804 1 Pc. CONTROL SLEEVE

38 A56283 1 Pc. O- RING








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41 I79184/KI 1 Pc. THREADED BUSHING



44 I63463 1 Pc. TAPPET


46 A30511/3/KI 2 Pc. DIAPHRAGM PLATE

47 B25794 1 Pc. COMPRESSION RING


49 B25802 1 Pc. VALVE BUSHING

50 B52828 1 Pc. WASHER



53 A30857 1 Pc. SUPPORTING PLATES

54 B49034 1 Pc. BUSH

55 B59802 1 Pc. COMPRESSION RING

57 I80020 1 Pc. FINE- MESH FILTER

58 B39032 1 Pc. SPRING RETAINER

59 B58854 1 Pc. INSERT

60 A30507 1 Pc. CUP DIAPHGRAM

61 B58851 1 Pc. DIAPHGRAM PLATE

62 B35235 1 Pc. DIAPHGRAM

63 B35237 1 Pc. COVER

64 C60759 1 Pc. VALVE HEAD

66 A49275 1 Pc. O-RING

67 A30514/KI 1 Pc. SPRING RETAINER

68 A30485/28/KI 1 Pc. COMPRESSION RING

72 A39064/23 1 Pc. THREADED NOZZLE





77 B58852/2 1 Pc. VALVE SEALING RING

78 C60760 1 Pc. O-RING


Assembly of Bottom Cover






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Table 6: Bottom Cover Assembly

POS. NO. ITEM NO. QUANTITY UNIT NAME






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1 C146898 1 Pc. A-COVER

2 B76458/KI 1 Pc. CONTROL SLEEVE

3 B58175 1 Pc. SPRING PLATE

4 B53653 1 Pc. KNORR K-RING

5 B58170/KI 1 Pc. SLIDER



8 B58173 1 Pc. SLEEVE



11 I11613 1 Pc. SUPPORTING PISTON


13 A66211/KI 1 Pc. COMPRESSION SPRING


15 A86285/KI 1 Pc. SUPPORTING RING


17 B61915/KI 1 Pc. WASHER

18 B58174/KI 1 Pc. GUIDE PIECE

19 I.4.143 1 Pc. PULLING PIECE

20 I.4.101 1 Pc. TAB WASHER

21 A66050/KI 1 Pc. LOCKING SCREW

22 B30258/4 1 Pc. CHOKE

23 B40415 1 Pc. FILTER

24 457290 1 Pc. SEALING RING

25 451500 1 Pc. SCREW PLUG

26 A84671 1 Pc. STOPPER

Table 7: Bracket Assembly







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1 B67170/KI 1 Pc. BRACKET HOUSING


3 466059 4 Pc. LOCKING RING

4 452466 4 Pc. STUD


6 B67172/KI 1 Pc. CONTROL CHAMBER HSG.


8 I.4.141 1 Pc. O-RING

9 I.4.142 1 Pc. DRAIN PLUG


11 I.4.117 3 Pc. PROTECTION CAP

12 452412 4 Pc. STUD



15 B67433/KI 1 Pc. FILTER

16 B67168 1 Pc. FILTER CAP

Assembly of R-charger






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Fig






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Table 8: R-Charger Assembly


1 I.2.176 1 Pc. HOUSING

2 A30480 3 Pc. FITTED SLEEVE

3 A31525 1 Pc. FITTED SLEEVE


5 A31256/KI 1 Pc. INTERMEDIATE PIECE

6 B25854 1 Pc. SEALING COVER PART

7 A27933/KI 1 Pc. SPRING PLATE


9 A31340/12 1 Pc. FLAT SEALING RING

10 I.4.196 1 Pc. LOCKING SCREW S/S

11 B30087/KI 1 Pc. BUSH (E)


13 A86235/2 1 Pc. TOOTHED RING

14 B64806/KI 1 Pc. VALVE ROD


16 A31340/8 1 Pc. FLAT SEALING RING

17 A30714 1 Pc. SCREW PLUG

18 B25724/KI 1 Pc. BUSH (I)

19 B64808/KI 1 Pc. VALVE TAPPET

20 A45118/KI 1 Pc. COMPRESSION SPRING

21 A31340/14 1 Pc. FLAT SEALING RINGB

22 B21561 1 Pc. SCREW CAP

23 B75520/2/KI 1 Pc. CONTROL SHAFT

24 B76887/KI 1 Pc. BUSH

25 B76886/KI 1 Pc. HANDLE

26 462403 1 Pc. BALL

27 B76889 1 Pc. SPRING RETAINER


29 B76888/KI 1 Pc. SCREWED PLUG

30 450124 1 Pc. STRAIGHT PIN

31 B21541/KI 1 Pc. STAY SCREW

(B03) AUXILIARY RESERVIOUR 75 LTRS







(B05) AUXILIARY RESERVOIRS 125 LTRS 1 INTRODUCTION Auxiliary Reservoirs are pressure vessels and are made out of Stainless Steel to AISI 304L.These are mounted on the Brake Container and are secured by Clamps to the brake container. 2 FUNCTION The Auxiliary Reservoir of 125 litres capacity is for the purpose of providing air during brake application. The Auxiliary Reservoir of 75 litres capacity is for the purpose of providing air for the toilets. However, the pressure from the 75 litres reservoir could also be used for the brake application but the vice-versa is not true. The reservoirs are charged at an air pressure of 6 kg/cm². It is charged from the Feed Pipeline of the LHB Coach at one end to feed air uninterrupted to DV for the later to supply air pressure to Brake Cylinders during brake application. In a scenario when the brake system to operate as a single pipe system on the train due to fault in FP line / equipment’s and consequent isolation, the Auxiliary Reservoir on Coaches is charged automatically by Distributor Valve to 5 kg/cm² limit. The toilet Reservoir is of 75 ltrs capacity is provided for storing AR by connection from Coach FP line. It serves for the purpose of operation of pneumatic devices controlling toilets of the Coach. In both the Reservoirs, a ½” Drain Cock (32) is provided at the bottom to facilitate periodic manual drain-ing of the moisture / condensate accumulation in the reservoirs. It is of plug type (CLP – Closed Line Parallel). When handle is operated at right angle and is perpendicular to the body of the cock, it opens and allows condensate that had settled at bottom of AR to get discharged under pressure of air to at-mosphere. When the discharge of air is observed to be free from moisture and sediments, the handle needs to be moved to parallel position for closure 3 REMOVAL FROM BRAKE CONTAINER Before removing the reservoirs, unscrew pipe end inlet union of the ferrule type fittings on the reservoir and the drain cocks provided at the bottom. Unscrew the fasteners to loosen the straps of the reservoirs provided on the brake container to secure the reservoirs. Once the reservoirs are free from straps, the same could be pushed out of the brake containers.

After removal from the brake container, close the input port, drain plug ports of the reservoirs with suita-ble closure plug to prevent ingression of dirt.

4 CLEANING/ INSPECTION / TEST & ASSEMBLY (FOR BOTH RESERVOIRS) Clean externally surface with wire brush. Visually examine the outer surface for any pitting, scale, rust mark or damage. Examine threads of drain port on Reservoir for soundness. Replace as found neces-sary. Protect the openings by a covering them till its reassembly.

Pour little quantity of cleaning solution inside the reservoir, roll over a few times and drain. Fill with water and drain again to have cleaned inner surface.







5 PRESSURE TESTS As per regulations prescribed for periodic tests for air pressure vessels or by coinciding periodic over-haul in Railways near to this period, it is necessary to conduct the tests as under for safe operation.

5.1 AIR PRESSURE TEST

Block the open ends with a suitable dummy except for the inlet port. Charge an air pressure of 10 kg/cm² through the inlet port by a suitable adapter. Check for leakage externally with special reference to the weld joints, by applying soap water. No leakage is allowed by way of bubble formation when observed over a period of five minutes.

5.2 HYDRAULIC TEST Auxiliary Reservoir is subject to hydraulic pressure up to a limit of 16 kg/cm² with a help of a hydraulic pump.

Maintain it for a minimum period of 10 minutes. Check the external surface thoroughly by tapping near to weld seams joints and ends with a hand hammer. No leakage or deformity is permitted.

Drain out the water completely after the test and allow it to dry. Secure the Plugs and Drain Cock. Pro-vide the protection caps wherever required till the reservoir is refitted on the coach.

6 REASSEMBLY ON BRAKE CONTAINER / COACH Reassemble the reservoirs after testing in reverse order of removal, Check for any leakage during brake system testing.

NOTE: Reservoir failures can be avoided by subjecting to periodic draining. Ensure that the Reservoirs are drained under pressure by opening the Drain Cock periodically during service at service depots / sick line..

CAUTION: Unattended Auxiliary Reservoir may accumulate large amount of condensate depending on climate vari-ations and affect the storage capacity, especially when the coach unit is isolated and held stationary for a long period. If this happens, it may lead to insufficiency of air supply to the Brake Cylinders during brake applications.







DRAIN COCK ASSEMBLY (B03.1, B05.1) 1. REMOVAL AND ASSEMBLY The drain cocks are screwed at the bottom of the reservoirs on the drain port provided and can be re-moved by unscrewing the same from the reservoirs. After testing the same could again be screwed for fitment and functioning.

2. Testing

The drain cock may be must be tested for pressure tightness to 10 kg/cm² by subjecting the unit with an air supply connection at adapter end (handle parallel). There should not be any leak on the pipe end and all over the body tested with soap water application. Operate the handle few times and keep it at a right angle. Test the unit again by keeping the handle in parallel for leaks. No leakage is allowed for 1 minute. After testing close the openings with closure plugs and retain the same till it is re-fitted on reservoir.







(B4, B11.B) CONTROL RESERVOIR (6 Liters)

Part No. C156643 & C159244

1 INTRODUCTION

The Control Reservoir of 6 litres capacity is fitted separately to the Brake Container and connected to

the Distributor Valve. This performs a critical function by providing stored air pressure of fixed reference

to the Distributor Valve reaction, whenever the pressure is altered on the Brake Pipeline. Based on this

reference pressure, brake application and release are controlled by the Distributor Valve. As the unit

serves functional requirement, periodical inspection and leak tightness under charged condition of the

assembly is necessary

CAUTION: Leaking or damaged CR will lead to release of brake after a brake application.

Subsequent application of brake will have no effect and would render the brake

system in the Rolling Stock unit inoperative.

2 REMOVAL, CLEANING AND INSPECTION:

Remove the control reservoir from the brake container. Unscrew the drain plug along with sealing

washer. Clean inside and outside as necessary with wire brush. If required use kerosene / environmen-

tal friendly cleaning solution. Check for any damage, corrosion, pit mark or crack. Replace if necessary.

Clean the drain plug, washer and the threaded portion on reservoir. Replace the sealing washer during

overhaul.

3 TESTING

During overhaul, an air pressure test is required to be conducted. Fix a dummy plate with flat surface

and gasket to seal the open end of the CR. With a suitable adapter and flexible connection at the 1/2"

drain port, admit an air pressure of 10 kg/cm². No leakage by way of a bubble formation is allowed on

outside surface with soap water application. Remove dummy plate / adapter, clean and dry. Re-fix the

Drain Plug with Sealing Washer and tighten. Ensure leak proof joint.







(B06) ANGLE COCK Part no: I.2.411/3 & I.2.411/6 1 Introduction Cut off Angle Cocks are installed on BP & FP line on either end of the coach. One side of the cut-off angle cocks are fitted with the pipe line on the coach, the other side of the angle cock is fitted to nipple end of the coupling hose BP or FP. Angle cock provided in the BP / FP line are with a nominal pipe bore of 25mm base hence these are provided with suitable reducer adopters. It is a ball cock with vent design which facilitates easy uncoupling of coach by exhausting the air in the hose coupling during closure of the angle cocks. Cut of angle cock facilitates closing and opening at air pipelines and for isolation of a coach for the pur-pose of shunting etc. 2 Construction It is two body connection namely body & cap. A Plate Spring (8) retains the Handle (6) in particular posi-tion. During operation of the Handle for OPEN/CLOSE, it has to be lifted against the spring tension. This feature prevents accidental closure during train working. When the handle is parallel to the pipe, the Angle Cock is in "OPEN" position and when at right angle, it is in "CLOSE" position. For easy identifica-tion, Cut off Angle Cock fitted on Brake Pipe line is painted with colour Brunswick Green and on Feed Pipe line - White. 3 Disassembly Unscrew Hex Nut (11) from the Stem (10) and take out the Handle (6). The Handle assembly need not to be dismantled further unless it is necessary to change the plate spring (8). In case it is dismantled, a new Snap Head Rivet (9) is to be used for re-assembly. Take out four Hex Bolts (13) and remove the Spring Washer (14). Remove ‘O’ Ring (4) and Ball Seat (2) from the Cap (5). Turn the stem in such a way that the ball (3) can be pulled off from the stem. Tap stem lightly on top, so that it comes out through the bore of the Body. Remove the second ball seat from the body. 4 Re-assembly Fix two ‘O’ Rings (12) in their respective grooves on the stem (10). Inserting the threaded end first, fix stem into the Body. Place one ball seat (2) at body end in its groove inside the body. Position the ball (3) after correctly aligning its venting slot in the bore of the body. Keep the second ball seat (2) & ‘O’ ring (4) in their respective positions on the cap (5). Secure the cap with the body using hex bolts (13) and the spring washer (14). Use reverse procedure of dismantling, for handle reassembly. Fasten it using the hex. nut (11). NOTE: It is recommended to use new spring (8) along with a new snap head rivet (9) while reassembly, if found to be defective with heavy rust, pitting, crack or permanent set, etc.







5 Testing Angle Cocks are subjected to an air pressure of 10 kg/cm² from a supply source at straight end of the body. Move the handle a few times alternatively to OPEN and CLOSE position and observe for free movement. 6 Leakage test Keep the Handle in CLOSE position with air charged at 10 kg/cm² from a supply source. Check leakage by using soap water solution at the outlet port/joints. . No leakage is allowed. Plug the outlet port at cap end with suitable dummy adapter and move the Handle to OPEN position. Check for leakage all over body, joints and at vent passage by using soap water solution. No leakage is allowed. After testing, the OK angle cocks should be given an anti-corrosive treatment and painted with Black enamel paint as required. Angle Cock should be stored with ports covered with protection caps till they are put back to service.







7. Part list

ITEM DESCRIPTION NO. OF QUANTITY

1 BODY 1 2 SEAT 2 3 BALL 1 4 O-RING (BIG) 1 5 CAP 1 6 HANDLE 1 7 STOP PLATE 1 8 SPRING 1 9 SNAP HEAD RIVET 8X50 1

10 STEM 1 11 LOCK NUT M10 1 12 O-RING (SMALL) 1 13 HEX HEAD BOLT M6X30 2 14 SPRING WASHER. 4 15 REDUCING BUSH 1

(B07): Brake Hose Coupling - FP (H 1-3/8" x G 1-1/4 ") - Part No: I75882/455/KI

S. NO TYPE TYPE COLOUR

1 WAGON STOCK (BP) WITHOUT ITEM NO. 15 GREEN

2 PASSENGER COACHES (BP) WITH ITEM NO. 15 GREEN

3 LHB COACHES (BP) WITH ITEM NO. 15 GREEN

4 WAGON STOCK (FP) WITHOUT ITEM NO. 15 WHITE

5 PASSENGER COACHES (FP) WITH ITEM NO. 15 WHITE

6 LHB COACHES (FP) WITH ITEM NO. 15 WHITE







(B08): Brake Hose Coupling - BP (H 1-3/8" x G 1-1/4 ") - Part No: I75888/455/KI 1 Introduction

A brake hose coupling designated BP or FP is a flexible pneumatic connection of the Brake Pipes & Feed Pipes of two adjustant vehicles respectively. NOTE:

Identification of Hose Coupling heads are given as under: For Brake Pipe line (Refer Fig -1) Green Colour For Feed Pipe line (Refer Fig -2) White Colour Hose Assembly for Brake Pipeline Right Hand (facing screwed end) Hose Assembly for Feed Pipeline Left Hand (facing screwed end) The LHB Coaches have two sets of BP and FP Hose couplings provided on both ends on either side of the Centre Buffer Coupler along with the respective angle cocks. This is primarily intended to facilitate the hose couplings in straight fashion without undue twist between coaches whenever the coaches are reversed during the operation. 2 Technical Features


• Design conforming to the American AAR standard • Resistance to high pressure (11 bar max.) • Grooved rubber ring in the coupling head for sealing

The installation drawing contains the technical particulars of the unit. 3 Construction The brake hose coupling consists of a flexible hose (3) and two joining parts coupling head (1) and hose union (4), which are pressed into the ends of the hose. The connecting points at either end of the hose are secured by hose clamps (2). The hoses all have an inside diameter of 35 mm. The hose union (4) serves to screw the brake hose coupling onto the threaded port of the on board an-gle cock. It has an external thread of G1-1/4". The inner groove of the coupling head (1) contains a specially shaped grooved ring (1.3). The pin (1.2) is riveted in place at either side of the coupling head box to prevent the coupling heads from turning unduly aside when they are joined together. The coupling head is designed specially to accept identical couplings for brake pipes, and does not en-tertain fitment with coupling head of FP pipe line. The type designation of “BP" / “FP” is stamped on the spherical surface part of the coupling heads.







The back of the head of a coupling for brake pipes (designated “BP") is always inclined upwards by 15°. The brake hose couplings come in different hose lengths but fixed for a particular type of coaches. The length of the hose of each coupling can be identified by its item number, e.g. the hose of item number I75888/660 is 660mm long.

Fig. 1 Brake hose couplings (BP), H -1-3/8" x G1-1/4"

Fig. 2 Brake hose couplings (FP), H -1-3/8" x G1-1/4"

1 Coupling Head 2 Hose clamp a) Hose maker’s mark 1.2 Pin 3 Brake hose b) Month/Year of manufacture 1.3 Grooved ring 4 Hose union l ) Hose length

5 Thread cap (alternative)

4 Installation 4.1 Procedure







• Attach the brake hose nipple (4) correctly to the angle cocks on the on-board air pipe connec-

tion. • Ensure that the joint is leak proof. • Couple the vehicles correctly by their resp. brake hose couplings. • Open the supply of compressed air by opening the angle cock.

4.2 Leakage Testing Carry out the leakage test by applying a leakage testing substance / soap solution.

• Test the pipe connections, hoses and coupling heads for leakage at the working pressure. Air bubbling is un-acceptable.

• Air leaking from the couplings is unacceptable. • Leakage testing substances / soap solution must be cleaned immediately after the test.

4.3 Functional Testing The unit is an integral part of a system and must be tested for correct interaction with this system. Cou-ple / un-couple the vehicles few times by their brake hose couplings and test for leakage. 5 Removal from Coach 5.1 Procedure

• Turn off the supply of compressed air and vent all the tanks and air pipes connected to the unit. Turn off all the angle cock to vent off the enclosed air. Do not allow any more compressed air to reach the brake hose coupling.

• Release the coupling heads of the brake hose couplings. • Unscrew the hose nipple (4) from the onboard air pipe connection (at the angle cock).

6 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance at KB is subdivided into:

• Inspection • Servicing • Repair • Overhaul

6.1 Inspection: The unit must be checked for good external condition and correct operation at regular intervals by the vehicle operator. 6.2 Servicing Not required.







6.3 Repair Please contact a KB India if the unit develops a malfunction that cannot be corrected by the measures described in Section 7. 6.4 Overhaul Overhauls are required under the actual service conditions and the interval to be defined by vehicle op-erator as per the service conditions. Remove the unit from the coach, dismantle them to check for wear, replace the parts as required. Re-assemble, test and re-use. Interval 1. According to the vehicle operator's project-specific experience 7 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging.

Problem Cause Remedy Leakage from coupling head joint.

Grooved ring (1.3) dirty or damaged, not sealing

Changing the groove ring.

Leaking brake hose coupling

Brake hose (3) damaged Remove the unit, arrange for its chang-ing the hose / clamp as required.

Hose clamp (2) Loose.

Brake hose coupling refuses to Couple

Palm ends of the coupling head damaged.

Remove the unit, arrange for changing of defective coupling head its disposal* and exchange for an operative unit.







(B9A & B9B) INDICATOR AZ7 Part no. I48102/W

1 Introduction. This Description contains particulars specific to the unit and discusses operation, installation, removal,

function testing and maintenance of the unit when installed on-board.

2 Technical features The unit is distinguished by the following features:

• Compact construction • Suitable for mounting either outside on the vehicle's side member or on the bottom of the vehicle • Quick and easy to exchange

3 Construction

See Figure 1.

The indicator consists of a cylinder (d) in which a piston (b) moves.

The compression spring (e) beyond the piston (b) defines the pressure at which the indicator shuttles.

An angle plate (f) is attached to the piston rod (c).

These parts are located in housing (a) which is splash-proof. The cover has a window (g) through which

the Coloured flags of the angle plate (f) are visible.







4 Working principle

Refer figure 1.

The indicator signals the presence of a pressure in the pipe leading to the brake cylinder. The window

(g) shows a green flag at low pressure and a red flag with a black dot at higher pressure.

5 Installation

5.1 Procedure

• Take the covers off the port on the unit and off the onboard port. • Thoroughly clean the sealing surfaces on the unit and onboard port. • Attach the unit to the vehicle. • Screw the onboard air pipe into the port on the unit. Tightening torque: 20 Nm. • Connect the supply of compressed air.

5.1.1 Leakage testing

Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-

natively with a soap solution if no such special products are available.







• Test the pipe connections for leakage at the maximum acceptable working pressure. Air bub-bling is unacceptable.

• Leak testing substances and all traces of soap must be removed immediately after the test.

5.1.2 Function testing The unit is an integral part of a system and must be tested for correct interaction with this system in the

manner instructed by the railway administration / vehicle builder.

6 Removal 6.1 Procedure

• Turn off the supply of compressed air and vent all the reservoirs and air pipes connected to the

unit. Do not allow any more compressed air to reach the unit. • Unscrew the onboard air pipe from the port on the unit. • Unscrew the fastening screws, and remove the unit from the vehicle. • Cover up the port of the unit. • Cover up the onboard port unless an exchange unit is going to be fitted immediately after re-

moval.

7 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance is subdivided into:


7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul







KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes. 8 Troubleshooting If the unit starts to malfunction, trace possible problems on-board. Causes of problems can be corrected with the help of the directions proposed for debugging. 8.1 Procedure

Problem Cause Remedy Only partial or no change of dis-play when pressure is admitted.

Air pipe connection leak-ing.

Tighten the connections (apply the specified tightening torque!) and test for leakage.

Display not returning to its home position when pressure is vent-ed.

Unit defective. Remove the unit and submit for repair.







(B 10.2) CHECK VALVE Part No. I90476 1. Introduction The units are used in pneumatic systems on rail vehicles to stop compressed air reflux in the event of a pressure drop at the delivery end. 2. Technical features

• Designed for flange mounting • Quick and easy to exchange • Version with two outlet ports that can be used alternately. The installation drawing contains the

technical particulars of the unit. 3. Construction Refer Figure 1. The unit can be mounted either singly on a valve bracket or as part of a control unit on a control block or manifold panel. It is engineered for flange-mounting. The housing (a) is a light-alloy construction. The valve head (b) runs in the valve guide (c) located in the housing (a) and is pressed onto the valve seat (V) by the compression spring (d). O-rings are used as seals for the joints with the valve bracket or manifold panel.

a Housing V Valve seat b Valve head A1 Port on primary side

c Valve guide A2 Port on secondary side

d Compression spring A3 Port on secondary side

Figure1 Check valve RV7-T (Schematic)

4. Working principle Refer Figure 1

The valve head (b) is displaced against the force of the compression spring (d) when a pressure that is higher than the level at ports A2 and A3 is applied to the port A1. The valve seat V is open. When the







pressure at the port A1 falls, the valve seat V is closed by the action of the compression spring (d) once the pressure goes beyond a certain level that is defined by the compression spring (d). Compressed air reflux from the direction of the ports A2 and A3 is stopped.

5. Installation While installing keep out dirt during installation, Make sure that the units are always tested before instal-lation. 5.1 Procedure

• Take the covers off the ports of the unit and off the onboard ports. • Thoroughly clean the ports. • Lubricate the O-rings with a thin film of RENOLIT HLT2-KB grease. • Put the greased O-rings in their seats on the unit. • Locate the unit on the valve bracket or onboard base plate and attach by its fasteners • Connect the supply of compressed air.

5.2 Leakage testing Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-natively with a soap solution if no such special products are available.

• Test the flange joint for leakage at the maximum acceptable working pressure. Air bubbling is unacceptable.

• Leak testing substances and all traces of soap must be removed immediately after the test. 5.3 Function testing The unit is an integral part of a system and must be tested for correct interaction with this system in the manner instructed by the railway administration / vehicle builder. 6 Removal This unit can be removed with standard tool. 6.1 Procedure

• Turn off the supply of compressed air and vent all the reservoirs and air pipes connected to the unit. Do not allow any more compressed air to reach the unit.

• Detach the unit. To do so, release the fasteners and take the unit off the valve bracket or on-board base plate.

• Cover up the ports of the unit. • Cover up the on-board ports unless an exchange unit is going to be fitted immediately after re-

moval. 7 Maintenance







The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance is subdivided into:


7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes. 8. Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 8.1 Procedure

Problem Cause Remedy Air discharging constantly be-tween unit and base plate

Fastener loose Tighten the fasteners and test for leak-age;

observe the specified tightening torque.

O-rings defective Remove the unit, exchange the seals, install the unit and test for leakage.

Air discharging constantly from the unit

Unit defective Remove the unit and organise for repair.

Air reflux through the unit







9 Spare part list for Check Valve

Part No. Item Quantity/kit

K3581 O-RING 1

K4140 O-RING 3

468676 VALVE SEALING DISC 1







(B10.3/1) & (B10.3/2) STOP COCK DH7-TE Part no. I88738 1 Introduction This Description contains particulars specific to the unit and discusses operation, installation, removal,

function testing and maintenance of the unit when installed on-board.

2 Technical features The unit is distinguished by the following features:

• Flange construction • Quick and easy to exchange • Straightforward construction. • The installation drawing contains the technical particulars of the unit.

3 Construction. The unit is a flange-mounting construction suitable for fastening to manifold panels.

It has three ports A1, A2 and A3. The nominal bore is 7mm. The ports on the flange surface are sealed

by O-rings.

The unit consists essentially of:

• The basic valve with o housing (a) o valve tappet (b) o camshaft (c) o valve head (d) o KNORR K-rings (e) o compression springs (f and g)

• The actuator B

The basic valve is integrated into the flange-mounting, cube-shaped housing (a). The actuator B at-

tached to the basic housing may be designed either as a T-handle which can be fixed with a lead seal,

or as a cylinder lock (see Table 1).

The actual cutoff valve is operated by the actuator B which is joined to the camshaft (c). The stopcocks

can be used as 2/2- or 3/2-way cocks – see functional symbols in Figure 3. to Figure 7. If the valve is

operated as a 2/2-way cock, then either the port A1 or the port A2 will have to be plugged according to

what function is required.







4 Working principle Refer figure 1.

Figure 1: Stopcock DH7TE (Schematic) The valve tappet (b) moves when the actuator B (T-handle or cylinder lock) is turned by 90° and the

camshaft (c) is rotated as well. The valve tappet (b) alternately opens or closes one of the two valve

seats V1 or V2, via which the corresponding path from port A1 or A2 to port A3 is opened. When the

path from A1 to A3 is open, the port A2 is sealed at the valve seat V1. When the path from A2 to A3 is

open, the port A1 is sealed at the valve seat V2.

Figure 2. Cock at closed position (path opens from A1 to A3)







Figure 3. Cock at open position (path open from A2 to A3)

Figure 4. Circuit diagram of the 2/2-way cock Figure 5. Circuit diagram of the 2/2-way cock.

Figure 6. Circuit diagram of the 3/2-way cock Figure 7. Circuit diagram of the 3/2-way cock

5 Installation It is vital to observe the manufacturer's safety instructions and directions for the use of cleaning sub-stances, sealants, adhesives, auxiliary products, working substances, etc. 5.1 Procedure

NOTE: New O-rings must always be used between the flange joints for the ports. Do not install new elastomers that are older than one year. Check the date of manufacture prior to use. To avoid grease ingress in the air pas-sages, lubricate the O-rings with just a thin film of grease.







NOTE: Make sure that the thinly greased seals rest and rest/stick correctly in their seats with no dust or dirt present.

• Take the covers off the ports of the unit and onboard manifold panel. • Thoroughly clean the ports. • Put the greased seals in their seats on the unit. • Locate the unit on the mounting surface of the manifold panel and attach by its fasteners. • Connect the supply of compressed air to the unit.

5.2 Leakage testing Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-

natively with a soap solution if no such special products are available.


• Leak testing substances and all traces of soap must be removed immediately after the test. 5.3 Function testing The unit is an integral part of the brake system and must be tested for correct interaction with this sys-

tem.

6 Removal Procedure

• Turn off the supply of compressed air and vent all the air pipes connected to the unit. Do not al-low any more compressed air to reach the unit.

• Release the fasteners and remove the unit from the manifold panel. • Cover up the ports of the unit. • Cover up the onboard ports unless an exchange unit is going to be fitted immediately after re-

moval. 7 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance is subdivided into:


7.1 Inspection







The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes.

8 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be correct-ed with the help of the directions proposed for debugging.

8.1 Procedure

Problem Cause Remedy

Unit is hard to operate Camshaft (c), valve tappet (b) or valve head (d) sticking.

Operate the unit few times; remove the unit if still not working.

Air discharging constantly between unit from the flange surface.

Fasteners loose Tighten the fasteners (observe the tightening torque) and test for leak-age.

O-rings damaged or missing

Replace the new O-rings & install the unit.

Air discharging constantly from the housing

Unit defective Remove the unit and organise for the replacement.

Air discharging constantly from port A1 or A2 (provided the unit is func-tioning properly, air may escape briefly just to vent A3)







9 Spare part list of STOP COCK

Part No. Item Quantity/kit 457709 RETAINING RING 1 462575 KNORR-K-RING 2 A47412 O-RING 1 A95468 O-RING 1 K4140 O-RING 3 K9214 RING 1 K9215 RIB 1







(B10.4/1 & B10.4/2) STOP COCK AHB Part no. WBAHB230AA002 1 Introduction In a compressed-air system the stop cocks open or close the air pipes between the feed and the con-sumers. In their final positions they open or close electric circuits at the same time by actuating switches on the switching element. 2 Construction Figure 1. Shows the general structure of the stop cocks and designates the main parts

3 Working Principal

The above figure shows the general structure of a stop cock with all parts essential for understanding the basic functions. The stop cocks unite the following basic functions in one device.

• Ball G opens or closes the air passage between feed P and consumer A. • Vent bore J in ball G vents the consumer in the isolating position. • Stop bolt F keeps ball G in the respective final position.

4 Installation 4.1 Preparations The stop cocks are delivered with all seals, ready for mounting , complied with all the testing require-ments. 4.2 Requirements on the Mounting Place As preparation for the installation, make sure that the mounting surface is clean, even and undamaged. If necessary replace the assembly base and hand it over to the device workshop for revision. 5 Functional Test of the Mounted Device

Stop cock







Stop cocks are ready for operation, as soon as the pressure at the air inlet P has built up. For the func-tional test of the device the system must be stabilized. The functional test consists of the check of the leak test, air flow-through and the isolating position. The stop cock functions correctly under the following working conditions .

• Check of the leak test o in the flow-through position

� No compressed air flowing off at vent R � No noises of compressed air flowing off detectable.

o in the isolating position � Pressure at feed P remains constant � For stop cocks without vent bore, pressure at consumer A remains constant, as

long as the consumer does not consume any compressed air � For stop cocks with vent bore J, Pressure at consumer A decreases to zero � No compressed air flowing off at vent R after the pressure at consumer A has

decreased to zero � No noises of compressed air flowing off or passing detectable

NOTES: Make sure that during the leak test the maximally possible pressure has built up at feed P. Use exclusively calibrated precision manometers for the pressure measurement.

6 Removal Procedure


• Release the fasteners and remove the unit from the manifold panel. • Cover up the ports of the unit. • Cover up the on-board ports unless an exchange unit is going to be fitted immediately after re-



7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator.







7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes.

8 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. In case of a disturbance proceed as follows:

• Check if you installed the stop cock correctly, and repeat the functional test. • With the disturbance persisting: Dismount the stop cock, and pass it to the device workshop for

repair.


Air discharging constantly between unit from the flange surface.

Fasteners loose Tighten the fasteners (observe the tightening torque) and test for leak-age.

O-rings damaged or missing

Replace the new O-rings & install the unit.

Motion of rotation is tight. Damaged ball G, seals K, bolt E.

Remove the unit and organise for the replacement.

Passing of compressed air through the isolating position.

Damaged seal K, pos-sibly ball G.

Remove the unit and organise for the replacement.







(B10.5) PRESSURE GOVERNOR (MCS4/W) Part no. I92268/01813 1 Introduction Pressure governors operate electric circuits as a function of the pressure in pneumatic systems. 2 Technical features The unit performs the function of alternately opening and closing electric circuits when the given upper or lower working pneumatic points is reached. The installation drawing contains the technical particulars of the pressure governor. 3 Construction Refer Figure below The pressure governor consists essentially of

• A base plate (a) with its fittings and • A cover (b) and connector (c).

Located on the underside of the base plate (a) is the port P. The base plate (a) contains a switch. The contacts are Silver-plated.

a - Base Plate







b – Cover

c – Connector

d - Mating connector (not included in the content of the pressure governor)

p - Port 4 Working principle When the pressure governor is charged by compressed air, the circuits connected to it are opened or closed as the given upper or lower working point is reached. 5 Installation 5.1 Procedure

• Take the covers off the pressure governor's port and onboard air pipe. • Thoroughly clean the ports. • Connect the onboard air pipe to the pressure governor as shown in the installation drawing. • Release the screws fastening the cover, and take off the cover. • Draw the electric connecting cable into place and connect as shown in the applicable electric

circuit diagram. • Put on the cover and secure by fastening screws. • Tightening torque: 0.7 Nm. • Connect the supply of compressed air to the pressure governor. • Connect the power supply to the pressure governor.

5.2 Leakage Testing

WARNING Beware of electric shock! Danger of physical injuries that may have fatal consequences. The work of testing a unit equipped with electric components must always be assigned to specially trained and authorized personnel. Never allow a leakage testing substance to come into contact with electrically live components.

Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-natively with a soap solution if no such special products are available.

• Test the pipe connection for leakage at the maximum acceptable working pressure. Air bubbling is unacceptable.

• Leakage testing substances and all traces of soap must be removed immediately after the test. 5.3 Functional Testing The unit is an integral part of a system and must be tested for correct interaction with this system as per the intended function in the system. 6 Removal 6.1 Procedure

• Turn off the supply of compressed air and vent all the reservoirs and air pipes connected to the unit. Do not allow any more compressed air to reach the pressure governor.







• Switch off the power supply and prevent it from being restored. Do not allow electric power to reach the pressure governor any longer.

• Disconnect the pressure governor electrically in the following steps. o Release the screws fastening the cover, and take off the cover. o Disconnect the connecting cable and withdraw it from the pressure governor. o Put on the cover and secure by fastening screws. Tightening torque: 0.7 Nm.

• Unscrew the pressure governor. • Cover up the pressure governor's port. • Cover up the onboard air pipe unless an exchange unit is going to be fitted immediately after

removal. • Secure the onboard connecting cable.



7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes.

8 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 8.1 Procedure








Unit in operative Unit not being activated pneumatically

Test the unit for correct pneumatic control.

Unit not being activated electrically

Test the unit for correct electric control.

Unit not reacting when pressure threshold is reached

No electric power Check the connector.


Unit defective Remove the unit and exchange for an operative unit.

Unit has the wrong setting Remove the unit and contact the KB person for ad-justment

Compressed air discharging from the port

Port leaking Tighten the connection (apply the specified tightening torque!) and test for leakage.







(B10.6/1, B10.6/2, B/10.6/3 & B10.6/4) Test fitting K1-E Part no: I79470/07k 1 Introduction This description contains particulars specific to the unit and discusses operation, installation, removal, function testing and maintenance of the unit when installed on-board. 2 Technical features The unit is distinguished by the following features:

• Straight forward construction • Version with a pipe thread

The letter "K" in the item number denotes units with enhanced resistance to low temperatures. The installation drawing contains the technical particulars of the unit. 3 Construction Refer Figure 1 and Figure 2. The unit screws into the mating thread of the manifold panel or piping and connects to the compressed air pipe to be tested. Screwing the test connection onto the test fitting automatically connects the diag-nostic unit to the pipe that is to be tested. The test fitting consists essentially of:

• Housing (a) • Cap (b) • Spring-loaded valve head (d)

The cap (b) screwed onto the test port keeps out dust and dirt and must therefore be put back at the end of measurement.







Figure: 2 Test fitting K1-E, Pressure measurement (Schematic).







4 Working principle See Figure 1, Figure 2 and Figure 3 4.1 Working position The unit's test port is closed by the screw cap (b). The valve head (d) is held in its upper end position by the compression spring (f) and by the pipe pressure. Hence, the valve seat V is closed. 4.2 Pressure measurement A suitable test connector (e.g. universal test connection, item no. I87308) is set as shown in Figure 3 and is connected additionally to the instrument required for pressure measurement. For pressure measurement, the screw cap (b) must be unscrewed and the test connection screwed onto the test fitting, thereby pushing the tappet (e) downwards. Compressed air from the air supply port P flows through the open valve seat V to the test port. The applied pressure can now be measured by the pressure tester via the test connection. When the test connection is taken off, the valve head (d) is pushed to its upper end position by the force of the spring (f) and by the pipe pressure, thereby closing the valve seat V.

Figure 3 Universal test connections (schematic)


• Take the covers off the ports of both the unit and the onboard mounting bracket or the pipe. • Clean the ports of both the unit and the onboard mounting bracket or the pipe. • Only for units with enhanced resistance to low temperatures (letter "K" in the item number):

o Lubricate O-ring (g) with a thin film of RENOLIT KBS1 grease. • For all other units:

o Lubricate O-ring (g) with a thin film of RENOLIT HLT2-KB grease.







• Put the O-ring (g) in its seat on the unit.

NOTE: Make sure that the thinly greased seals rest and stick correctly in their seats without dust or dirt.

• Screw the unit into the onboard mounting bracket or the pipe and tighten in place. Tightening

torque: 35 Nm. • Connect the supply of compressed air.



• Leak testing substances and all traces of soap must be removed immediately after the test. 5.3 Function testing

NOTE: The universal test connection (KNORR item No. I87308) is needed for function testing.

NOTE: The applicable installation drawing contains the particulars of matching test connections and screw fasteners.

• Unscrew the screw cap (b). • Screw the universal test connection and pressure gauge onto housing (a). This action pushes

the tappet (e) downwards and opens the valve seat V. The pressure gauge must indicate the level P.

NOTE: At the end of pressure measurement or external injection, put back the screw cap (b) to keep out dust and dirt.

6 Removal 6.1 Procedure


• Unscrew the unit from the onboard mounting bracket or the pipe. • Cover up the port of the unit. • Cover up the onboard port unless an exchange unit is going to be fitted immediately after re-

moval. 7 Maintenance







The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance is subdivided into:


7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action. 7.4 Overhaul There is no provision for overhauling the unit. The unit must be exchanged in accordance with mutually agreed period between the KB service personnel and vehicle operator based on the service conditions. 8 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 8.1 Procedure


Compressed air discharging con-stantly between unit and mounting bracket or pipe

O-ring (g) defective Remove the unit, exchange the seal, in-stall the unit and test for leakage.

Unit loose Release the unit, screw tight again (apply the specified tightening torque) and test for leakage.

Air discharging at the end with the test connection when the cap is removed Unit defective Remove the unit, install a new unit and

test for leakage. Pressure measurement reveals an air pressure differing from P







(B 10.9/1) Filter (FIL 100-002) Part no: WBFIL100AA002 1 Introduction The filter prevents dirt from getting inside sensitive downstream equipment. It serves to stop wear and to enhance the reliability of the downstream equipment. 2 Technical features The unit is distinguished by the following features:

• Flange construction • Quick and easy to exchange • Straightforward construction

The installation drawing contains the technical particulars of the unit. 3 Construction Refer Figure 1. The Filter unit consists essentially of:

• Housing (a) • Compression spring (b) • Filter element (c) • O-rings (d, g and h) • Supporting ring (e), • Cover (l) • Retaining ring (k)

The housing (a) contains the filter element (c). The latter is locked in the housing (a) by the force of the compression spring (b). It is therefore prevented from changing its position in the housing (a). Hence, the incoming stream of compressed air is unable to bypass the filter element (c). 4 Working Principle Refer Figure 1. The unit forces the compressed air to flow through the filter element (c). The compression spring (b) fixes the filter element (c) in its correct position. The filter element (c) extracts the particles. The size of the particles extracted by the filter depends on the filter mesh of the element (c). The installation drawing indicates the filter mesh.








NOTE New O-rings must always be used between the flange joints for the ports. Do not install new elastomers that are older than one year. Check the date of manufacture prior to use. To avoid grease ingress in the air passages, lubricate the O-rings with just a thin film of grease.

• Take the covers off the ports of the unit and onboard mounting bracket. • Thoroughly clean the ports. • Lubricate the O-rings with a thin film of RENOLIT HLT2-KB grease. • Put the greased O-rings in their seats on the unit, and attach the unit to the mounting bracket by

the fasteners. • Connect the supply of com pressed air to the unit.







5.2 Leakage Testing Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-natively with a soap solution if no such special products are available.


• Leakage testing substances and all traces of soap must be removed immediately after the test. 5.3 Functional Testing The unit is an integral part of a system and must be tested for correct interaction with this system in the manner for the intended function in the system. 6 Removal 6.1 Procedure


• Release the fasteners and remove the unit from the mounting bracket. • Cover up the ports of the unit. • Cover up the onboard ports unless an exchange unit is going to be fitted immediately after re-



7.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 7.2 Servicing Not required. 7.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 8, please contact KB India for further necessary action.







7.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes. 8 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 8.1 Procedure


Air discharging constantly between unit and bracket or from the flange surface.

Fasteners loose Tighten the fasteners and test for leak-age; observe the tightening torque.

O-rings (g and d) dam-aged or missing

Remove the unit, exchange O-rings (g and d) and install the unit.

Little or no air throughput Filter very dirty or frozen Clean or defrost the filter.

Downstream air pipes or units are contaminated

Unit defective

Remove the unit and submit for repair.

9 Spare Part list for Filter

Part No. Item Quantity/kit

B76832 O-RING 1

B72767 O-RING 2

468861 RETAINING RING 1







(B11.C) Roller lever valve with an exhaust Part no: I77338 1 Introduction

The units are of compact construction and designed for installation in pipeline systems of pneumatic control units. Operation is by means of a roller lever. 1.1 Technical features


• Compact construction • Pipeline design • Mechanical actuation by an attached roller lever

The installation drawing contains the technical particulars of the unit. 2 CONSTRUCTION See Figure 1. The units are 3/2-way valves in which the consumer port A communicates with the exhaust R. The letter "S" in the type designations, WRV-2S stands for dustproofing (rubber cap) on the valve tappet (a). The units have two pipe connections, i.e. supply port P and consumer port A. The ports P and A are available with two different pipe thread sizes. These pipe thread sizes are M14x1.5 and G¼". Both P and A ports of every unit have pipe threads of the same size. The installation drawing that goes with each type of unit indicates pipe thread sizes referenced to item numbers.







Figure 1 Roller lever valve (types WRV-2S)

a Valve tappet X Mounting hole b Rubber cap A Consumer port h Roller lever P Supply port v Valve R Exhaust bore

3 Working Principle See Figure 1 and Figure 2 The port (A) communicates with (R) when the valve is not actuated and when the roller lever is de-pressed by a stroke of less than 7.5mm. The consumer port (A) is vented. When the roller lever is depressed further (by up to 5mm), the exhaust bore to the consumer port (A) is closed and the path from port (P) to (A) is opened simultaneously. The consumer port (A) is charged by compressed air. When the actuating force is removed, the roller lever valve returns to the position where the consumer port (A) is vented.







Figure 2 Strokes of the roller lever (WRV-2S)

HR Venting stroke HG Total stroke

HA Charging stroke

Figure 3 Functional symbol according to DIN ISO 121 9 (WRV-2S)

A Consumer port R Exhaust bore

P Supply port

4 Installation The unit can be installed with standard tools. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed. 4.1 Procedure

DANGER : Ports plugged or clogged! Failure of device and/or system functions that might cause the brake system to fail. Provide for a free flow through the ports.







• Attach the unit to the onboard mounting bracket by two screws through the mounting holes. • Take the covers off the unit's ports and off the pipes to be connected. • Thoroughly clean the connecting threads of the onboard compressed air pipes for P and A. • Screw the onboard compressed air pipes into the mating ports P and A of the roller lever valve. • Connect the supply of compressed air to the unit.



• Leak testing substances and all traces of soap must be removed immediately after the test. 4.3 Function testing The unit is an integral part of a system and must be tested for correct interaction with this system in the manner intended for the system. 5 Removal

WARNING Pneumatic system is under high pressure! Particles flung outwards will, for instance, cause severe eye injuries. Observe the safety regulations for pneumatic systems. Prior to removal, unload the pressure from the (sub) system.

CAUTION : Beware of contaminating the pneumatic system! Device and/or system functions will fail. Keep out dirt after removal, such as by masking the ports.

5.1 Requirements The unit can be removed with standard tools. 5.2 Procedure


• Unscrew the onboard compressed air pipes from the unit. • Detach the unit from the onboard mounting bracket by releasing the two screws from the mount-

ing holes. • Cover up the ports of the unit. • Cover up the onboard compressed air pipes unless a replacement unit is going to be fitted im-

mediately after removal.









6.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 6.2 Servicing Not required. 6.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 7, please contact KB India for further necessary action. 6.4 Overhaul There is no provision for overhauling the unit. The unit must be exchanged in accordance with mutually agreed period between the KB service personnel and vehicle operator based on the service conditions.

7. Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.2 Procedure Problem Cause Remedy

Port A not being charged No compressed air at port P

Connect the supply of compressed air to port P.

No change at port A when the unit shuttles

Unit defective Remove the unit, arrange for its disposal and exchange for an operative unit.

Compressed air discharging from port P or A

Connections lea-king

Tighten the connections (apply the speci-fied tightening torque!) and test for leak-age.








Compressed air discharging con-stantly from the unit in the region around valve tappet (a)

Unit defective Remove the unit, arrange for exchange for an operative unit.

Compressed air discharging con-stantly from exhaust R (regardless of the unit's working position)







Hose Connections Part No.

1. Pos. No: B12 - I.F.2744 2. Pos. No: C1 - I.3.3503/3 (R1/2 E, 600mm, Long) 3. Pos. No: C2 - I.3.941/1 (R1/2 E, 500mm, Long)

1. Introduction Flexible Hose Connections are specially designed for railway compressed air brakes. These are used to connect the pneumatic pipelines between the moving parts. The flexible hose give sufficient room for displacement during movement of bogies at curvature of track. All the Hoses incorporate labels showing date of manufacturing. 2. Technical features The unit is distinguished by the features of high pressure crimping and resistance to high pressure. The installation drawing contains the further technical particulars of the unit. 3. Nominal Sizes

Bore: The nominal bore of Flexible Hose Connections is the ID of the rubber hose. The thread cut in the end fittings for attachments are as per the associated pipe work or fittings and as specified. Available Nominal Bore sizes are 1/4”, 3/8”, ½”, ¾”, and 1” for both rubber hose and end fittings. Length: The Nominal length of flexible Hose Connections is the length of the rubber hose and does not include the length of the end fittings. Any required length can be supplied. 4. Construction For general construction refer given installation drawing. 5. Maintenance During routine maintenance at regular intervals, the end fittings should be examined for mechanical damage; particularly to screw threads and appropriate action be taken. Examine the union gasket wash-er and renew if defective in any way. During routine maintenance at regular intervals, the rubber hose should be examined and if its service life (as determine from the date of manufacture) has expired, the complete hose connection should be replaced. If it has a further useful life it should be examined for incipient deterioration before being ac-cepted for further service. 6. Testing One end of the hose should be plugged and compressed air at a pressure at-least equivalent to highest working pressure likely to be encountered should be applied to the other end. Test the joints between the hose and the end fittings and also union joints with soap and water. There should be no leakage. Examine carefully for any tendency for the hose to slip on the end fittings..







Pressure gauge 80x10 Part no: II55801/10-001 1 INTRODUCTION

• The unit is distinguished by the following features: • Housing with one measuring instrument • Lighting and four light slits • Designed for mounting on a wall / panel • Connection to 10x1.5mm dia. piping • Stainless steel housing

The installation drawing contains the full technical particulars of the unit. 2 CONSTRUCTION See Figure 1 and Figure 2 The measuring instrument is enclosed by a bowl-shaped housing (a). The Bourdon tube measuring sys-tem (r) acts on the pointer mechanism (z) which is protected from the environment by a pane of low-reflection safety glass. Located at the back of the housing (a) is the pipe union (P) which has a bite ring (b) and a union nut (c). The gauge can be directly connected to 10x1.5mm dia. piping by these parts. A hexagonal union (g), which is joined to the housing, projects through the hole in the middle of the mount-ing bar (d) and changes gradually into the thread for the union nut (c). The pressure gauge can be mounted in a wall panel by its rear mounting bar (d) and the hexagon nut (e). The wall panel must be between 2 and 4mm thick. The dial of the pressure gauge is lit directly by a built-in bulb or LED (f) (with an identical base). The four light slits (L) in the housing (a) provide additional illumination from the side. The bulb or LED is seated in a socket integrated into the housing (a). The outer side of this socket projects from the housing and has two screw terminals to connect the electric leads. The display range of each pressure gauge can be identified by its item number. The minimum value is always 0 bars . The maximum value is represented by the first number after the stroke in the item num-ber: e.g. the maximum value of versions with item number II55801/06-002 is 6 bars . Seated in the back of the housing (a) is a discharge stopper (h) which can be removed to blow off un-desired gauge pressure from the housing. The various pressure gauges of the PG-80S series differ according to the following features:

• Display Range • Coloured marking of the dial and pointer • Additional marking points on the scale (optional) • Customized dial labeling (optional) • Bulb or LED power supply

These pressure gauge features are described in detail in the installation drawing that goes with each of the pressure gauges.







Figure 1 Pressure gauge PG-80S

a Housing g Union b Bite ring h Discharge stopper c Union nut t Name plate d Mounting bar K Electric terminal e Hexagon nut L Light slit f Bulb / LED P Port

3 Working Principle See Figure 2 The pressure of the medium being measured acts on the Bourdon tube (r). The cross-section at the free end of the Bourdon tube responds to pressure, changes its curvature and causes a lever mechanism to act on the pointer. The pointer turns with growing pressure. The dial of the pressure gauge indicates the pressure repre-senting the angular position of the pointer.

Figure.2 Measuring instrument







r Bourdon tube z Pointer P Pressure Port

4. Installation 4.1Requirements The unit can be installed with standard tools. The unit is designed for installation anywhere in the vehi-cle, provided it is protected from wet and dirt. The place of installation must be defined accordingly dur-ing engineering design of the vehicle. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed. 4.2 Procedure

• Take the covers off pressure gauge port (P) and on board air pipe. • Thoroughly clean the ports. • Release hexagon nut (e), and detach mounting bar (d) from the pressure gauge.

CAUTION : Beware of installing the unit correctly! The unit will be damaged and/or its functionality impaired. To install the unit, hold union (g) securely by its hexagon head, using a suita-ble tool such as an open-end wrench. The unit must be mounted without stress or strain.

• Fit the pressure gauge in the location provided in the panel, and fasten by mounting bar (d) and

hexagon nut (e). • Connect the onboard 10x1.5mm dia. air pipe to pipe union (P) by bite ring (b) and union nut (c). • Connect the supply of compressed air. • Connect the onboard electric wiring for the bulb/LED to two-pin lamp socket (K). • Connect the power supply.

4.3 Leakage testing







Carry out the leakage test by applying a leakage testing substance / a soap solution.

• Test the flange joint and pipe connections for leakage at the maximum acceptable working pres-sure. Air bubbling is unacceptable.

• Leakage testing substances and all traces of soap must be removed immediately after the test. 4.4 Function testing The unit is an integral part of a system and must be tested for correct interaction with this system in the manner suitable for the intended purpose. 5 Removal 5.1 Requirements The unit can be removed with standard tools. 5.2 Procedure

• Turn off the supply of compressed air and vent all the reservoirs and air pipes connected to the unit. Do not allow any more compressed air to reach the pressure gauge.

• Switch off the power supply and prevent it from being restored. Do not allow electric power to reach the pressure gauge any longer.

CAUTION : Beware of removing the unit incorrectly! The unit will be damaged and/or its functionality impaired. To remove the unit, hold union (g) securely by its hexagon head, using a suitable tool such as an open-end wrench.

• Detach the onboard air pipe and electric wiring from the pressure gauge. • Release hexagon nut (e), and detach mounting bar (d) from the pressure gauge. • Take the pressure gauge out of the opening in the panel. • Re-attach mounting bar (d) to the pressure gauge by hexagon nut (e). • Cover up the port of the pressure gauge. • Cover up the onboard port and insulate the electric wiring unless an exchange unit is going to be

fitted immediately after removal. 6 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance is subdivided into:


6.1 Inspection







The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 6.2 Servicing

CAUTION : Beware of removing bulb/LED incorrectly! The unit will be damaged and/or its functionality impaired. Turn off the electric power prior to removing the bulb/LED.

The bulb/LED (f) may fail on rare occasions. In this case, pull out the lamp socket at the back of housing (a) and withdraw it together with the bulb/LED from the housing. Then turn the bulb/LED to the left (by about 30°), draw it out of the lamp socket and exch ange for a new bulb/LED. No other servicing is needed. 6.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 7, please contact KB India for further necessary action. 6.4 Overhaul There is no provision for overhauling the unit. The unit must be exchanged in accordance with mutually agreed period between the KB service personnel and vehicle operator based on the service conditions.

7. Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.1 Special tools Not required 7.2 Procedure Problem Cause Remedy No lighting Power supply failure Check the power supply and wiring (K) at

the lamp socket. Bulb/LED (f) defective Exchange the bulb/LED.

False pressure readings

Leaking pipe union (P) Tighten union nut (c) (apply the specified tightening torque!) and test for leakage.


Pointer not moving although pressure is changing

Connection from system to pres-sure gauge is interrupted/cut off

Check and restore the connection.








(B 15) Emergency Application brake Part no: I89368 1 GENERAL The use of emergency application accelerators permits the pressure in the entire brake pipe to be re-

duced quickly in response to an emergency application. As a result, the brake cylinder pressure rises

rapidly and almost evenly throughout the entire train set. Without emergency application accelerators,

the brake pipe pressure is lowered only via the driver’s brake valve; this means that the pressure drop in

the rear part of the train is much slower than in the front part. The distributor valves function in such a

way that the brake cylinder pressure cannot rise faster than the brake pipe pressure falls. Emergency

application accelerators additionally vent the brake pipe through a large bore when an emergency brake

valve is operated or an emergency application is initiated via the driver’s brake valve with its own specific

reduction gradient.

Since the emergency application accelerators operate one by one, the brake cylinder pressure that is

obtained at the end of the train develops according to a time component that consists of the sum of the

propagation time and the distributor valve’s own specific brake application time.

The effect of the model EB3-S/L emergency application accelerator is propagated through the train set,

even if a locomotive (without an emergency application accelerator) is followed directly by a car without

an emergency application accelerator, or if two or three cars which are also without emergency applica-

tion accelerators are positioned successively and anywhere within the train set. An emergency applica-

tion initiated with the driver’s brake valve can be cancelled quickly and promptly again. A special facility

permits the outlet valve on the emergency application accelerator to close rapidly when the driver’s

brake valve is returned to the running position again. A pressure surge safety facility allows the control

chamber pressure to be formed from the brake pipe pressure. Pressure surge protection is guaranteed

within the working pressure range defined by the UIC Specifications.

The emergency application accelerator attaches to a separate bracket that is located on a branch pipe

leading to the brake pipe. To be able to deactivate the emergency application accelerator you require a

stopcock in the branch pipe upstream of the valve bracket. The following pressure designations are used

in this description of the model EB3-S/L emergency application accelerator:

L Pressure in the brake pipe (orange)

LS Pressure in the control chamber of the emergency application accelerator (yellow)







Figure 1.

2 CONSTRUCTION The model EB3-S/L emergency application accelerator consists of the following working as-semblies:

Control section 1

The control section identifies an emergency application that has been initiated by the driver’s brake valve, by an emergency brake valve or by a parting of the train. In reply, it activates the outlet valve 2 so that the brake pipe can be vented quickly. The control section additionally fills the control chamber LS during brake release and when charging the line for the first time. It also forms the LS pressure.

Outlet valve 2

The outlet valve is opened by the control section 1 in response to an emergency application and vents the brake pipe quickly through a large bore (effective diameter 19mm). It has an ad-justment screw for setting the expansion stroke H (see Section 3.2).

Legend for Fig. 1 1 Control section

1.1 Compression spring

1.2 Diaphragm piston

1.2.1 Piston rod 1.3 Valve head


2 Outlet valve


2.2 Adjustment screw

3 LS rapid venting valve


4 Pressure surge safety valve

4.1 Valve head

4.2 Diaphragm piston


B3 LS outlet port

D1 Sensitivity choke

D4 LS filling choke

V1.1 LS inlet valve

V1.2 LS outlet valve

V2 L outlet valve







LS rapid venting valve 3

After an emergency application, the LS rapid venting valve quickly lower the LS pressure in the control chamber, so allowing the brakes to be re-activated quickly again.

Pressure surge safety valve 4

During a pressure surge, the pressure surge safety valve cuts off the connection between the brake pipe and control chamber LS at an L pressure of about 6 bar. This action prevents the pressure in the control chamber LS from rising above the working level, and stops the emer-gency application accelerator from responding − when it is not wanted − as soon as the pres-sure surge decays again.

3 OPERATION







3.1 Filling

(a) Filling without a pressure surge (Fig. 2)

The L pressure chamber is filled directly from the brake pipe, whereas the LS pressure cham-ber is

charged through a branch pipe inside the bracket, and thence through the pressure surge safe-ty valve 4, the choke D4 and the LS inlet valve V1.1. Since the compression springs (1.1) and (1.4) have different forces (1.1 is stronger ), V1.1 is open and stays open − upon completion of filling − when the pressures in L and LS are equal and match the working level.

(b) Filling with a pressure surge .

When filling with a pressure surge is initiated, the control chamber LS is filled to begin with in the manner described in Section 3.1.1; but as soon as the L pressure reaches a level of about 6 bar, the pressure surge safety valve 4 closes. The filling of LS is interrupted so that the control chamber

LS will not be overcharged. The pressure surge safety valve 4 opens when the L pressure falls below 6 bar again after a pressure surge. The LS pressure rises to the working level. Please re-fer also to Section 3.3.2, "Brake release with a pressure surge".







3.1.1 Service application position (Fig. 3)

The L reduction gradient due to a service application is shallower than the reduction gradient of the control chamber pressure LS, since the latter gradient is controlled by the sensitivity choke D1.

Distributor valves having an accelerator do, however, bring about a limited yet steep L pressure reduction during the initial braking phase. The gradient of this reduction is steeper than the sen-sitivity gradient due to the choke D1. The distributor valve’s service accelerator operates after a service application has been initiated via the driver’s brake valve. The fast pressure reduction in the brake pipe causes the forces to be unbalanced at the piston (1.2) in the emergency applica-tion accelerator. This piston therefore travels upwards towards the outlet valve 2. The stroke covered to the point where the piston rod (1.2.1) reaches the adjustment screw (2.2) on the out-let valve is called the expansion stroke H.

Since the LS volume is enlarged by this action, the pressure falls in LS. The expansion stroke needs to be set in such a way that the emergency application accelerator remains stable de-spite a temporary, steep reduction in L pressure.

Figure 3.







The LS outlet valve V1.2 is opened when the diaphragm piston (1.2) travels upwards. The LS pressure is discharged partly through the sensitivity choke D1 to atmosphere, and the balance of forces is restored at the piston. When the L pressure has finished falling, the piston (1.2) travels back again and assumes a position at which both the LS inlet valve V1.1 and the LS out-let valve V1.2 are closed.

3.1.2 Brake release

(a) Brake release without a pressure surge (Fig. 4 )

The pressure in the the L chamber is increased when the brakes are released. The resulting unbalance of forces at the piston (1.2) causes the latter to travel downwards and open the LS inlet valve V1.1. The control chamber LS is now filled again through the choke D4 and the LS inlet valve V1.1 (retarded relative to L). If brake release is interrupted and the L pressure rise is hence stopped, the LS inlet valve V1.1 will close again as soon as the pressure in LS reaches the same

value as in L. V1.1 will, however, remain open if a full brake release is completed and the pres-sure in L and LS has risen to the working level.

Figure 4.







(b) Brake release with a pressure surge (Fig. 5)

If a brake release is initiated with a pressure surge after a service, a full service or an emer-gency application (i.e. at different starting levels in L), then the control chamber LS will first be filled up again in the manner described in Section 3.3.1. However, the pressure surge safety valve 4 shuttles at an L pressure level of about 6 bar, and the valve head (4.1) closes the path L − D4 − LS.

The adjacent diagram shows the L and LS pressure curves for brake release with a pressure surge after a full service application. Being retarded by the choke D4 relative to the L pressure rise, the filling of the control chamber LS is interrupted as long as the L pressure is higher than 6 bar. This gives practically unlimited time protection from any unintentional operation of the

Figure 5.







emergency application accelerator when the pressure surge decays. When the L pressure falls below 6 bar again, the pressure surge safety valve 4 opens and the control chamber pressure LS is assimilated to the L pressure. This procedure ensures that the emergency application ac-celerator will remain effective throughout the entire working pressure range defined by the UIC Specifications.

3.1.3 Emergency application (Fig. 6)

When an emergency application is made, the L pressure is lowered according to a UIC-specified gradient. The piston (1.2) moves quickly towards the L outlet valve 2, the choke D1 being opened to begin with. As already described above, the pressure in the control chamber LS is lowered by the expansion stroke and the sensitivity choke D1. But since the LS pressure reduction is unable to keep pace − through D1 – with the steep L reduction gradient, the LS pressure starts to predominate at the piston (1.2). Consequently, the latter moves so far up-wards that the L outlet valve 2 is pushed open by the piston rod (1.2.1). The brake pipe is vent-ed through a large bore via V2. While the L pressure is falling rapidly, the LS/L pressure rela-tionship changes at the closed LS rapid venting valve 3 which opens upon reaching an L pres-sure below 3 bar. As well as being vented through D1, the control chamber LS is now vented through the port B3.

Figure 6.







The pressure in the control chamber LS subsequently drops faster than the L pressure. When the LS pressure has assimilated to the L level, the piston (1.2) travels downwards again, and the L outlet valve 2 is closed by the force of the compression spring (2.1). This movement pre-vents L from discharging any further to atmosphere. The working parts of the emergency appli-cation

accelerator have been chosen to make the L outlet valve 2 close at an L pressure of about 1.5 to 2.5 bar. Immediately after this valve has closed, the LS rapid venting valve 3 is also closed once more by the compression spring (3.1). From this point onwards, the brakes can be re-leased again with the driver’s brake valve. The pressure wave is propagated optimally through the train because the brake pipe pressure is lowered rapidly by the emergency application ac-celerator to the point where the valve is closed. The ability to skip cars in which the brakes are shut off is hence enhanced substantially over common emergency application accelerators

with equalizing reservoirs

4 INSTALLATION Prior to reattaching the unit, thoroughly clean the flange surfaces and place the O_rings in the housing with a little grease.

- Attach the emergency application accelerator to the bracket.

- Having attached the emergency application accelerator, charge it with compressed air. Test

the flange joint for leakage at the maximum working pressure using a leakage testing

agent.

No air is allowed to escape.

5 REMOVAL Detach the emergency application accelerator from the bracket.

- Having detached the emergency application accelerator, protect its sealing surface with a cover to keep out dirt and stop damage during carriage and shipment.

Unless a replacement unit is attached immediately after removal, cover the flange surface of the bracket or manifold panel with a plate.

6 MAINTENANCE The units must be checked for good external condi tion and proper operation at regular inter-vals in accordance with the applicable railway administration regulations. Overhauls must be timed according to both the operating conditions and the environmental influences in the area where the vehicles are run. So it is not possible to specify exactly when overhauls are needed.

To judge when overhauls are required under the actual operating conditions, it is advisable to dismantle a few randomly selected units after a lengthy period of operation, and check them for wear and condition.








Air escaping constantly at exhaust port_O4

Sealing surface of valve head_(26) defective

Overhaul the valve head (26) as directed in Section_5.4.

Grooved ring_(15) defective Replace grooved ring_(15).

Valve seat_V3 damaged and/or valve sealing ring_(30) defective

Overhaul the cover (3) as directed in Section 5.4 and/or replace the valve sealing ring_(30).


Overhaul the cover (3) as di-rected in Section 5.4 and/or replace the valve sealing ring_(30).

Replace KNORR K_ring_(9).


Valve seat_V2 damaged and/or valve sealing ring_(6) defective

Overhaul the cover (3) as directed in Section_5.4 and/or replace the valve

sealing ring_(6).

KNORR K_ring_(11) defective Replace KNORR K_ring_(11).


Sealing surface of valve head_(52) defective

Overhaul the valve head (52) as directed in Section_5.4.

Valve seat_V1 damaged and/or valve sealing ring (47) defective

Overhaul the housing (1) as directed in Section_5.4 and/or replace valve sealing ring_(47).

KNORR K_ring_(54) defective Replace KNORR K_ring (54).

Grooved ring_(15) defective Replace grooved ring (15).

Sealing surface of guide rod_(55) defective

Overhaul the guide rod (55) as directed in Section_5.4.

NOTE: Always overhaul the entire emergency application accelerator in reply to malfunctions and all problems that are difficult to locate exactly.

6.1 Overhaul

6.1.1 Tools All tools are standard apart from the following items:

Diaphragm extractor







- to remove cup diaphragms

Adjuster

- to adjust the expansion stroke - KNORR part number I 88287 (to learn how to use this fixture

Special hook

- to remove and install KNORR K-rings

6.1.2 Disassembly

NOTE: Major dirt deposits on the outsides of the valve must be removed prior to disassembly.

Break down the emergency application accelerator into its component parts.

Undo hex head screws (12) and remove cove (3) from housing_(1).

WARNING: The cover is tensioned by compression spring (17). The tension amounts to about 34 N.

- Detach all other parts from housing (1) and cover (3).

WARNING: The compression spring (45) is tensioned by about 230 N.

To learn how to remove the KNORR K-rings, refer the relevant section.

Diaphragm extractor

Special hook







6.1.3 CLEANING Clean all metal parts (no rubber bonded metal components) with a chemical cleaning agent in

a bath at 70°C to 80°C and then blow dry with compr essed air.

The chemical cleaning agent must not erode more than 420 mg/m2h on aluminium alloys.

The maker's directions for the use of the cleaning agent must be observed.

- Use a soft wire brush to remove traces of corrosion and severe dirt deposits.

- Use a suitable solvent to remove all traces of sealants (Loctite) from the threads of threaded choke (31) and the tapping in housing (36).

- All rubber and plastic parts must be removed at every overhaul, so they do not need cleaning.

6.1.4 INSPECTION AND RECONDITIONING Having cleaned the components, give them a careful visual inspection. Replace any part show-ing damage such as cracking, distortion, corrosion or thread deformation that would make its further use appear ill advised.

Parts that need reconditioning and/or examining in addition to the mandatory visual inspection are discussed in the Remarks column of the following inspection chart. Where applicable, such parts are also shown in illustrations.

All KNORR K-rings, O-rings, grooved rings and cup diaphragms must be replaced at every overhaul.

Item Length [mm] Minimum spring force [Nm]

8 20 10

17 20 33

28 17.5 23

34 13 18

45 36 190

51 28 43

The minimum spring forces must be obtained at the clamped lengths given in Table

Replace any compression spring that is not to specification.

Inspection of components

Item Part Remarks

1 Housing Housing (1)







Examine the valve seat for damage. Minor scratching can be cor-rected by polishing. The size and the surface finish must be to specification, otherwise replace the housing.

3 Cover Cover (3)

Examine the valve seats for damage. Minor scratching can be cor-rected by polishing. The dimensions and the surface finish must be to specification, otherwise replace the cover.







- Minor scratching in the bushing can be corrected by polishing. The surface finish must be to specification, otherwise replace the cover.

- The screw plug (3.1) _ see Fig. 19 _ is screwed airtight into the cover (with Loctite). There is no need to remove it; but if the plug has been unscrewed, its threads must be thoroughly cleaned and treated with Loctite again before it is put back.

5 Screw plug Screw plug (5)

Minor scratching in the sealing surface of the screw plug can be corrected by polishing. The surface finish must be to specification, otherwise replace the screw plug.

26 Valve head Valve head (26)

Minor scratching in the sealing surface of the valve head can be corrected by polishing.

The choke bore must be clear, and the dimensions and surface fin-ish must be to specification, otherwise replace the valve head.

31 Threaded Threaded choke (31)







choke

- Examine the choke for obstructions.

37 Valve insert Valve insert (37)

Examine the valve seat for damage. Minor scratching can be cor-rected by polishing. The size and the surface finish must be to specification, otherwise replace the valve insert.

55 Guide rod Guide rod (55)

Examine the valve seat for damage. Minor scratching can be cor-







rected by polishing.

- Minor scratching in the sealing surface of the guide rod can be corrected by polishing. The dimensions and the surface finishes must be to specification, otherwise replace the guide rod.

6.1.5 Assembly

Before assembling the unit, lubricate all KNORR K_rings, grooved rings and O_rings, the beads of the cup diaphragms, and also all sliding and guide surfaces with a thin coat of univer-sal grease, e.g. Fuchs Renolit HLT 2 or equivalent.

(a) Preassembly Assemble the emergency application accelerator in the reverse sequence to disassembly, but first preassemble the unit in the manner shown in Fig.

NOTE: Hand-torque nuts and bolts. To learn how to install KNORR K_rings please refer to Fig.

(b) Adjusting the expansion stroke

Having completed preassembly, adjust the expansion stroke H. This operation requires the use of an adjuster (KNORR part number I 88287) that consists of the following items - Fig. 15:

I Clamp II Bushing

III Setscrew

IV Screw

The expansion stroke serves to take up the effect of the Ü (quick_service) chamber in the emergency application accelerator in response to service and full service applications. It hence prevents the emergency application accelerator from operating when this is not wanted.

The expansion stroke H is not to be larger than 2.5+0.1mm. Otherwise, the sensitivity of the emergency application accelerator might be impaired. Now proceed as follows:

- Screw the bushing_II into the clamp I to the point where the surfaces 1) are flush.

- Screw the setscrew_III into the bushing_II to the point where the surfaces 2) are flush.

- Screw the screw_IV (see Fig._15) into the emergency application accelerator until it touches the valve seat_V4 of cover_(3).







- Squeeze the clamp_I by the grips and introduce it carefully into the housing (1) of the emer-gency application accelerator, ensuring that the clamp engages the second latch - see Fig. 15.

- Screw the bushing_II slowly home onto the valve seat_V1 of housing (1).

- Using a pipe wrench (6mm according to DIN 659), screw the setscrew_III carefully home against guide rod (55). The guide rod is restrained at the other end by the screw IV .

- Place the valve head-(52) plus valve sealing ring-(47) on the bushing_II, and screw in the set-screw-(46) until it touches the setscrew-III without the valve head being lifted off the bushing II.

- Remove the valve head-(52) plus setscrew-(46 ) at this position.

- Remove the adjuster again.

- Unscrew the setscrew-III counterclockwise to the position where it is level with the bushing-II.

- Back off the bushing-II counterclockwise by two turns.

- Squeeze together the grips of the clamp-I and withdraw the clamp from housing (1).

Take the screw-IV out of cover-(3).

(c) Finishing assembly

Having completed the adjustment, install all other parts - see Fig. 19.

Assembling the adjuster

Pre-assembling the emergency application accelerator 1 Housing 2 O_ring 3 Cover 4 Valve head 5 Screw plug 6 Valve sealing ring 8 Compression spring







Emergency application accel-erator 1 Housing 3 Cover 46 Setscrew 47 Valve sealing ring 52 Valve head 55 Guide rod V... Valve seat Adjuster







7 TESTING

Adjusting the emergency

application accelerator







7.1 Test setup To carry out the tests you require a magnet valve_2, a recorder_42 and a valve bracket (KNORR part No. I_76841). Install the emergency application accelerator in a test setup ac-cording to Fig._ 17 and close all cocks.

7.2 Setting the chokes Before commencing the tests, set the E and U chokes as follows:

- Open cock 1.

- Set pressure reducing valve_41 to 5_bar.

- Open cock_6. Pressure gauge 31 must read 5 bar after reser_

voir_22 has been filled.

- Close cock 6.

- Open cock_7 and observe pressure gauge 31. The pressure must fall from 5_bar to 3.2_bar

within 3_sec.

Failing this:

1. Close cock_7.

2. Set the sensitivity choke_E according (choke diameter about 4mm)

3. Open cock_6 and close again after filling reservoir_22.

4. Open cock_7 and check the pressure reduction once again. Now close cock_7.

- Open cock-6.

Pressure gauge 31 must read 5 bar after reservoir-22 has been filled.

- Close cock 6.

- Open cock-8 and observe pressure gauge 31.

The pressure must fall from 5 bar to 3.2 bar within 6 sec.

Failing this:







1. Close cock-8.

2. Set the sensitivity choke U accordingly (choke diameter about 2.9mm).

3. Open cock-6 and close again after filling reservoir-22.

4. Open cock-8 and check the pressure reduction once again.

Now close cock-8.

- Open cock 6; pressure gauge 31 must read 5 bar.

7.3 Leakage test

Carry out the leakage test using a leakage testing agent such as Nekal, Erkantol, Gupoflex or equivalent. If no special leakage testing agents are available, the test may alternatively be per-formed with a soap solution. All traces of soap must be removed immediately after the test.

Leaks found during the leakage test must be stopped before the function test is started.

Pressure reducing valve-41 is still set to 5 bar.

- Open cocks 6 and 4.

- Test for leakage at 0 and on the emergency application accelerator. No air is allowed to es-cape.

7.4 Function test

Use the recorder_42 to trace the following graphs, which must agree with the specimen charts shown in Fig. 18. Graphs recorded in situ on the vehicle may be different.

LE/LsF Sensitivity plus reactivation, and Ls filling time

LU Insensitivity

LUB Insensitivity to the Ü (quick_service) chamber (accelerator)

LS/LsS Shuttling pressure of the pressure surge valve

(a) Sensitivity plus re-activation, and filling tim e of the Ls control chamber (LE/LsF)

Pressure reducing valve_41 is still set to 5 bar, and cocks 6 and 4 are open.

- Close cock-6. (Reservoir-22 is disconnected from the compressed air supply.)







- Apply the pen and switch the recording drum to fast speed.

- Open cock-7. (The L pressure is discharged through the sensitivity choke E.) The emergency application accelerator must operate at not later than t1=1.3 sec and vent L through 0. The emergency application accelerator closes in the range between 0and 2bar.

- Close cock 7.

- Open cock 6. The L pressure must rise. The Ls pressure must rise like the specimen graph in Fig.

- Lift off the pen and switch off the recording drum.

- Wait about 60 seconds before commencing the next test step.

TEST SETUP

(b) Insensitivity (LU)







Pressure reducing valve 41 is set to 5 bar, and cocks 6 and 4 are open.

- Close cock 6. (Reservoir 22 is disconnected from the compressed air supply.)


- Open cock 8. (The L pressure is discharged through the insensitivity choke U.) The emergen-cy application accelerator is not to operate in the range between 5 bar and 1 bar. Pressure curve LU as shown in the chart

- Close cock 8 as soon as the L pressure (pressure gauge 31) amounts to 1 bar.


- Open cock 6. The L pressure must rise. It takes about 60 sec to reactivate the unit for the next test step.

(c) Insensitivity to the Ü (quick-service) chamber (LUB)

Pressure reducing valve 41 is set to 5 bar, and cocks 6 and 4 are open.

- Close cock 6. (Reservoir 22 is disconnected from the compressed air supply.)


- Close switch S. The pressures of reservoir 22 and reservoir 21 are balanced out quickly at about 4.6 bar. Pressure curve LUB as shown in the chart (Fig. 18). The emergency application accelerator is not to respond.

- Open switch S again.


- Open cock 6. The L pressure must rise again to 5 bar.

(d) Shuttling pressure of the pressure surge valve (LS/LSS)

Apply the pens to trace LS and LSS, and switch on the recording drum.

- Close cock 6. The reservoir 22 is disconnected from the 5 bar pressure (via pressure reducing valve 41).

- Open cock 9. (Connection from L reservoir to compressed air supply 8-10 bar.) The readings on pressure gauges 31 and 32 begin to rise.







- Close cock 9 shortly after the pressure rise on pressure gauge 32 is completed. The reading is the pressure surge valve's closing pressure (for pressure curve LS see the chart in Fig. 18).

- Open cock 10. (The L pressure is discharged through the choke.) When the L pressure reach-es a level of 6 ± 0.2 bar, the LS pressure starts to rise; see pressure curve LSS in the chart, Fig. 18.

This is the pressure surge valve's opening pressure.

- Close cock 10.

(e) Terminating the tests

Close all cocks. The emergency application accelerator must vent; pressure gauge 32 must read 0 bar.

- Detach the emergency application accelerator from bracket 43

- Screw the screw plug (64) plus O-ring (63) into cover (3).

- Affix a durable test mark to every emergency application accelerator that has passed the tests successfully.

SPARE PARTS LIST

Meanings of the letters in the WEC (wearing code) column of Table:

A These parts must always be replaced by new ones after removal.

B These parts must be replaced by new ones at every overhaul.

C These parts must be reconditioned or replaced by new ones if wear is so great that the unit cannot be guaranteed to function reliably with them until the next overhaul.

Spare parts list for emergency application accelera tor EB3-S/L

Item Part WEC Quantity Part no.







- Emergency application accelerator

EB3-S/L(I89179)

- x

1 Toothed Ring - 1 A86235/1

2 O-ring B 4 A54062

6 Valve sealing ring B 1 B58852/6

9 KNORR K-ring B 1 465924

10 O-ring B 2 A40125/14


15 Grooved ring B 2 A18294/5

16 Retaining ring A 1 464845

18 Diaphragm - 1 B82200

19 Cup diaphragm B 1 A38362

23 Gasket - 1 A38363

24 O-ring B 1 A91453


35 Valve tappet B 1 A30530

38 O-ring B 1 B21836

39 Retaining ring B 1 A86239

41 Cup diaphragm B 1 A30711


50 Strainer B 1 A38433/1


63 O-ring B 1 B35265

Emergency application accelerator EB3-S/L







Isolating cock with a cast housing and exhaust Part no: II20882/143x 1 INTRODUCTION. The isolating cock serves to open and close air pipes in pneumatic systems on rail vehicles. 2 TECHNICAL FEATURES The unit is distinguished by the following features:

• Engineered for self-supporting installation in pipeline systems • Straightforward construction • Quick to exchange • Easy to use • Housing made of grey cast iron • Version with an exhaust

The installation drawing that goes with the unit contains the technical particulars of the unit. 3 CONSTRUCTION The units described are one-way stopcocks. Seal is made in only one direction of flow. This is indicated with an arrow on the housing. The unit consists essentially of:

• Housing (a) O Exhaust • Ball plug (b) P1 Supply port • Actuator (c) P2 Consumer port • Sealing ring (d) • Thrust member (e) • O-ring (f)

Figure.1 Isolating cock with an exhaust schematic







The housing (a) contains the rubber-sealed ball plug (b). The ball plug (b) is fitted with a triangular or square shank as an actuator. A handle (c) can additionally be attached to the square or triangular shank. The direction of flow is indicated by a slot in the square shank of the ball plug (b). The housing (a) has two pipe connections, i.e. the supply port P1 and the consumer port P2. It is held in place by the onboard air pipes that screw into the unit. The unit has an exhaust. For this purpose, breather holes are incorporated into the ball plug and the thrust member. The standard version has two exhaust bores in the ball plug (b) (because of the two pos-sible directions of swivel) and one exhaust bore in the thrust member (e). Depending on its venting ca-pacity, the unit has one or two exhaust bores of different diameter in the thrust member. The consumer port P2 is vented when the unit is in its closed position. When the ball plug (b) is in the open position, it is sealed off from the breather hole(s) of the thrust member (e) by the built-in O-ring(s) (f). The ball plug (b) is mounted in the thrust member (e) and housing (a). The housing (a) contains the seal-ing ring (d) that seals off the supply port P1 from the ball plug (b) in the closed position. The ball plug (b) is operated when turned about its vertical axis. It can be turned by its actuator using a conductor's carriage key or a handle (c). The many versions of the unit differ in the following respects:

• Design of the actuator and the additional handle (c) • Size of the pipe threads • Direction in which the actuator and additional handle (c) are turned • Mounting position of actuator (c)

NOTE The installation drawing shows which version is concerned. The actuator (c) swivels by 90°. It is limited by t he use of stop discs and dowel pins. The installation drawing shows the actual arrangement.

With a handle (straight with a ball knob) With a handle (straight) 4 Working PRINCIPLE







Open position In the open position the incoming compressed air can flow through the unit from the supply port P1 to the consumer port P2. The two ports can communicate via the through-hole in the ball plug (b). The breather hole(s) is/are sealed by the O-rings (f). The stream of compressed air cannot discharge through the exhaust bore(s). Closed position In the cutoff position the incoming compressed air cannot flow through the unit from the supply port P1 to the consumer port P2. The through-hole in the ball plug (b) is positioned crosswise between the two ports. The sealing ring (d) cuts off the opening between housing (a) and ball plug (b) on the supply side. The exhaust bore(s) in the ball plug (b) is/are located exactly over the exhaust bore(s) in the thrust member (e). The compressed air from the consumer port P2 discharges through the exhaust bore(s). 5 Removal and installation 5.1 Requirements The unit can be installed with standard tools. The unit is designed for installation anywhere in the sprung part of a vehicle, provided it is protected from wet and dirt. The place of installation must be defined as per layout planned during engineering design of the vehicle. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed. The vehicle builder’s documents on installation – especially the data on fastening screws and tightening torques – must also be observed. 5.2 Procedure

• Take the covers off the unit's ports and off the pipes to be connected. • Thoroughly clean the ports. • Lubricate the connecting threads of the onboard air pipes with a thin film of grease. • Screw the onboard air pipes sealed into the unit. • In the case of versions with a forked lever or lever, attach the actuating linkage to this forked

lever or lever. 5.3 Leakage test Carry out the leakage test by applying a leakage testing substance. The test may be performed alter-natively with a soap solution if no such special products are available.


• Leak testing substances and all traces of soap must be removed immediately after the test. 5.4 Function test The actuator must always be turned to the wanted end position. The unit is an integral part of a system and must be tested for correct interaction with this system in the manner intended for the function in the system.







5.5 Removal 5.5.1 Requirements The unit can be removed with standard tools. 5.5.2 Procedure


• In the case of versions with a forked lever or lever, detach the actuating linkage from this forked lever or lever.

• Unscrew the onboard air pipes from the unit. • Cover up the unit's ports. • Cover up the onboard ports unless an exchange unit is going to be fitted immediately after re-

moval.



6.1 Inspection The unit must be checked for good external condition and correct operation at regular intervals as speci-fied by the vehicle operator. 6.2 Servicing Not required. 6.3 Repair If the unit develops a malfunction that cannot be corrected by the measures described in Section 7, please contact KB India for further necessary action. 6.4 Overhaul KB India over-hauls in its capacity as the original equipment manufacturer, while accounting for the safe-ty aspects of the production processes.

7. Troubleshooting







If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.1 Special tools Not required. 7.2 Procedure Problem Cause Remedy

Air discharging constantly from the pipe connec-tions

Connections leak-ing

Tighten the connections (apply the specified tightening torque) and test for leakage.

Undefined pressure conditions at consumer port P2

Handle (c) not in the end position

Swing the handle (c) to end position.

Unit is hard to operate Unit defective Remove the unit and submit for repair. At the closed position, compressed air flows

from supply port P1 to consumer port P2 Compressed air discharging from housing (a) when the unit is open Consumer port P2 not venting when it is in closed position. In opened position compressed air flows off at exhaust O 8. Spare part list for Isolating cock with a cast h ousing & exhaust.

Type Item Quantity/kit

I33441 SEALING RING 1

A53363 O-RING 1

A69700 O-RING 1

B25510 O-RING 1

458072 RETAINING RING 1







(N2) Emergency brake valve NB12A. Part no: I94023/KI 1 INTRODUCTION The unit is an integral part of the emergency brake system of rail vehicles.

Figure 1 Emergency brake valve NB12A

1.1 TECHNICAL FEATURES The unit is distinguished by the following features:

• Emergency brake valves are an integral part of a pneumatically controlled emergency brake de-vice.

• Emergency brake valves are connected to the brake pipe and communicate with the emergency brake pull-box through a control pipe.

• Straightforward construction • Pipeline design

2 CONSTRUCTION See Figure 2 The emergency brake valve consists of a housing (a) having a port L, a control port St, a control cham-ber K and an exhaust port O. The piston of the piston rod (c) separates the control port from the control chamber and controls a valve seat V in the L-chamber. This valve seat V is kept closed by the force of the compression springs (e1 and e2) as long as the unit is deactivated.







The elevated thrust of the springs causes the valve seat V to close earlier and does not allow the brake pipe L to be entirely vented. The residual pressure in the brake pipe is limited to about 2 bar when NB12... emergency brake valves are used. The time needed to fill the brake pipe can be very much shortened in this case. The valve bush (b) and the piston rod (c) of emergency brake valve NB12A are designed appropriately in the region of the valve seat V to protect the valve sealing ring (d) from getting harmed. The valve bush is not pushed home hard into the valve sealing ring as the valve closes; instead, it contacts the piston rod as soon as the valve seat has closed sufficiently.

a Housing A Control bore b Valve bush B Control bore c Piston rod C Control bore d Valve sealing ring D Control bore e1 Compression spring K Control chamber f KNORR K-ring L Brake pipe g KNORR K-ring O Exhaust h KNORR K-ring St Control line V Valve seat

Figure 2 Emergency brake valve NB12B (schematic)

3 Working Principle







See Figure 2 Filling the emergency brake valve: The emergency brake valve is charged by air pressure as the brake pipe L is being filled. The control port St is charged by the same pressure through the control bores A and B. The air flows through the control bore D) to the control chamber K. The pressure in the control chamber K and control pipe St is the same level as that in the L-chamber. The emergency brake valve is ready for service. Emergency braking: The pressure in the control pipe is lowered abruptly when one of the emergency brake handles connect-ed to the control port St is pulled. A differential pressure is consequently formed between the control chamber K and the control port chamber; it pushes the piston of the piston rod (c) upwards and hence opens the valve seat V. The L-pressure is discharged very quickly through the large bore of the exhaust port O and emergency brake application is initiated. Venting the control chamber K: The control chamber K is vented slowly past the KNORR K-ring (f) and through the control bore C. Once emergency braking is completed, the valve seat V is closed again by the thrust of the compression spring (e1 and e2). Charging the control chamber K: The emergency brake valve is charged by pressure surges from the driver's brake valve to show which emergency brake handle has been pulled. Air enters the control chamber K through the control bore D and past the KNORR K-ring (g) which acts as a check valve in this case. A differential pressure that opens the valve seat V is formed once more between the control chamber K and the control port St as pressure is applied in alternating surges. The air now discharging again shows which emergency brake valve has been operated. The brake pipe L can be refilled once the emergency brake handle has been reset. 4 Removal & Installation 4.1 Installation 4.1.1 Requirements The unit can be installed with standard tools. The unit is designed for installation anywhere in the sprung part of a vehicle, provided it is protected from wet and dirt. The place of installation must be defined as per the layout design of the vehicle. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed. The data on fastening screws and tightening torques – must also be observed. 4.1.2 Procedure

• Take the covers off the unit’s ports and onboard air pipes. • Thoroughly clean the ports. • Put the unit upright in the vehicle with its exhaust port O pointing downwards. • Screw the air pipes into the ports on the unit, and connect the pipe fittings correctly. • Connect the supply of compressed air to the unit.







4.1.3 Leakage test

• Carry out the leakage test by applying a leakage testing substance / soap solution. • Test the pipe connections for leakage at the maximum acceptable working pressure. Air bub-

bling is unacceptable. • Leak testing substances and all traces of soap must be removed immediately after the test.

4.1.4 Function test The unit is an integral part of a system and must be tested for correct interaction with this system for the intended function in the system. 4.2 Removal 4.2.1 Requirements The unit can be removed with standard tools. 4.2.2 Procedure


• Release the pipe fittings, and unscrew the air pipes from the unit's ports. • Remove the unit. • Cover up the ports of the unit. • Cover up the onboard ports unless an exchange unit is going to be fitted immediately after re-

moval. 5 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. 5.1 Requirements 5.1.1 Auxiliary products and working materials The following auxiliary products and working materials are needed; they can be purchased from KB by their order numbers (where stated):

• Chemical cleaning spirit for aluminium alloys, eroding less than 420 mg/(m2 h) • RENOLIT HLT2-KB grease • LOCTITE 7471 (T) activator • LOCTITE 222 sealant • LOCTITE 245 sealant







5.1.2 Special tools The unit can be dismantled and assembled with standard tools and the following special tools. Special tools according to Fig. 3 and 4 Special tools can be purchased from KB by their order numbers (where stated). Special tools without an order number must be made to the specifications in the figures. The dimensions specified in the figures are mandatory values. Unspecified dimensions are left to the toolmaker’s discretion.

Fig. 3 Special hook (part number B64617)

Fig. 4 Assembly wrench

5.1.3 Inspection Interval The unit must be checked for good external condition and correct operation at regular intervals as per schedule defined by the vehicle operator.

5.2 Disassembly See Fig. 3, 4 and 5

CAUTION : Beware of incorrect handling. Malfunctions and leakage due to damaged sealing surfaces. Take care not to damage the sealing surfaces in the course of dismantling the unit.

WARNING Pretensioned spring (spring force up to about 200 N) The cover is loaded by spring tension and may, for example, cause severe eye inju-ries if it is dismantled incorrectly. While removing the hex-head bolts, hold the cover securely with your hand or a press.







• Put pressure on cover (18), undo hex-head bolts (19), and remove hex-head bolts (19) and lock-ing rings (20).

• Cautiously unload cover (18) while relaxing the compression spring (3). • Remove cover (18), and take out compression spring (3). • Remove O-ring (13) from cover (18). • Using the assembly wrench (shown in Fig. 4), grip piston rod (2) tight at the end with valve seal-

ing ring (2.3) and unscrew hexagon nut (15) from piston rod (2). • Draw piston (11) out of body (1). • Withdraw guiding bush (1.3) cautiously from body (1).

NOTE: A special hook is required for removing the KNORR K-rings. See fig. 3.

• Release KNORR K-ring (10) from piston (11). • Remove O-ring (1.4) from guiding bush (1.3). • The thrust member (6) is loaded by the force of compression spring (3). • The pretensioning force is as much as 200 N for NB12A. • Put pressure on thrust member (6), and remove retaining ring (7). • Cautiously unload thrust member (6) while relaxing the compression spring (3). • Take thrust member (6), compression spring (3) and piston rod (2) out of body (1). • Release KNORR K-ring (8) from piston rod (2). • Remove valve sealing ring (2.3) from piston rod (2). • Remove O-ring (5) from thrust member (6). • Unscrew the screwed choke (2.2) from piston rod (2).

Fig. 5 Emergency brake valve NB12A

1 Body 1.3 Guiding bush 1.4 O-ring 2 Piston rod 2.2 Screwed choke 2.3 Valve sealing ring

3 Compression spring 4 KNORR K-ring 5 O-ring 6 Thrust member 7 Retaining ring

9 O-ring 10 KNORR K-ring 11 Piston 12 Name plate 13 O-ring

14 Rivet 15 Hexagon nut 18 Cover 19 Hex-head bolt 20 Locking ring

5.3 Cleaning







The following part must be exchanged for a new one whenever it is removed (e.g. if it needs to be re-moved for repair or overhaul):

• Rivet (14) • The following parts must additionally be exchanged for new ones upon overhaul: • O-rings (1.4, 5, 9 and 13) • KNORR K-rings (4 and 10) • Valve sealing ring (2.3) • Retaining ring (7) • Piston (11) • Hexagon nut (15) • Locking ring (20)

Clean all parts that do not have to be exchanged.

WARNING Beware of using auxiliary products and working materials incorrectly.

The skin or respiratory tracts may be harmed or inflamed.

It is vital to observe the maker’s safety codes and directions for use.

• Clean all metal parts with chemical cleaning spirit in a bath at 70°C to 80°C and then blow dry with compressed air.

• Use a cold cleaning substance to strip all traces of sealants and adhesives off the internal thread of piston rod (2) and the external thread of screwed choke (2.2).

• Clean all non-metallic parts with a cold cleaning substance and blow dry with compressed air immediately afterwards.

NOTE: Once cleaned, the component parts must be kept in a dry place away from dust and damage.

5.4 Inspection

• Having cleaned all the relevant components, give them a careful visual inspection. Exchange

any part displaying damage such as cracking, distortion, corrosion or thread deformation. • As well as making the mandatory visual inspection named above, carry out additional checks on

the parts listed in the following table. Special information is given in the Notes column and illus-trated, where applicable, in a figure.

Table - Separate inspection of special components







Part No.

Name Notes

1 Body

The dimensions and the surface finish must be to specification, otherwise exchange the body.

1.3 Guiding bush

The size and the surface finish must be to specification, otherwise ex-change the guiding bush.







2 Piston rod

Make sure that bores d1 and d2 are clear.

The dimensions and the surface finishes must be to specification, other-wise exchange the piston rod. NB12A: bore d1 = 0.6+0.06mm, bore d2 = 1.6mm

2.2 Screwed choke

Make sure that the choke orifice is clear.

The size of the choke orifice must be to specification, otherwise exchange the screwed choke.

Choke orifice 1.0+0.06mm.

3 Compression spring

The spring force must be at least 175 N at a clamped length of22mm, oth-erwise exchange the compression spring.







5.5 Assembly

CAUTION : Beware of contaminating and damaging the unit!

Functionality will be impaired or the unit might even fail.

Before starting work, clean your place of work and tools and keep them clean throughout assembly.

NOTE: Do not use new elastomers (e.g. O-rings, sealing rings) that are older than one year. Verify the date of manufacture prior to use.

NOTE: Make sure that the thinly greased seals rest and stick correctly in their seats without dust or dirt.

• Lubricate O-rings (1.4, 5, 9 and 13) with a thin film of RENOLIT HLT2-KB grease. • Lubricate KNORR K-rings (4, 9 and 10) with a thin film of RENOLIT HLT2-KB grease. • Lubricate all sliding and guiding surfaces in body (1), on piston rod (2), on piston (11) and on

thrust member (6) with a thin film of RENOLIT HLT2-KB grease. • Screw the screwed choke (2.2) into piston rod (2), using LOCTITE 7471 activator and LOCTITE

222 sealant. • Put the greased O-ring (9) in its seat on piston rod (2). • Put the greased O-ring (5) in its seat on body (1). • Put the greased O-ring (13) in its seat on cover (18). • Install KNORR K-ring (10) in piston (11) as shown in Fig. 8. • Install KNORR K-ring (4) in thrust member (6) as shown in Fig. 8. • Locate piston rod (2) in body (1), and fit compression spring (3). • Slide thrust member (6) onto piston rod (2), and insert retaining ring (7) at the correct mounting

position. • Slip guiding bush (1.3) cautiously into body (1). • Mount piston (11) on piston rod (2), and locate this assembly in the body. • Using the assembly wrench, grip the piston rod tight at the end with valve sealing ring (2.3), and

fasten piston (11) tight on piston rod (2) with hexagon nut (15). • Locate compression spring (3) on piston (11). • Mount and align cover (18) and fasten tight by locking rings (20) and hex head bolts (19) at the

correct mounting position. • Test the unit. Plug the ports and connections unless the unit is going to be tested immediately af-

ter assembly.







5.6 Testing

Once assembled, the unit must be tested and adjusted on a test bench in accordance with the applica-ble Test Instructions.

The unit must be kept in a dry place away from dust and damage.

The ports and connections must be plugged and closed once the unit has been tested successfully. Flange surfaces (if any) must be protected from damage. 5.7 Troubleshooting

Trace possible problems if the unit starts to malfunction. Causes of trouble can be corrected with the help of the directions proposed for debugging.


Air discharging constantly from exhaust port O.

Provided the emergency brake valve is functioning correctly, air must discharge abruptly when the emergency brake valve is operated.

Valve seat V dirty and/or damaged, or valve sealing ring (2.3) of piston rod (2) defective

Repair the emergency brake valve in accord-ance with relevant sec-tions.

Piston rod (2) jammed

Compression spring (3) defective

Brake pipe L not being vented when the emergency brake valve is operated

Piston rod (2) jammed

Bores and orifices in piston rod (2) and/or screwed choke (2.2) clogged







(N4) Guard Emergency Isolating cock without an exha ust Part no: I39369/KI

1 INTRODUCTION. The isolating cock serves to open and close air pipes in pneumatic systems on rail vehicles. Technical features The unit is distinguished by the following features:

• Engineered for self-supporting installation in pipeline systems • Straightforward construction • Quick to exchange • Easy to use • Housing made of grey cast iron • Version without an exhaust

The installation drawing that goes with the unit contains the technical particulars of the unit. 2 CONSTRUCTION See Figure 1 The units described are one-way stopcocks. This is indicated with an arrow on the housing. The unit consists essentially of:

• Housing (a) • Ball plug (b) • Actuator (c) - (not always included) • Sealing ring (d) • Thrust member (e)

Figure 1 Isolating cock without an exhaust (Schematic)

a Housing c Actuator (not always included) P1 Supply port b Ball plug d Sealing ring P2 Consumer port e Thrust member







The housing (a) contains the rubber-sealed ball plug (b). The ball plug (b) has a square shank. The ac-tuator (c) is attached to the square shank. The direction of flow is indicated by a slot in the square shank of the ball plug (b). The housing (a) has two pipe connections, i.e. the supply port P1 and the consumer port P2. It is held in place by the onboard air pipes that screw into the unit. The unit does not have an exhaust. The consumer port P2 is shut off in the unit's closed position to hold the pressure as long as the pressure P1 is not lower than P2. The ball plug (b) is mounted in the thrust member (e) and housing (a). The housing (a) contains the seal-ing ring (d) that seals the ball plug (b). The shank of the ball plug (b) is sealed with one or two round gaskets or O-rings, depending on the type. The ball plug (b) is operated when turned about its vertical axis. Turning is done with the help of an ac-tuator. The actuator (c) swivels by 90°. It is limited by t he use of stop discs and dowel pins. The installation drawing shows the actual arrangement. 3 Working Principle See Figure 1 Open position In the open position the incoming compressed air can flow through the unit from the supply port P1 to the consumer port P2. The two ports can communicate via the through-hole in the ball plug (b). The sealing ring (d) cuts off the opening between housing (a) and ball plug (b) on the supply side. Closed position In the cutoff position the incoming compressed air cannot flow through the unit from the supply port P1 to the consumer port P2. The through-hole in the ball plug (b) is positioned crosswise between the two ports. The sealing ring (d) cuts off the opening between housing (a) and ball plug (b) on the supply side. 4 Removal & Installation 4.1 Installation 4.1.1 Requirements The unit can be installed with standard tools. The unit is designed for installation anywhere in the sprung part of a vehicle, provided it is protected from wet and dirt. The place of installation must be defined accordingly during engineering design of the vehi-cle. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed, especially the data on fastening screws and tightening torques – must also be ob-served.







4.1.2 Procedure

DANGER Ports plugged or clogged! Failure of device and/or system functions that might cause the brake system to fail. Provide for a free flow through the ports.

• Take the covers off the unit’s ports and off the pipes to be connected. • Thoroughly clean the ports. • Lubricate the connecting threads of the onboard air pipes with a thin film of grease. • Screw the onboard air pipes sealed into the unit. • For types with fork lever - attach actuating rod to the fork lever.

4.1.3 Leakage test Carry out the leakage test by applying a leakage testing substance / soap solution.


• Leak testing substances and all traces of soap must be removed immediately after the test. 4.1.4 Function test

NOTE: The actuator must always be turned to the wanted end position.

The unit is an integral part of a system and must be tested for correct interaction with this system in the manner for system functioning. 4.2 Removal 4.2.1 Requirements The unit can be removed with standard tools. 4.2.2 Procedure

CAUTION : Beware of removing the unit incorrectly! The unit will be damaged and/or its functionality impaired. To remove the unit, hold it securely with a suitable tool, such as an open-end wrench.

• Turn off the supply of compressed air and vent all the air pipes connected to the unit. Do not al-

low any more compressed air to reach the unit. • Unscrew the onboard air pipes from the unit. • Cover up the unit's ports. • Cover up the onboard ports unless an exchange unit is going to be fitted immediately after re-

moval.







5. Maintenance 5.1 Requirements 5.1.1 Auxiliary products and working materials The following auxiliary products and working materials are needed; they can be purchased from KNORR-BREMSE by their order numbers (where stated):

• Chemical cleaning spirit for aluminium alloys, eroding less than 420 mg/(m2h). • Cold cleaning substance compatible with plastics. • RENOLIT HLT2-KB grease.

5.1.2 Special tools The unit can be dismantled and assembled with standard tools. 5.2 Disassembly

CAUTION : Beware of incorrect handling. Malfunctions and leakage due to damaged sealing surfaces. Take care not to damage the sealing surfaces in the course of disman-tling the unit.

Figure.2 Basic cock (typical view) 1.1 Housing 1.4 Ball plug 1.7 Straight dowel pin 1.2 Retaining ring 1.5 Thrust member 1.8 Round gasket / O-ring 1.3 Sealing ring 1.6 Round gasket / O-ring







Detaching the mounting parts: See Figure 1 and Figure 2

• Place the isolating cock in the open position. • Release and remove retaining ring (4). • Record the positioning of the actuator (3) and the stop disc (2). • Remove actuator (3) and stop disc (2) from basic cock (1).

5.3 Disposal

The following parts must be exchanged for new ones whenever they are removed (e.g. if they need to be removed for repair or overhaul):

• Retaining rings (1.2, 4) • Straight dowel pin (1.7) • Split pin (8)

The following parts must additionally be exchanged for new ones upon overhaul: • Round gasket / O-rings (1.6, 1.8) • Sealing ring (1.3)

5.4 Cleaning Clean all parts that do not have to be exchanged.

• • • • • •

• Clean all metal parts with chemical cleaning spirit in a bath at 70°C to 80°C and then blow dry with compressed air.

• • •

• Clean all non-metallic parts with a cold cleaning substance and rub dry with a cloth.

5.5 Inspection

• Having cleaned all the relevant components, give them a careful visual inspection. • Exchange any part displaying damage such as cracking, distortion, corrosion or thread defor-

mation. 5.6 Assembly

• Lubricate round gaskets or O-rings (1.6, and 1.8) with a thin film of RENOLIT HLT2-KB grease. • Lubricate sealing ring (1.3) with a thin film of RENOLIT HLT2-KB grease. • Lubricate the sliding surfaces of ball plug (1.4) in housing (1.1) and in thrust member (1.5) with a

thin film of RENOLIT HLT2-KB grease. • Put O-ring (1.8) in its seat on housing (1.1). • Insert sealing ring (1.3) in housing (1.1). • Install ball plug (1.4) in housing (1.1) with its flat side facing the sealing ring (1.3). • Open ball plug (1.4) by turning it 180° in positio n. • Put one round gasket or O-ring (1.6) in housing (1.1). • Insert thrust member (1.5) and fix by retaining ring (1.2). • Put on stop disc (2) in the correct position. • Slip the actuator (3) in the correct position onto the shank of the ball plug (1.4) (see record). • Fix actuator (3) with retaining ring (4). • Test the unit. Plug the ports and connections unless the unit is going to be tested immediately af-

ter assembly.







5.7 Testing Once assembled, the unit must be tested and adjusted on a test bench in accordance with the applicable Test Instructions. The ports and connections must be plugged and closed once the unit has been tested successfully. Joining surfaces (if any) must be protected from damage.







(N5) Emergency brake pull box Part no: II67335 1 INTRODUCTION. The emergency brake pull-box is used to trigger emergency brake operation.

Figure 1 Emergency brake pull-box

1.1 Technical features The unit is distinguished by the following features:

• Compact construction • Easy to handle

The installation drawing that goes with the unit contains the technical particulars of the unit. 2 CONSTRUCTION See Figure 1 & 2. The emergency brake pull-box consists of a housing (p) with a handle (I). In the housing there is a spring-loaded piston valve, and some versions include one or two electrical switches (q). A mechanical system has been built-in for resetting. Pulling on the handle of the emergency brake pull-box opens the built-in piston valve and vents the con-nected brake pipe of the brake system. This triggers emergency braking. The position of the handle is reported to the train control system with one or two integrated switches (except for the switchless ver-sion). When triggered, the emergency brake pull-box can be reset with a conductor's key (or reset lever).







Figure 2 Emergency brake pull- box

a Joining screw l Handle b Compression spring m Tie bolt c Piston n Pin d Swivel catch o Base plate e Guide pin p Housing f Compression spring r Union screw g Lever A Swivel latch uncdercut h Reset wheel O Valve opening i Valve head SD Control pressure k Compression spring X Hole for fastening screws







3. Working principle By pulling the handle of the emergency brake pull box a control volume is discharged from emergency brake valve which then apply brake application. 3.1 Neutral position The handle (l) is connected via a tie bolt (m) to the swivel latch (d) which is pivot-mounted in the housing (p) and the base plate (o). The guide pin (e) dowelled to the tie bolt (m) serves as bearing for the com-pression spring (f) and is guided by its lower end in the housing (p) so as to prevent the handle (l) from swivelling out. The valve part consists of a piston (c) with an internal valve head (i) which is pressed against the valve seat of the connecting screw (a) by the compression spring (b). The piston (c) itself is clamped against the end face of the swivel latch (d) by the compression spring (k) and is mounted in the housing (p) and the lever (g). 3.2 Released position Pulling the handle (I) against the force of the compression spring (f) turns the swivel latch (d) in its bear-ing point. After the specified actuating path of 12 mm, which corresponds to a certain swivel angle of the swivel latch (d), the undercut (A) releases the piston (c) on the piston end of the swivel latch. The piston (c) is moved by the compression springs (b) and (k) towards the swivel latch and in doing so opens the valve seat. The backup pressure that occurs after opening the valve supports the piston movement. The lever (g) moved by the piston (c) simultaneously actuates the electrical snap-action switch (q) opposite to the air pipe connection. 3.3 Resetting The swivel latch (d) and the handle (l) remain fixed in their position due to the piston (c) latched into the undercut (A) of the swivel latch, until it is moved into its original position using a square key (de-pending on version: triangular key or reset lever) via the reset wheel (h) and the lever (g). 4. Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used. 4.1 Removal and installation 4.1.1 Requirements The work of removing and installing the units must always be left to suitably qualified personnel author-ized by the vehicle operator. The safety regulations for working on electro pneumatic systems must be observed throughout all parts of removal and installation. Kindly don’t forget to power down and unload the entire compressed air system before removing the unit.







4.1.2 Removal

WARNING Before attempting to remove the emergency brake pull-box, pull its handle to vent the control air pipe. Take care to turn off the power supply to snap-action switch. Obey the applicable safety regulations for working on electric equipment.

For the purpose of removal, it is best to pull the handle to give better access to the fastening screws. Remove the emergency brake pull-box in the following steps.

• Remove the on-board panelling. Depending on how the emergency brake pull-box is fitted, you may first have to remove its handle and cover.

• Disconnect the control air pipe from the valve. Hold the hexagon head (27mm) of union screw (1) tight with a wrench in order to unscrew the cap screw (15). Then take the control air pipe out of the valve.

• Take out the three fastening screws, and remove the emergency brake pull-box from its on-board mounting bracket.

4.1.3 Installation Before installing the unit, check its item number (on the name plate) against that required for the vehicle. This is to ensure that the correct unit is fitted.

NOTE: Refer to the applicable installation drawing for the proper form of assembly.

After testing the pipe union for leakage, check the emergency brake pull-box for correct operation. 4.1.3.1 Leakage test

WARNING Beware of electric shock! Danger of physical injuries that may have fatal consequences. The work of testing a unit equipped with electric components must always be assigned to specially trained and authorized personnel. Never allow a leakage testing substance to come into contact with electrically live components.

Carry out the leakage test by applying a leakage testing substance / soap solution.


• Leak testing substances and all traces of soap must be removed immediately after the test. 4.1.3.2 Functional test The unit is an integral part of a system and must be tested for correct interaction with this system in the manner intended in the system.







Function testing may comprise the following points:

• Pull handle (I). Compressed air applied to the port is vented through the exhaust, which starts the brake application. If they are present, switch the snap-action switches (q) simultaneously.

• If present, the switch contacts of the snap-action switches (q) must be thrown by now. • Screw the reset mechanism home clockwise using an appropriate key or lever. The handle (I)

must return to its home position. • Compressed air must be applied once again to the port. Emergency braking is cancelled. • If present, the switch contacts of the snap-action switches (q) must be switched back by now.

5 Repair and overhaul Always remove the emergency brake pull-box before attempting to carry out any overhaul operations. Some repairs can be performed by suitably qualified personnel (e.g. replacement of defective compo-nents). 5.1 Requirements The work of repairing and overhauling the unit and its components must always be left to suitably quali-fied personnel. Always power down and unload the unit before starting on removal. Dismantle and clean the whole unit after removal. Examine the component parts and exchange any re-quiring replacement.

NOTE: Overhaul the unit in a clean environment suited to pneumatic and electric equipment. The work of repairing and overhauling the unit must always be left to suitably qualified personnel.

All tools for dismantling the emergency brake pullbox are standard. No special tools or fixtures are re-quired. 5.2 Disassembly Always refer to the Spare parts list valid for your version of the unit. Parts that must be exchanged for new ones after removal or at every overhaul in the spare parts list are best sorted out while the unit is being dismantled. Dismantle the whole of the emergency brake pull-box in the following steps (see Fig. 3).

WARNING The union screw (1) is tensioned by the force of compression spring (14).







• Take out the union screw with due caution, and remove spring (14). • Unscrew the countersunk screws (6) from housing (30), and remove base plate (29). • Remove the assembly consisting of swivel latch (7), tie bolt (19) and guide pin (9) plus compres-

sion spring (10). For this purpose, squeeze the compression spring slightly with one hand to make the swivel latch easier to remove from the housing.

• Withdraw reset wheel (12) from the housing. • Pull out pin (25), and remove lever (11) plus piston (4) from the housing. Take pins (5) out of the

lever. • To dismantle the assembly, drive out swivel latch, tie bolt, guide pin, and dowel pin (23). • Take valve head (13) out of piston (4). To do so, move the valve head so as to locate two of the

lugs under the groove in the piston. Then press the valve head down cautiously with a screw-driver (blade about 5mm wide) and tilt so far that the valve head can be pushed out of the piston by the compression spring (3).

Key to Fig. 3

1 Unionscrew 2 Bite ring 3 Compression spring 4 Piston 5 Straight pin 6 Countersunk screw 7 Swivel latch 8 O-ring 9 Guide pin 10 Compression spring 11 Lever 12 Reset wheel

13 Valve head 15 Cap screw 16 Handle 17 Lock washer 18 Machine screw 19 Tie bolt 20 Dowel pin 21 Machine screw 22 Toothed washer 23 Dowel pin 24 Spring washer 25 Pin

26 Lock washer 27 Sign 28 Name plate 29 Base plate 30 Housing 31 Collar screw 32 Snap-action switch 33 Plate A Swivel latch notch O Valve opening SD Control pressure X Mounting holes







Fig.3 Emergency brake pull box NPZ







5.3 Cleaning Selected cleaning products must be compatible with the existing surface treatment. The cleaning substance should be suitable for application by dipping and spraying, and have a strong cleaning and degreasing action at both room temperature and 80°C. Clean all metal parts with chemical cleaning spirit in a bath at 70°C to 80°C and then blow dry with c om-pressed air. NOTE: The O-ring (8), the valve head (13), the wash ers (17), (22), (24) and (26), and the dowel pins (20) and (23) must be exchanged at every overhaul, so they do not need to be cleaned. Strip all traces of adhesives off the threads of the following parts: countersunk screws (6), M6 threads in housing (30), collar screws (31), and M3 threads in base plate (29). 5.4 Inspection

• Having cleaned all components, give them a careful visual inspection. Exchange any part dis-playing damage such as cracking, distortion, corrosion or thread deformation.

• Please check on the parts that must be exchanged at every inspection. • The paintwork on the handle must be mended if it is found to be damaged. • Signs or plates that have become difficult to read must be exchanged for new ones. New rivets

must be used to attach new plates. Parts that need reconditioning and/or examining in addition to the mandatory visual inspection are dis-cussed accordingly in the Remarks column of the following inspection chart (see Table 1). Table.1 inspecting the components No. Name Remarks 1 Union screw Fig.5

Examine the union screw for damage. Minor scratching can be corrected by polishing. The surface finish and the dimensions stated in Fig. 5 must be to specification, otherwise exchange the union screw.


The spring force must be at least 24.5 N at a clamped length of 15.5mm, otherwise exchange the compression spring.


--- The spring force must be at least 31 N at a clamped length of 19.5mm, otherwise exchange the compression spring.







5.5 Assembly 5.5.1 Requirements Prior to assembly, lubricate all sliding and guiding surfaces, and the O-ring (8) with a thin film of univer-sal grease such as Fuchs Renolit HLT2-KB or equivalent. 5.5.2 Procedure (see Fig. 3) Prior to assembly, treat countersunk screws (6), the M6 threads in housing (30), collar screws (31), and the M3 threads in base plate (29) in the following steps. Use a suitable solvent to clean and degrease the threads. Apply activator T7471 (T) to the M6 threads in housing (30), and to the M3 threads in base plate (29). Coat the threads of countersunk screws (6) with Loctite 222 before screwing in these parts. Coat the threads of collar screws (31) with Loctite 506 before screwing in these parts. Torque the screws to a maximum value of 1.3 Nm.

CAUTION : Do not use an activator or any other sealant on collar screws (31).

Assemble the emergency brake pull-box in the reverse sequence to disassembly, while referring to Fig. 1 to 3 for support. Do not use a tool to install valve head (13). Doing so might damage the rubber seal. Tilt the valve head slightly with one finger and press it into piston (4) against the force of compression spring (3), making sure that two of the catches on the valve head engage the grooves in the piston. Then let the valve head engage horizontally. Do not press the valve head unnecessarily far into the piston, because the compression spring (3) might otherwise be overstrained.

CAUTION : The bolted joints used for assembling the unit must all be tightened to the torques specified.

6 Testing Check the emergency brake pull-box against the specified test instruction. After detaching the unit from the test setup; close its air inlet and outlet ports to keep out dirt. Put a durable test mark on every emergency brake pull-box that has passed the tests successfully.







7. Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.1 Procedure Problem Cause Remedy

Unit not venting when handle (l) is pulled, or no compressed air ap-plied after reset

Unit not being activat-ed pneumatically

Test the unit for correct pneumatic con-trol.

Unit defective Remove the unit and submit for repair.

Snap-action switches (q) not thrown when handle (l) is pulled or after reset is completed

Unit not being activat-ed electrically

Check the cable connections.



Compressed air discharging from port

Connection leaking Tighten the connection, apply the speci-fied tightening torque and test for leak-age.

Compressed air discharging con-stantly from the exhaust port.


Unit cannot be reset.







(C3, C4& C5A) Brake calliper units. Part no: II39261/1BZA Part no: II39261/2BZA Part no: II39260/1BZA 1 Introduction. The brake calliper units are engineered for use in disc-braked rail vehicles, where they serve either as service brakes (type WZ37UP10XS11) or as service and parking brakes (type WZ42UP10HS11). They are ready-to-use combinations of a brake caliper and brake cylinder, and provide automatic slack adjustment for pad and disc wear (abrasion). Consequently, the clearance required between the disc and pads for smooth running remains virtually constant at the “brake release" position. 2 Construction. 2.1 Design and structural features. Fig. 1 and 2 are schematic views showing the construction of the brake caliper units. The brake calliper units consist essentially of the brake cylinder a, the brake caliper b and the brake pad holders d1 and d2 with their snap lock gates. The brake caliper units are held in the vehicle bogie by a three-point fastening arrangement. The three-point fastening comprises the fixed mounting L (as part of the pull-rod g), and the two hangers h. The fixed mounting L is a resilient spring shock absorber that is bolted to the bogie. The hangers h are attached to the bogie by bolts. Pin joints and resilient mounts allow the brake caliper units to adjust to the axial movements of the wheel sets. The brake calliper b is a preassembled member. It consists of two torsionally rigid brake levers i that are joined by the pull-rod g. Mounted at one end of the levers is a pair of brake pad holders d1 and d2. The opposite ends of the brake levers have tappings for the pivot screws k that carry the brake cylinder. Before starting to install any brake caliper unit in the bogie, personnel must consult the installation draw-ings valid for this unit, and also refer to the bogie builder’s instruction manual. 3 WORKING PRINCIPLE

Service braking charges the brake cylinder and applies the brake shoes to the brake disc. Brake force is built up as the pads are applied. Venting the brake cylinder releases the service brake. The return spring in the brake cylinder moves the calliper levers to the release position.

When the parking brake is operated (see Fig. 2), the handbrake lever m is actuated mechanically via the Bowden control cable l. The piston is pushed forwards and the brake shoes are applied to the brake disc. When the parking brake is released, the return spring in the brake cylinder moves the calliper lev-ers to the release position.

The brake calliper units must be checked for condition and operation, and the brake pads examined for wear, at regular intervals. The brake pads must never be allowed to wear below their minimum accepta-ble thickness







4 Installation 4.1 Requirements

CAUTION : Arrest an unbraked vehicle securely in place before starting work. Suitable lifting gear in suitably equipped workshops is essential for installing the brake caliper units.

The work of installing the brake caliper units must always be done by the qualified personnel authorized by the vehicle builder or vehicle operator. Before installing the brake caliper unit, check its item number (on the name plate) against that required for the vehicle. This is to ensure that the correct brake caliper unit is fitted. Always refer to the applicable installation drawing before attempting to install and adjust the brake cali-per units in the bogie. 4.2 Working steps

CAUTION : Before installing the brake caliper units, set the caliper to its maximum possible Open-ing by turning the reset nut R. Install the brake caliper units without brake pads. Only insert and lock the brake pads in their holders after installing the brake calliper units (refer instruction)

In the version with a parking brake, the Bowden control cable for the handbrake must be attached to the brake cylinder. Lubricate pins and bushes with NBU 30 PTM grease. Insert and lock the brake pads in their holders after installing the unit. 4.3 Function testing Function testing is required after brake caliper units have been installed or worn brake pads exchanged. Admit maximum working pressure to the brake cylinder. Test the fitting at port C for leakage (see Fig. 1 and 2). Escaping air is unacceptable. Test the brakes for correct operation at standstill; apply and release the service brake and the service/ parking brake several times. Test the service and parking brakes separately one by one. Check the brake shoe clearance S as follows after completing the function test.

WARNING To prevent the service and parking brakes from being applied, lock them at the release position in the driver’s cab.







Apply one shoe of the brake caliper unit to the brake disc and measure the distance of the other shoe from the disc. The reading must match the brake shoe clearance S specified for the vehicle. A clearance of S/2 must be left at each shoe when the brake caliper unit is hanging clear (see Fig. 3). Refer to Section on Troubleshooting if the brake shoe clearance is too small.

4.4 Placing in service No further action is needed for placing the unit in Service. 5 Maintenance

WARNING: Before starting work, release the brakes and arrest the vehicle securely in place. Vent the brake cylinder entirely. Unload all residual pressure. Unload all pressure from the C port (see Fig. 1 and 2). Beware of burns. The unit will be hot if the brakes have been applied beforehand. Wear gloves for protection.

5.1 Inspection The following servicing steps must be taken regularly to ensure that the brake caliper unit will be main-tained in an orderly condition until the next overhaul.

• Poke out the breather hole with a rod-like Tool. • Inspect the brake calliper unit, especially the bellows, for damage. • Check the unit, especially the pull-rod pin, for freedom of movement, and regrease if necessary.

The brake caliper pin and pivot joints are liberally greased ex works. NBU 30 PTM grease must be used for subsequent lubrication. The intervals at which the above inspection activities are needed are dependent on service condition and are defined by the vehicle operator.







5.2 Exchanging the brake pads The brake pads must be exchanged before they wear below their minimum thickness specification. NOTE: Before exchanging the brake pads, set the caliper to its maximum possibl e opening by turning the reset nut R. Always release the brakes before opening the gates that lock the brake pad holders. Having exchanged the brake pads, apply and release the brakes many times, and then check the brake shoe clearance (see Section 4.3). 5.3 Disposal The brake pads are made of inorganic materials. Arrange for the disposal of worn and discarded brake pads in accordance with national regulations. 6 Overhaul KB gives top priority to safety and quality. To guarantee this claim, KB India offers to overhaul its prod-ucts. KB India performs overhauls in its capacity as the original equipment manufacturer, while account-ing for the safety aspects of the production processes. 6.1 Interval To judge when overhauls are required under the actual service conditions, vehicle operator is urged to inspect a few randomly selected units for functionality and condition after a sufficient period of operation, and dismantle them to check for wear. After the sample inspection, vehicle operator is required to define the overhaul period. 7 Troubleshooting


Incorrect brake shoe clearance S after repeated braking (see Fig. 3)

The brake cylinder applica-tion stroke is not the length required for the caliper transmission.

Correct the application stroke as described in the Overhaul Instruc-tions valid for the brake cylinder.

Little or no brake shoe clearance S after new brake pads have been fitted (see Fig. 3)

Adjusting spindle of brake cylinder is not entirely reset.

Screw the adjusting spindle of brake cylinder a back home with the reset nut R.







Brake shoe with snap lock gate Part no: C105255/3571X 1 Application The brake shoe with snap lock gate is provided with a brake pad holder carrying replaceable pads which are needed for the disc brake of rail vehicles. Advantages of the brake shoe with snap lock gate:

• easy replacement (even after lengthy service period); • no losable parts; • pad positively locked by long- stroke pretensioned spring giving an optimum operating safety; • Long service life through use of stainless locking spring.

2 Design The brake shoe consists of the brake pad holder 1, the vertical pins 2 and the brake pad 3 which is either solid or consisting of two halves. The brake pad holder is provided with a dovetail guide into which pad is slipped. The pad is held in place by a captive gate 4 which is pivoted at the pad holder. To lock the gate a locking spring 5 of spring steel has been provided which is pretensioned such that in one position it secures the gate in the pad ho lder and in the o ther ( re leased) position it holds the gate open. For each brake disc a right and a left hand brake shoe are required.







3 Mode of Operation The brake shoe lever presses the brake pad holder with brake pad against the friction ring of the brake disc via the vertical pins. The point where the force is applied to the brake pad holder has been cho-sen such that the wear is largely uniform over the whole pad surface. The brake torque is transmitted to the bogie through the suspension strip. 4 Models available The brake pad holders are suitable to be matched with disc brake pads according to UIC 541-3 and are available for pad friction areas of 300 cm2, 350 cm2 and 400 cm2. Brake pads with a friction sur-face of 300 cm2 are of solid material, whereas such of other dimensions consist of two halves. 5 Servicing: The brake valve does not require any special servicing. A worn brake pad must be replaced as soon the brake pad thickness has dropped to 5mm. The inspection and change out intervals are determined by the respective railway administration depending on the operating conditions.







Axle-Mounted Brake Disc (With Grey Cast Iron Fricti on Ring)

The advantages of the grey cast iron friction ring become increasingly noticeable at speeds exceeding 120 km/h. For this reason all passenger coaches of the Railways are equipped with axle-mounted brake discs with grey cast iron friction ring which are running at a speed greater than this. 1 Dimensions The axle-mounted brake disc with grey. Cast iron friction ring is supplied for trams and trains, with outer diameters of 460 to 760 mm and width of 40 to 110 mm. The bore of the hub may be chosen within cer-tain limits. The wear limit amounts to 5 to 7 mm per side of the ring and. is marked by a groove. 2 Choice of the required brake disc The principal data required are the type' of vehicle, axle-load, wheel diameter, ground clearance, maxi-mum speed and the required deceleration. In order to choose the most appropriate type of disc for the specific application, it is necessary to determine the brake load. On the Other hand, the design engineer of the bogie must find out how much space is available for the installation of the entire braking system. In order to quickly determine the correct dimensions without the necessity of carrying out long and costly tests, graphs have been recorded by means of a computing programme developed by KNORR, which give a survey of the thermal capacity. The computer programme is based on long years of experience on the KNORR-BREMSE dynamometer test stand and makes it possible to verify the calculation of any desired operating profile, regardless of







whether a braking to a stop on the level track, operating profiles with frequent intermediate stops or down-grade operation are imitated.

The diagram on the above shows the temperature increase during braking to a stop from different speeds and with different axle loads, recorded with an axle-mounted brake disc of the size 640 dia. x 110. The required geometrical dimensions were determined on the basis of the thermal calculation. This cal-culation reveals that in the event of high axle loads and speeds it may sometimes be necessary to use more discs per axle. 3 Maintenance As the service life of the axle-mounted brake disc with grey cast iron friction ring at normal working stress is the same as that of the wheel setup. The maintenance of the disc brake is in most cases re-stricted to the exchange of worn brake pads as soon as the remaining thickness is down to 5 mm. If the friction ring shows any scores, excessive grooving etc., the necessary machining is to be carried out when the wheel set is being reconditioned. If, as a result of an unusually heavy stress, the friction ring should be worn before the wheel set, and the wear limit of 5 to 7 mm marked by a groove should have been reached, it is recommended 'that a split ring be used for replacement.







4 Mounting and removal of disc The brake disc is pressed cold, without preheating, onto the seat provided on the axle. The necessary preparations and the procedure for this operation have to be learned from the relevant guide. The exchange of axle-mounted brake discs is simplified if split friction rings are used. In this case the worn ring is merely replaced by a new ring of the split version, while the hub remains on the axle. This makes the troublesome procedure of forcing the wheels off the axle superfluous. 5. Technical description 5.1 General This manual applies to standard axle-mounted brake discs. All values and figures differing from those of the standard version are given in the applicable installation drawing: 5.1.1 Hub bore The standard hub bore is manufactured to a surface finish of Rz 6 to 10. It has an entry/exit radius of 2.5mm at either end. Located in the Centre area of the hub shell length is the oil pressure groove, whose transitions to the hub bore have been smoothed off. The hub bore tolerances are given in relevant sec-tion. 5.1.2 Axle seat The standard axle seat has an entry chamfer of at least 5mm at an angle of 3°. The transition to the a xle seat must be neatly rounded off. The axle seat must have a surface finish of Rz 4 to 8 and ought to be precision turned or ground. The fit for the axle seat is specified in relevant section. 5.1.3 Fits The oversize depends on the kind of fit chosen. The "Old" kind of fit depends only on the outside diame-ter of the friction disc, whereas the "New" kind of fit accounts for the size of the hub bore and the influ-ence of the material. 5.1.3.1 Steel hubs Both kinds of fits are allowed for steel hubs, but the "New" kind is preferred for new hubs. 5.1.3.2 Nodular cast iron hubs The diameter tolerance of the hub bore as defined by the installation drawing must be observed for hubs and monoblock brake discs that are made from nodular cast iron. This means that a hub bore of diame-ter DH6 must be combined with an axle seat of the "Old" kind of fit. A hub bore of diameter DN6 must be combined with an axle seat of the "New" kind of fit. The lower tolerances always ought to be applied to the hub bores, the upper ones to the axle seats. "Old" kind of fit:







Hub bore: Diameter DH6 Axle seat: Outside brake Tolerance disc diameter Dia 0 +0.25 <520 +0.20 520 Dia +0.30 "New" kind of fit: Fit Dia dull Hub material Steel Nodular cast iron Dia D N6 6 Installation Axle-mounted brake disc may be fitted in two ways. One of these ways is a longitudinal fit (press fit), the other a transverse fit (shrink fit). Prior to installing a brake disc, you must take the following precautions irrespective of the kind of fit that is going to be used.

• Monoblock brake discs must always be joined by means of a shrink fit, because the higher level of friction in the seat joint allows more torque to be transmitted.

• The hub bore, oil pressure hole, oil pressure groove and axle seat must be clean and free from oil or any other dirt deposits (use suitable solvents to remove all traces of protective treatment).

• Check the nominal dimensions of the mating parts. • Take care to fit the axle-mounted brake discs in such a way that the total unbalance of the wheel

set is kept to a minimum. • Make sure that the oil pressure hole is positioned correctly, and that the friction discs can be re-

moved (see Fig. 2 and 3). If the hub bore is conical, then the angle of the cone defines the posi-tion of the hub.

• If an axle carries two or more brake discs as in the standard brake disc arrangement (hub flange closed), the clamping rings d must always be positioned at the side facing toward the accompa-nying wheel (Fig. 2).

• Pressure used during removal and installation must always be applied to the hub, never to the friction discs or screw fastenings

6.1 Press fit 6.1.1 Preliminary operations

• Axle-mounted brake discs and axles need to be stored, at the same temperature for at least 24 hours.

• The end face of the supporting sleeve (contact surface of the hub end) is never to exceed 0.1mm axial run-out (see Fig. 6).

• The bore in the hub, and the axle seal must be lubricated with a film of, say, linseed oil, Molykote Paste. If linseed oil is used for lubrication, then pressing-on will require a force that is 10 to 20% higher than that calculated in Section 4.1.4. The most suitable lubricant is pure linseed oil (not containing varnish) with the following quality rating: iodine value 180±5; saponification number 190±2.5; refractive index 1.480±0.002.

6.1.2 Pressing on

• Position the components in the arrangement shown in Fig. 6. • Line up the centres of the hub bore and supporting sleeve. • Use a crane to introduce the axle. • The axle's entry chamfer must engage the hub bore exit around the entire circumference.







• The Centre lines of the press, protective cap, axle, supporting sleeve and counter support must be in alignment (not canted).

• The axle ought to be pressed in at a constant speed of 50 mm/min (UIC recommendation). • The necessary pressing-on force can be calculated in Section 4.1.4. • Unless half the pressing-on force stipulated by Section 4.1.4 is obtained by the middle of the ax-

le seat, you must leather off the lubricating film on the remainder of the axle seat. • Fig. 4 shows the recommended end position of the hub relative to the axle seat. .

6.1.3 Testing The following data needs to be logged:

• Speed at which the discs are pressed on • Force needed to press on the discs. • Current axial run-out, measured in the middle of the friction surface. The maximum permissible

axial run-out tolerance is 0.5mm, provided no other tolerance is specified in the applicable instal-lation drawing.

• Amount by which the axial position of the brake disc differs from the specified set point. Permis-sible tolerance: ±1mm.

• If you fail to reach the pressing-on force specified by Section 2.1.4, the brake disc must be re-moved and a new attempt must be made to fit the disc with a thinner lubricating film.

• The interference fit is not fully serviceable until it is two days old. 6.1.4 Force to press discs onto solid axles The pressing-on force varies with the

• pressing-on speed, • hub length, • hub shell thickness, • coefficient of friction (IA = 0.07 ... 0.09), • oversize, and • Hub material.

The pressing-on speed is defined in Section 4.1.2. The influence of the hub length and hub shell thick-ness may be expressed as an empirically established factor 1" which can be calculated as follows: f= L. (1-(di/da)2)/0.152 (1) L = hub length di = inside hub diameter da = average outside hub diameter The da value for hubs having an encompassing flange can be found from equation [2] (constancy of volume) (see Fig. 4). Da=√ (d2

a1+ (d2a2 –d2

a1).1/l) (2) Using the factor f and the applicable diagram, we can calculate the minimum and maximum pressing-on forces. The minimum pressing-on force is obtained with the minimum coefficient of friction, the lower bore tolerance and the upper axle tolerance. The maximum pressing-on force is calculated conversely.

Example: Hub of L = 150 I = 25 di =190 da1 =225 da2= 285







From [2] we find: da = 236

Calculated with da = 236 and equation [1], the factor "f" is: f = 2346 Given this value, we can calculate the minimum and maximum pressing-on forces from Diagram 4. The pressing-on forces for steel hubs of the diameter di = 190u7

H6 are as follows: Fmin: 240 KN Fmax: 420 KN 6.2 Shrink Fit 6.2.1 Cleaning the axle seat and hub bore The axle seat and hub bore must be cleaned most thoroughly before the disc is shrunk on. The surfaces must be free from dust and grease (etc.). Otherwise, the surfaces might be damaged ("by seizing") upon removal of the disc. 6.2.2 Measuring the axle temperature. The axle temperature Taxle must be measured with, say, a contact thermometer. 6.2.3 Shrink-on temperature of the brake disc The shrink-on temperature Tshrink for the brake disc is obtained from the axle temperatures Taxle and the necessary temperature difference for the brake disc 6.Tdisc (see Table 1). The brake disc must reach the shrink-on temperature Tshrink shortly before it is shrunk onto the axle. Tshrink = Taxle + ∆Tdisc

Table 1: Temperature difference of the brake disc as a function of the hub bore

Hub bore [mm]

Temperature difference ∆Tdisc (K)

160-170 215

171 - 180 200

181 - 190 190

191 - 200 180

201 - 210 170

211 - 220 165

221 - 230 165 The tolerances for the temperature difference specified in Table 1 are +7K and -5K. They already include the measuring error. 6.2.4 Heating the brake disc The correct temperature for shrinking on the brake disc must be observed as a general principle. To pre-vent the brake disc from reaching an inadmissibly high temperature, you must make sure that the maxi-mum temperature of the oven is not more than 20°C a bove the shrink-on temperature Tshrink. 6.2.5 Shrinking on







The temperature of the brake disc needs to be measured once more before the disc is shrunk on. The temperature must be Tshrink

+7/-5 °C and ought to be measured with a calibrated infra red thermometer to

ensure sufficient accuracy. As soon as the specified temperature is reached, you can start shrinking on the disc. To meet the specified axial run-out requirement after shrinking on the disc, you must Push the disc hub against a stop tube of appropriate accuracy (axial run-out <0.1mm). This positioning operation ought to be completed as quickly as possible, because the required joint clearance decreases fast as the hub cools down. Having been fitted on the axle, the brake disc ought to be turned slowly so that the hub cools down uni-formly. (One-sided cooling might twist the disc seating.) 6.2.6 Testing after shrinking on The following data needs to be logged:

• Axial run-out of the disc after installation, measured in the middle of the friction surface. Unless specified otherwise in the 'applicable installation drawing, the maximum permissible axial run-out tolerance is 0.5mm.

• Amount by which the axial position of the brake disc differs from the specified set point. Permis-sible tolerance: ±1mm.

6.2.7 Calculating the temperature Hub diameter: 178mm Temperature difference as defined by Table 1: 200K Axle temperature readings Immediately prior to shrinking on: 30°C

� Shrink-on temperature: Tshrink Taxle ∆Tdisc = 30°C + 200°C=230°C

� Max. Permissible oven temperature: 250°C Shrink-on temperature immediately prior to shrinking on: Tshrink = 230 °C +7

-5 °C

7 Removal As a rule, axle-mounted brake discs are removed by the SKF method (see Fig. 5), in which the hub bore is widened by oil pressure. Removal may only be cornmenced when the oil starts to appear at the Glyc-erol, SAE30 engine oil or equivalent should be used for lubrication. The force needed for removing a brake disc is between 10 kN and 30 kN when the constant lubricant pressure between the axle seat and hub bore amounts to between 20 MPa (200 bar) and 200 MPa (2,000 bar). Fig. 7 shows the positioning of the components that are to be removed. The centre lines of the press, axle and counter support must be in alignment during removal. To avoid tearing the lubricating film, you should keep the removal speed constant at 3 to 5 times the installation speed. Having been removed, brake discs are not to be put back for 24 hours. 8 Transmissible torques The torque that needs to be transmitted as a minimum for press-fit hubs can be estimated as follows with the help of the minimum pressing-on force defined by Section 4.1,4.







Mmin = 0.7 • Fmin di (3)

The torque that needs to be transmitted as a Minimum for shrink-fit hubs can be calculated as follows: Mmin = Fmin • di (4)

1. Hub 2. Axle 3. Edge Rounded off Arrangement of axle-mounted brake discs

A. Brake Disc *Location of hole for Injecting Hydraulic pressure. B. Brake Disc **Direction of removal for exchanging the friction disc c. C. Friction Disc D. Clamping Ring E. Hub R. Wheel.







Arrangement of axle-mounted brake discs

A. Brake disc *Removal towards wheel for exchanging the friction discs c. B Brake disc **Removal towards centre of axle for exchanging the friction discs c. C Friction disc D Clamping ring E Hub Recommended and position of the hub

1. Hub 2. Axle Threaded port for using the SKF pressure method.







Installer

1. Press 2. Protective cap 3. Supporting sleeve 4. Counter support 5. Roller bearing Remover

1. Press 2. Protective cap 4. Counter support 5. Roller Bearing







Pressing on force for nodular cast iron hubs (“Old” kind of fit)

. Fmin Minimum pressing on force Fmax Maximum pressing on force f Factor Pressing on force for steel hubs (“Old” kind of fit )

Fmin Minimum pressing on force Fmax Maximum pressing on force f Factor Pressing on force for nodular cast iron hubs of dia meter di N6

U7 (“New” kind of fit)







Fmin Minimum pressing on force Fmax Maximum pressing on force f Factor Pressing on force for steel hubs of diameter di H6

U7 (“New” kind of fit)

Fmin Minimum pressing on force Fmax Maximum pressing on force f Factor







Wheel Slide Control Systems Series MGS2

Control units based on ESRA electronic system

Rotating gear/Speed sensor Anti-Skid valve







CONTENTS 1 Introduction 1.1 Technological development 1.2 Salient features of the MGS2 series 2 Working principle of MGS2 2.1 Control loop 2.2 Control logic 2.2.1 Acceleration control 2.2.2 Wheel slip control 3 Engineering concept of the wheel slide Control system 3.1 MGS2 control units 3.1.1 Power board 3.1.2 Boards MB04 / MB03 3.1.3 Board EB01A 3.1.4 Specifications (MGS2 standard control unit) 3.2 Speed sensors 3.3 Anti-skid valves 4 Diagnostic functions 4.1 Test runs 4.1.1 "Valve control" test run 4.1.2 "Door control" test run 4.2 Displaying the software version 4.3 Fault memory 4.3.1 Retrieving faults from memory 4.3.2 Erasing faults from memory 4.4 Service terminal 4.5 Diagnostic table (standard version)







1 Introduction The MGS2 and MGS2-C systems have grown from KNORR-BREMSE's proven experience in the field of “microprocessor-based wheel slide control". The control units are based on ESRA, the KNORR-BREMSE Electronic System for Railway Applications. This technology makes the MGS2 series suitable for a wide variety of applications worldwide. 1.1 Technological development Since its UIC approval in 1981, the KNORR-BREMSE IMGS1 microprocessor-based wheel slide control systern has performed consistently well for many railway administrations. All parts of the system — speed sensors/rotating gears, control units, control logic and anti-skid valves have been developed and improved continuously over the years. In 1991, on presenting its AGeS wheel slide control system for freight cars, KNORR-BREMSE intro-duced a control unit featuring new hardware technology and faster logic timing. The modular ESRA system engineered by KNORR-BREMSE from the microprocessor technology of the AGeS is capable of performing all kinds of control functions in rail vehicles. The MGS2 series is "applied ESRA technology*. Unlike its predecessor, the model MGS2 has:

• large-scale integration, • state-of-the-art SMD technology, • Compact size, • improved control precision, • far-reaching diagnostic capabilities, and • A service terminal having a graphical user interface.

1.2 Salient features of the MGS2 series MGS2 meet the requirements of UIC Code 541-05 for the construction of wheel slide control systems. It already includes provisions for the use of enhanced functionality, i.e. "wheel roll monitoring", in new ve-hicles running at top speeds above 200km/h. MGS2 control units conforming to the ESRA standard can be combined with, or integrated in, other KNORR applications, such as brake controllers and electronic driver's brake valves. 19" electromechani-cal technology makes many different shapes and designs possible. It has highly compact housings for- special applications and mounting scenarios. Although MGS2 is suited to a very wide variety of vehicles and applications, its boards are all neverthe-less standard. The customer benefits twofold: the number of components is minimized and costs are reduced. MGS2 units adapt optimally to different vehicles, yet all comply with the same technical standards and operate on the same control principle. The control logic of the MGS2 system:

• Reliably prevents the wheel sets from locking in all kinds of weather, even in the face of ex-tremely low adhesion due to wet leaves on the rails,

• Regulates the brake force at low adhesion values, greatly improving the mean coefficient of ad-hesion and minimizing the stopping distance,

• Consumes little compressed air, even when braking is prolonged and adhesion is low, and avoids depleting the brake system.







Further performance features of MGS2:

• Non-wearing speed sensors/rotating gears • Quick-reaction anti-skid valves with a pressure holding phase • Speed sensors and anti-skid valves powered by the MGS2 control unit • Monitoring of speed sensors and anti-skid valves • Floating relay contacts, switched according to speed for door and electromagnetic track brake

control • Speed signal output (frequency) • Optional extras include automatic sanding, odometer function, wheel flange lubrication, brake

signal processing, bogie diagnostics, and special brake release and wheel spin control. • Provision for interfacing with vehicle bus systems • Power: saving "standby" mode at standstill • Non-volatile fault memory • 4-character alphanumeric display • Serial RS232 interface to connect the service terminal • Low-cost maintenance thanks to self-testing, fault display and high-grade reliability • Suitability for use in all rail vehicles (passenger Cars, metros, mass transit systems and locomo-

tives). 2 Working principle of MGS2 2.1 Control loop The MGS2 wheel slide control system forms a control loop through the brakes and wheel-sets. The speed sensor detects the speed of the wheel without physical contact and sends a proportional fre-quency signal to the control unit. The control unit evaluates the frequencies from all of the vehicle's speed sensors and generates signals enabling the anti-skid valve to control the brake cylinder pressure. The gradient for increasing or de-creasing the brake cylinder pressure can be lowered by "pulsing". The control loop adjusts the brake cylinder pressure to the instantaneous wheel-to-rail adhesion, keep-ing the wheels within their optimum range of slip and ensuring maximum possible brake force transmis-sion. 2.2 Control logic 2.2.1 Acceleration control The principle of brake pressure control at one of the wheels is plotted against acceleration as shown in Fig. 1. Acceleration control accounts for both the rate of acceleration and the variation per unit time. When a wheel starts to lock, its circumferential speed (vi) falls and the wheel deceleration (al) exceeds the first threshold RA. As a result, the controller maintains constant pressure Ci in the brake cylinder. Increasing wheel deceleration causes the pressure Ci to decrease step by step once the threshold a8 has been crossed. Falling pressure allows the wheel to accelerate again. When the small positive acceleration value ac is reached, the brake pressure stops falling and assumes a constant level.







BASIC PRINCIPLE OF ACCELERATION CONTROL

Figure.1 Optimum wheel-to-rail adhesion is reached when. Wheel acceleration exceeds its maximum value. Wheel slip is now within its stable range. The brake cylinder pressure Ci is therefore raised step by step once the wheel acceleration falls below the threshold value aD. 2.2.2 Wheel slip control The MGS2 control unit does not measure the actual vehicle speed. Instead, it calculates & fictitious one for reference from the entire individual wheel speeds. MGS2 selects the highest wheel speed present at any one moment, and bridges sharp drops by substituting an equivalent straight line (cf. Fig. 1a) for the real speed when wheel deceleration exceeds the limit av. Optimum slip is ascertained on the basis of the fictitious vehicle speed. The control unit adjusts the wheel speed to this slip by evaluating the wheel acceleration.







Extremely poor adhesion may cause all the wheel speeds to fall simultaneously by a considerable amount. In this case, the control unit allows the wheelsets to dwell in the slip for only a limited time. For this purpose, it raises the fictitious vehicle speed accordingly, making the brake cylinders vent in return.

Figure.2 LAYOUT OF A WHEEL SLIDE CONTROL SYSTEM ON BOARD A VEHICLE

1. MGS2 Control unit (connection to vehicle optional) 4. Anti-skid valve 2. Speed sensor 5. Terminal box 3. Rotating gear 6. Terminal block 7. Pressure Switch

3 Engineering concept of the wheel slide control sy stem Fig. 2 is a schematic presenting the components of the MGS2 wheel slide control system. It also shows how these parts are integrated in the mechanical brake system of a four-axle passenger car. 3.1 MGS2 control units Demands for maximum flexibility have led to the development of MGS2 control units in a modular 19'' system. All the boards in the control unit conform to Euro card format.







The half-19" rack for the standard version of the control unit contains the ESRA boards MB04, EB01 and a power board PB. (see Fig. 3) Peripheral input and output signals are delivered to the boards through front-panel connectors. Connection is by 3-row, 48-pin female connectors to DIN 41612, Type F. The power board is fed through a DIN 43650 connector on the front. MGS2 control units can be rated for battery voltages of between 24V±30% and 110V±30%. Changing the power board is all that has to be done to adapt the power board to a certain battery voltage. The ambient temperatures cover the range from —40°C to +70°C as standard.

Figure.3 MGS2 series MGS2 in a high-19” rack control units

3.1.1 Power Board (PB01/PB02) The power board is housed in a closed box. Its front panel has two yellow LEDs indicating the operating state. The battery Voltage is delivered through a front- panel connector. The power board supplies all the voltages for powering the boards, actuators and sensors. A 24V source is used to power the anti-skid valves from the MGS2 control unit; this means that all valves are of the 24V type, regardless of the battery voltage. If the vehicle is left to stand idle for any length of time, the MGS2 control unit can be switched over to a "standby" mode of low primary current consumption (standstill sleeper mode). The unit is reactivated by a pressure switch (cf. No. 7 in Fig. 2) at a preselected level in the brake pipe / Feed pipe. 3.1.2 Boards MB04 / MB03 Wheel slide control — i.e. acceleration and slip control is implemented entirely on board MB03 or MB04. MB03 contains all the electronic peripherals for individual wheel slide control at up to four wheels or wheel sets. The anti-skid valves are powered by 24V from board MB03.







The only difference between boards MB03 and MB04is that MB04 has a man-machine interface (MMI) integrated-in its front panel. Features of boards MB04 / MB03:

• Microcontroller for the main computer, second microcontroller for monitoring and fail- safe tasks. • Four configurable input circuits for the speed sensors. • Short-circuit-proof feeders to power the speed sensors. • Four input circuits for analog frequency sensors (Voltage or current input). • Eight semiconductor output stages for four anti-skid valves with two magnets each. • Two mechanical relays to cut off the magnet valves or safety in response to a malfunction.

Fail-Safe functions (see Figure below):

• The monitoring computer supervises the activation times of the power output stages. • Both computers are monitored reciprocally for hardware failures. • Both computers cut off the output stages in two groups of four outputs each in response to mal-

functioning.

Figue.4 Monitoring by a second processor Diagnostic functions:

• The main computer monitors the switch outputs for short-circuits and open circuits. • The speeds sensors are monitored for short-circuits and open circuits. Sensor power is cut off

automatically in response to short-circuiting. Man-machine interface MGS2 has a man-machine interface (MMI) integrated in its front panel. The MMI peripherals comprise

• a 9-pin Sub-D female connector for the RS232 interface (to connect a terminal). • a 4-character alphanumeric display, and four control keys.







3.1.3 Board EB01 EB01 is an extension board in the MGS2 control unit. It provides digital inputs and outputs which are utilized for supplementary functions such as door control. EB01 may be omitted if no supplementary functions are required. Features of extension board:

• Microcomputer serving from the main computer • Watchdog • Eight digital inputs, galvanically isolated from MGS2 potential, the outputs and one another. Two

of the inputs can be configured as frequently inputs via the software. • A signal can be generated from up to four binary inputs to switch over the power board from

“standby” mode to “normal operation”. • Eight relay outputs, galvanic ally isolated from MGS2 potential, the inputs and one another. Four

of the relays can be used as both make and break switches. The other four have just a make contact function.

• Two galvanically isolated frequency outputs. Fail-safe functions (see below figure):

• The watchdog monitors the main computer for hardware failures. • The outputs are switched off in response to a fault or failure.

Diagnostic function: The states of the relays are monitored by the microcontroller through feedback contacts.







3.1.4 Specifications (MGS2 standard control unit)

Speed sensor inputs

Number 4 (configurable for voltage or current sensors)

Input frequency 1 Hz — 10 kHz

Max. speed 450 km/h

Analog sensor inputs

Number 4 (configurable as voltage or current inputs)

Input voltage 0 V — 12 V

Input current 0 mA — 25 mA

Binary inputs

Number 8 (2 being configurable as fre-quency inputs)

Input voltage 0 V — 143 V

Input frequency 1 Hz — 500 Hz

Anti-skid valve outputs Number 8 output stages for 4 valves

Relay outputs

Number 8

Max. switching current 1 A

Max. switching voltage 143 V

Max. switching power 20 W

Frequency outputs .

Number 2

Voltage range 0 V — 143V

Output frequency 10 Hz — 1 kHz

Serial interface RS232

Possible power supply voltages 24V±30%, 36 V±30%, 48 V±30%, 72 V±30%, 110 V±30% DC

Maximum power consumption about 80W (for driving four KNORR anti-skid valves)

No-load power consumption about 14.4 W

Power consumption on standby about 1.2W

Safe ambient temperature —40°C ≤T≤+70°C (static air, free convection)

Rack 19”, 3 HE high, 42 TE wide

Weight about 3.2 kg

The number of inputs and outputs can be extended beyond standard by the addition of boards from the ESRA system. Standard functions

• Pneumatic wheel slide Control for up to four individual wheels/wheel sets • Door control signals • “Cumulative error” message • Speed contact for the electromagnetic track brake







Supplementary functions (others on request)

• Wheel roll monitoring • Bogie 'diagnostics • Special brake. release • Speedometer output (frequency signal) • Automatic sanding • Odometer pulse • Distance making pulse for wheel making flange lubrication. • “Wheel slide” signal. • Wheel slide control for regenerative brake. • Wheel spin control.

3.2 Speed sensors The MGS2 control unit can be operated with a variety of speed sensors. The best technical solution for new applications is KNORR's G16 speed sensor with a current output. The G15 version with a voltage output is equally suitable for this task. The speed sensors come as "single" or "double" types depending on the application for which they are intended. The speed sensor scans a ferromagnetic rotating gear (tooth module 2) that is centered over the axle. It works without physical contact and does not wear. The air gap between the rotating gear and sensor is 0.4 to 1.4mm. The magneto resistive speed sensor G16 operates in the range between 0 Hz and 4 kHz. Its output is current L1 for LOW and L2 for HIGH. The frequency of the digital current signal is directly proportional to the circumferential speed of the rotating gear. The output current of the sensor assumes the value L1 or L2 when the vehicle is parked. The MGS2 control unit monitors the speed sensors for correct operation at both standstill and on the move. Open circuits and faults to ground are identified. The electronic part of the speed sensors withstands short-circuiting, prevents reversal of its polarity and re- slats EMC interference. The design of the rotating gears depends on the type of wheel set used. Rotating gears with 80 teeth are used as standard.

Figure.6 Speed Sensor







3.3 Anti-skid valve The anti-skid valve works as an actuator in the wheel slide control loop, and is operated by the MGS2 control unit. It serves to reduce the brake cylinder pressure C step by step, or increase it similarly again to the value set by the distributor valve. MGS2 wheel slide control systems are all fitted with anti-skid valves having low-power valve magnets KNORR anti-skid valves GV12-ESRA and 0V21-ESRA incorporate two control diaphragms which are pre- controlled by valve magnets. KNORR anti-skid valve GV19-ESRA has control pistons in place of diaphragms, and is used for spring-actuated brakes. The valves have a very fast response. GV12-ESRA are used mainly for passenger cars and multiple units GV21-ESRA are used wherever substantial brake cylinder volumes need to be controlled (e.g. in loco-motives):

Anti-Skid Valve 4. Diagnostic functions Test runs can be started and the fault memory read or erased through the man-machine interface (MMI) on the MGS2 control unit. Inputs can be read, outputs written to, and system data retrieved via RS232 using a PC with the accom-panying MGS2 service terminal software. If the control unit is in its power-saving "standby" mode, it can be reactivated by the press of a key on the MMI. MMI Keys







4.1 Test runs Three different test runs can be started at the press of a key in the standard version of MGS2. Test runs are terminated automatically when a speed signal higher than 3 km/h is identified. 4.1.1 "Valve control" test run The "fail-safe" circuit is normally passive and only comes into action when a fault occurs. The "valve control" test run verifies the operation of the "fail-safe" circuit. It simulates unacceptably long activation times at the anti-skid valves, and initiates supervision of valve cutoff by the monitoring computer. The operator can start the test run at standstill by pressing key "S2" on the MMI for about one second. The display shows "8888" for the first three seconds of the test run, and then switches to "89". Faults found by the test are displayed at the end of the run. Volatile faults that have occurred at some time on the move, and disappeared again in the meantime (e.g. loose contacts), are displayed after the number "95". The display switches to "99" if the fault memory is still empty at the end of the test run. 4.1.2 "Door control" test run Pressing key "S4" on the MMI for about one second starts the test run for door control signals. The dis-play reads "8888" for three seconds once the "door control" test run is activated. The door control relays are then activated for one minute, and the code number "89" is displayed simultaneously. 4.2 Displaying the software version Pressing the "S1" and "S2" keys simultaneously for about one second shows the software version on the display. 4.3 Fault memory 4.3.1 Retrieving faults from memory The display reads "99" if the fault memory is empty and no keys are pressed. It shows code number "95" if only volatile faults are in memory. The code identifying the first fault will appear if current faults are found. Fault retrieval is in accordance with UIC Code 557 "Diagnostics in passenger cars". The display reads "8888" to begin with, when the key "S1" is pressed to start a query. All current faults are displayed for three seconds each if the query key is held down for more than one second, yet for less than three seconds. The display subsequently reads "95" and then shows the vola-tile faults. If the query key is held down for more than three seconds, the above display sequence will not be re-turned automatically. The query key must be pressed again (>1 sec.) to step the display in this case. Retrieval is terminated if no key is pressed for at least 10 minutes. Activating a test run will similarly ter-minate fault retrieval. 4.3.2 Erasing faults from memory The fault memory is erased when the erase key "S3" is pressed for about one second. However, per-sistent faults will be entered instantly again in the fault memory.







4.4 Service terminal A PC can be connected as a service terminal to the MMI's RS232 interface. The MGS2 service terminal software has a user-friendly, graphical interface offering a wide range of diagnostic capabilities and test-ing functions. For instance, all of the control unit's input quantities can be presented on screen, or outputs can be activated when the vehicle is standing idle. The service terminal verifies the configuration of the unit and the software version. Vehicle-specific software modifications can be set from the service terminal without changes to the hardware. A soft-ware package for data entry and acquisition can be had as an extension to the service terminal.

User Interface of the service terminal

4.5 Diagnostic table (standard version)

Display Fault Source Connec t-ed with

02 03

Digital I/0s Central processing unit

Board EB01A Board MB04A

10 11 12 13 14 15

Time-out Short-circuit/open circuit Signal error Short-circuit Open circuit Safety monitor defective (test run)

Board MB04A Speed sensor 1/feeder Speed sensor 1 Valve 1/feeder Valve 1/feeder Board MB04A

Wheelset 1







20 21 22 23 24 25



Wheelset 2

30 31 32 33 34 35



Wheelset 3

40 41 42 43 44 45



Wheelset 4

70 71 72 73 74 c8

Speed signal fault, door control Speed signal fault, electromagnetic track brake Fault at one wheelset. Fault at several wheelsets. Safety watchdog fault Triggering fault, cumulative fault signaling

Board EB01A Board MB04A Board EB01A

S2 S3

Connector defect, board EB01A Connector defect, board MB04A

Board EB01A Board MB04A

8888

89

95

99

Display test

Test running

Volatile faults System good

.

The diagnostic table can be extended suitably for a given vehicle application.







(G2) Anti-skid valve GV-12 ESRA Contents

1 General features

2 Installation in the brake system

3 Design

4 Operation

4.1 Brake application and brake release without anti-skid function

4.1.1 Brake released 4.1.2 Brake application 4.1.3 Brake release 4.2 Brake release by anti-skid function 4.3 Brake re-application by anti-skid function 4.4 Pressure maintained by anti-skid function 5 Installation in the vehicle







1 General features The anti-skid valve is a component of the electronic anti-skid system for rail vehicles. It operates as an actuator in the anti-skid control circuit. The anti-skid valve is controlled by the electronic control unit. The anti-skid valve may be operated to reduce the brake cylinder pressure C in steps or to increase it again up to the level ID set by the distributor valve. 2 Installation in the brake system (see Fig.1)

The anti-skid valve is pneumatically connected at D to the distributor valve or the pressure transformer, respectively, and at C to the brake cylinder to be controlled. The electrical connection with the elec-tronic control unit is established through a three-core line. Provisions for disconnection with a three-pin plug are made at the anti-skid valve. The two wires II and IU are provided for driving the two valve magnets for venting or charging control while wire I serves as the common return line. 3 Design and construction (see Fig.1) The anti-skid valve comprises essentially valve housing with two switching diaphragms, a twin valve magnet, two side plates for the connection of the valve magnet with the housing and a valve bracket. The housing includes two valve seats (Vd and Vc). Either valve seat is adapted to be opened or closed, respectively, by one of the diaphragms. The D-diaphragm is provided to open or shut off the path from the 0-chamber (from the distributor valve) to the C-chamber (to the brake cylinder). The C-diaphragm is provided for establishing the communica-tion of the C-chamber with 0 (atmosphere). The twin valve magnet is composed of two 2/3-way solenoid valves (VM1 and VM2yhaving coils accom-modated in a common plastic housing. The pins for the electric connection are integrally cast on the housing. In the non-energized condition the force of the armature springs urge the two armatures into a position in which the outer valve seats are sealed while the inner valve seats are open (as shown in Fig. 1). The two side plates enclose the control chambers Sd and Sc for the diaphragms and the conductors leading to the twin Valve magnet. The valve is screw-fastened on a valve bracket which presents the two fitting threads for the ID and the C-pipes. With the valve being disassembled from the valve bracket the nozzles dip and dc are easily accessible. 4 Operation 4.1 Brake application and brake release without ant i-skid function (valve magnets VM1 and VM2 are not energized) 4.1.1 Brake released (Fig. 1)

The valve is depressurized. The conical spiral spring retains the 0-diaphragm in close fit on the valve seat VD.







Figure.1 Anti-Skid Valve GV12 Brake released (valve unpressurized)

1.Outer valve seat 9. Contol chamber SD 2. Inner valve seat 10. Valve seat VD 3. Twin valve seat 11. Nozzle dD 4. Side plate 12. Valve bracket 5. Armature spring 13. Nozzle dC

6. Housing 14. Valve seat VC

7. Diaphragm D 15. Diaphragm C 8. Conical spiral spring 16. Control chamber SC

C to the brake cylinder D from the distributor valve or the pressure transformer G to the anti-skid control unit

4.1.2 Brake application (see Fig.2) The D-pressure acts upon the D-diaphragm. This diaphragm is urged into the right-hand extreme posi-tion against the action of the conical spiral spring as the control chamber S0 remains in depressurized condition. The valve seat VD is open.







On the other hand, the control chamber SC is pressurized at 0-pressure level through the open inner valve seat of magnet VM1. The 0-pressure (relative to the area of the valve seat Vc) produces the effect of a closing force acting upon the C-diaphragm. The valve seat Vc is closed. The passage from 0 to C is open. With this condition nothing prevents the vehicle brake from being applied. 4.1.3 Brake release (Fig.2) The valve is maintained in the position described in 4.1.2 above also when the brake is released so that the passage between D and C is cleared. The D-diaphragm closes merely at a low 0-pressure as soon as the force of the conical spiral spring outbalances the D-pressure (relative to the effective diaphragm area). With a continued D-pressure re-duction the C-pressure is then completely released through valve seat VC.

Fig.2 Anti-Skid valve GV12

Brake application and release without anti-skid function VM1 & VM2 4.2 Brake release by anti-skid function (Fig. 3) Both valve magnets are energized. The control chamber SD is pressurized at D-pressure level through magnet VM2. At the D-diaphragm the pressure is balanced; the conical spiral spring urges the dia-phragm to bear against the valve seat VD. The D-pressure is shut off.







The control chamber Sc is vented_ The C-pressure urges the C-diaphragm to the left side. The valve seat VC is open; the pressure escapes through Vc to O. Fig.3 Anti-Skid valve GV12 Brake release with anti-skid function, VM1 and VM2 energized. 4.3 Brake re-application by anti-skid function (Fig . 2) Both valve magnets are non-energized. The control chamber SD is vented, Sc is charged. The function corresponds to the condition described in 4.1.2 above. 4.4 Pressure maintained by anti-skid function (Fig. 4) The valve magnet VM1 is not energized, VM2 is energized. Both control chambers (SD, Se) are pressur-ized at D-pressure level. The diaphragms close the valve seats VD and Ve. The C-pressure is shut off relative to D and O. With appropriate control of the valve magnets it is possible to create steps of constant pressurization during both the venting and the charging phases. It is therefore possible to achieve a function of rapid (without pressure steps) or slow (by incremental pressure steps) control of pressurization or pressure reduction, depending on the requirements of the anti- skid control logic. The pressure gradient for charging and venting (without pressure steps) is determined by the nozzles di and de. The nozzle dimensions depend on the C-chamber to be controlled.







Fig.4 Anti-Skid valve GV12 Pressure stabilization by anti-skid function

. 5 Removal and installation The anti-skid valve must be installed at the coach body with its venting opening facing downward. Definitely mind that the feed pipe to the brake cylinder to be controlled is short and unthrottled so as to minimize delay times and leakage as far as possible. The anti-skid valves have a test port on the valve bracket for measuring the C-pressure. This test port must be closed airtight before the vehicle is placed in service. The mounting dimensions and the specifications are indicated in the associated installation drawing. 5.1.1 Requirements The unit can be installed with standard tools. The unit is designed for installation anywhere in the sprung part of a vehicle, provided it is protected from wet and dirt. The place of installation must be defined ac-cordingly during engineering design of the vehicle layout. The notes contained in the installation drawing relating to mounting position and necessary clearances must be observed. The documents on installation, especially the data on fastening screws and tightening torques – must also be observed. The lubricant RENOLIT HLT2-KB grease is needed.







5.1.2 Procedure Installing the valve bracket (g) of the anti-skid v alve:

• Undo the hex-head bolts attaching the anti-skid valve to valve bracket (g), and remove the hex-head bolts and washers.

• Take the anti-skid valve off valve bracket (g).

NOTE: New O-rings must always be used between the flange joints for the ports. To avoid grease ingress in the air passages, lubricate the O-rings with just a thin film of grease.

• Take the covers off the ports of valve bracket (g) and off the onboard air pipes. • Thoroughly clean the ports. • Screw the onboard air pipes into the mating ports of valve bracket (g).

Mounting the anti-skid valve on valve bracket (g):

• Clean the joining surfaces of the valve bracket (g) and mating unit. • Lubricate the O-rings with a thin film of RENOLIT HLT2-KB grease. • Put the greased O-rings in their seats on valve bracket (g). • Locate the unit on valve bracket (g), and fasten at the correct mounting position by washers and

hex-head bolts; tightening torque: 21.5 Nm. • Connect the unit's twin valve magnet electrically by plugging in and securing the connector. • Connect the supply of compressed air to the unit. • Connect the power supply.

5.1.3 Leakage testing Carry out the leakage test by applying a leakage testing substance / soap solution.

• Test the flange joints and pipe connections for leakage at the acceptable working pressure. Air bubbling is unacceptable.

• Never allow a leakage testing substance to come into contact with electrically live components. • Leakage testing substances and all traces of soap must be removed immediately after the test.

5.1.4 Function testing The unit is an integral part of a system and must be tested for correct interaction with this system in the manner intended in the system.

NOTE: Letters are stamped in the valve bracket (g) of versions with chokes (dC and dD). The installation drawing shows where the chokes belong.

5.2 Removal 5.2.1 Requirements The unit can be removed with standard tools.







5.2.2 Procedure


• Switch off the power supply and prevent it from being restored. Do not allow electric power to reach the unit any longer.

• Disconnect the twin valve magnet electrically by releasing and unplugging the connector. Detaching the anti-skid valve from valve bracket (g ):

• Undo the hex-head bolts attaching the unit to valve bracket (g), and remove the hex-head bolts and washers.

• Take the unit off valve bracket (g). • Release the O-rings from valve bracket (g). • Cover up the flange surfaces on the unit.

Removing valve bracket (g):

• Unscrew the onboard air pipes from the valve bracket of the anti-skid valve, and remove the valve bracket.

• Cover up the ports and flange surfaces of the valve bracket. • Cover up the onboard ports and insulate the electric wiring unless an exchange unit is going to

be fitted immediately after removal. 6 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance at KB is subdivided into:


6.1 Inspection: The unit must be checked for good external condition and correct operation at regular intervals by the vehicle operator. 6.1.1 Interval To be defined mutually with the vehicle operator. 6.1.2 Special tools Not required 6.2 Servicing Not required.







6.3 Repair Please contact a KB India if the unit develops a malfunction that cannot be corrected by the measures described in Section 7. 6.4 Overhaul Overhauls are required under the actual service conditions and the interval to be defined by vehicle op-erator as per the service conditions. Remove the unit from the coach, dismantle them to check for wear, replace the parts as required. Re-assemble, test and re-use. KB performs over-hauls in its capacity as the original equipment manufacturer, while accounting for the safety aspects of the production processes. 7 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.1 Special tools Not required 7.2 Procedure


Unit inoperative Unit not being activated pneu-matically.

Test the unit for correct pneu-matic control.

Unit not being activated electri-cally.

Check the connector. Test the unit for correct electric control.

Air discharging constantly from the unit's ports.

Ports leaking. Tighten the connections (apply the specified tightening torque) and test for leakage.

Leakage between bracket and unit.

Fasteners loose. Tighten the fasteners (apply the specified tightening torque) and test for leakage.

O-rings defective. Remove the unit, exchange the seals and install the unit.

Air discharging constantly from exhaust port O while valve mag-nets are de-energized.

Unit defective. Remove the unit and organize to get it repaired.

Air discharging constantly from exhaust port O while valve mag-nets are energized.







(G5) Pulse Generator / Speed sensor G16 Part no: II35456/20013 Installation Drawing: N52240 1 INTRODUCTION The model G16 pulse generator is a sensor which is capable of measuring the speed of a ferromagnetic gear wheel (rotating gear) without making contact. It is used preferably for recording the axle speed. Being of rugged construction, this pulse generator is especially suitable for use in rail vehicles. 2 Construction 2.1 Design features See Figure 1 The G16 pulse generator comes in several different versions. All of them have a pickup and electronic interpreter installed in a casing which is joined to a flange by two screws. The connecting cables differ in length and/or type. Fig. 1 contains an overview of the various models. Versions having an elbow fitted at the end of the protective hose are available for special mounting con-ditions.







2.2 Structural features The G16 pulse generator consists essentially of a magneto-resistive pickup to which is connected an electronic interpreter. Both items are hermetically sealed inside an aluminum die casting. A rugged hose and a metal cap on the pulse generator scanning face give sufficient physical protection to the pickup and the encapsulated cabling. The electronic part .of the G16 pulse generator is short-circuit-proof and designed to prevent reversal of polarity. The pulse generator has been developed in compliance with IEC Standard 801-3. Provided it is correctly installed and connected, the pulse generator is EMC-proof, i.e. its electronic circuitry is shielded from electromagnetic interference up to a field strength of 200 V/m. 2.3 Fundamentals The electrical characteristics are shown in the KNORR-BREMSE installation drawing valid for the pulse generator. The pulse generator can be operated in the ambient temperature range between —40°C and +100°C. It is designed for use within the overall electrical systern installed in a vehicle. Mounting dimensions for the pulse generator and rules for designing the rotating gear and its mounting are given in the pulse generator drawing that goes with the associated vehicle. Available as an optional extra is a casing in which the pulse generator can be housed for protection when the bogie is removed (e.g. for maintenance); the pulse generator does not need to be discon-nected in this case. The casing is to be welded to the car body. 3. Working principle The pulse generator senses the teeth and gaps on a rotating, ferromagnetic gear wheel of given ge-ometry. The magnetic field changes are converted into electric signals by a pickup. A current of 7mA or l4mA is applied to the output via an electronic interpreter. The axle speed is ascer-tained from the number of pulses per unit time. Depending on the type of unit (see installation drawing), the output current from the G16 pulse generator at standstill is either ISHIGH (14mA) or ISLOW (7ma). The brake electronics evaluate this closed circuit current in order to detect defective speed sensors. 4 Installation & Removal 4.1 Installation 4.1.1 Requirements The work of installing the G16 pulse generator must always be left to suitably qualified personnel who are familiar with the statutory regulations and are authorized by the bogie manufacturer, vehicle builder or vehicle operator.







4.1.1 Procedure Each time the G16 speed sensor is installed, a new O-ring (2), see figure.1, a sealing ring (4) and new self-locking screws (5) must be used. The tightening torque for both machine screws (5) is 20+2 Nm. Having installed the speed sensor, value stated in installation drawing for the spacing between the speed sensor and the teeth of the pole wheel (h), see figure.2, 0.4 – 1.4 must be checked. A spacing value which is too low can be corrected by the addition of flange plates. The flange plates are available in a number of thicknesses.







In figure 3, the form of flange plate is shown. The cable conductors must be wired to match the installa-tion drawing valid for the speed sensor (check the colour coding). The protective hose must (7) see figure.1 must be fastened at intervals of 300 mm to 500 mm.

4.1.3 Setup The G16 pulse generator is ready for operation upon installation and proper connection of the lines.

Fig.4 Possible Cable ends

NOTE: Take care not to bend the protective hose too far upon installation. The smallest per-missible bending radius is 90mm.







4.2 Removal 4.2.1 Procedure

• Disconnect the electric cabling or unplug the connector case. • If necessary, release the connecting cable from its holder. • Release machine screw (4), see figure2. • Remove the speed sensor with due caution, taking care not to damage the sensitive element.

5. Operation and handling 5.1 Function monitoring Pulse generators having a current output. The KNORR electronic brake controller signals electrical de-fects at standstill.

NOTE: An erroneous display may be due to a bad connecting cable.

6 Maintenance The maintenance intervals required for the activities described below must be timed according to the statutory operating requirements, the service conditions under which the unit is used, and the environ-mental conditions in the area where the vehicles are operated. In general, maintenance at KB is subdivided into:


6.1 Inspection The G16 pulse generator works without wear or contact therefore requires no special maintenance. It merely needs checking for good external condition and the system functionality for which the unit is used at regular intervals by the vehicle operator. 6.1.1 Interval To be defined mutually with the vehicle operator. 6.1.2 Special tools Not required 6.1.3 Procedure

• Pass a feeler gauge through the inspection in the axle box in order to measure the spacing h be-tween the speed sensor and pole wheel (see figure.2). The spacing h must be between 0.4 – 1.4 mm.







• The spacing can be enlarged by the addition of a flange plate. See section 4.1.1. • Make sure that the connection on the terminal box is correct. • Check the condition of the preventive hose; exchange the speed sensor if the protective hose is

found to be cracked or broken • Give all the other parts a careful inspection; exchange the speed sensor in case of damage.

6.2 Servicing Not required. 6.3 Repair Please contact a KB India if the unit develops a malfunction that cannot be corrected by the measures described in Section 7. 6.4 Overhaul There is no provision for overhauling the unit. The unit must be exchanged in accordance with the de-fined exchange intervals. 7 Troubleshooting If the unit starts to malfunction, trace possible problems on board. Causes of problems can be corrected with the help of the directions proposed for debugging. 7.1 Special tools Not required 7.2 Procedure


Speed signal miss-ing or erroneous.

No Electric Connection. Check the wiring. Electric cabling in the vehicle is damaged Replace the electric cabling. Spacing h (see Fig. 2) between pulse generator and pole wheel is beyond its specification of 0.4 to 1.4 mm.

Check the spacing and correct if necessary.

End face of pulse generator is damaged Replace the pulse generator. Pulse generator’s electric cable is dam-aged.

Replace the pulse generator.

Electronic part of pulse generator is de-fective

Check electronic circuitry, if neces-sary, replace the pulse generator.