By Escorts

OPERATION AND MAINTENANCE MANUAL
AXLE MOUNTED DISC BRAKE SYSTEM

Doc. No. RED-RD-BS-001-OM-01 (Rev 03)
Customer Spec No. RDSO/2011/CG-04/Rev.-01
Document Revision History

Rev. Date Changes and reasons for Prepared Reviewed Approved
change by by by
00 24/02/2016 Initial release Biswajit Bose Dharminder Samit Kar
Sharma
01 21/04/2016 Documents revised as per IRIS Biswajit Bose Dharminder Samit Kar
requirement Sharma
02 10/01/2019 Additional Information added Biswajit Bose Satish Kumar I Bhaskara Rao K
03 18/06/2020 Additional Information added Biswajit Bose Satish Kumar I Bhaskara Rao K
and Change of Format
AXLE MOUNTED DISC BRAKE SYSTEM Rev.03
Doc. No. RED-RD-BS-001-OM-01 Date-18/06/2020
CUSTOMER SPEC. NO. RDSO/2011/CG-04 Rev.01
TABLE OF CONTENTS
1 INTRODUCTION.............................................................................................................................. 10
1.1 MAIN COMPONENTS OF AN AXLE MOUNTED DISC BRAKE SYSTEM.................. 10
2 BRAKE PANEL ................................................................................................................................. 11
2.1 DISTRIBUTOR VALVE WITH RELAY VALVE KE ..................................................... 12
2.2 CONTROL RESERVOIR.......................................................................................... 13
2.3 ISOLATING COCK .................................................................................................. 13
2.4 CHECK VALVE........................................................................................................ 13
2.5 CHECK CONNECTION / TEST FITTINGS ............................................................... 13
2.6 AUXILIARY RESERVOIR AND DRAIN COCKS........................................................ 14
2.7 AIR BRAKE HOSE COUPLING ................................................................................ 14
2.8 ANGLE COCK ......................................................................................................... 14
2.9 PASSENGER EMERGENCY EQUIPMENT.............................................................. 15
2.10 EMERGENCY BRAKE ACCELERATOR (EBA) ........................................................ 15
2.10.1SCHEMATIC ......................................................................................................... 15
2.10.2COMPONENTS DESCRIPTION: ........................................................................... 16
2.11 BRAKE INDICATOR ................................................................................................ 17
2.12 FLEXIBLE HOSE ..................................................................................................... 17
2.13 PART LIST OF PANEL MOUNTED BRAKE SYSTEM AC/NON AC CAR ................... 19
2.14 PART LIST OF PANEL MOUNTED BRAKE SYSTEM FOR POWER CAR................. 21
3 MANDATORY SPARES FOR PMBS ................................................................................................... 22
3.1 REPAIR KIT FOR PMBS PANEL ASSEMBLY (1EB9479) ......................................... 22
3.2 CHECK VALVE ASSEMBLY AC/NAC ...................................................................... 24
3.3 COMBINED CHECK VALVE (POWER CAR) ............................................................ 25
3.4 ISOLATING COCK WITH VENT ............................................................................... 26
3.5 ISOLATING COCK WITHOUT VENT ....................................................................... 28
3.6 REPAIR KIT FOR BRAKE INDICATOR (DOUBLE) (2EB 6612)................................. 30
3.7 REPAIR KIT FOR TEST FITTING K1E (4EB 5681).................................................. 31
3.8 REPAIR KIT FOR AIR FILTER (3EB 5655) ............................................................... 32
3.9 REPAIR KIT FOR CHECK VALVE ASSEMBLY (4EB 5664) ...................................... 33
3.10 PIPE FITTINGS (PMBS) .......................................................................................... 34
3.11 PIPE FOR (PMBS) ................................................................................................... 34
3.12 EMERGENCY BRAKE ACCELERATOR(EBA) (1EB 6367)....................................... 34
3.12.1EMERGENCY BRAKE ACCELERATOR (EBA) MAIN HOUSING SUB-ASSY PART LIST 36
3.12.2EMERGENCY BRAKE ACCELERATOR (EBA) PILOT VALVE SUB ASSY PART LIST 38
3.12.3EMERGENCY BRAKE ACCELERATOR (EBA) VALVE STEM SUB-ASSY. PART LIST 40
3.12.4EMERGENCY BRAKE ACCELERATOR (EBA) INTERMEDIATE HOUSING SUB-ASSY. 41
4 OVERHAULING OF AXLE MOUNTED DISC BRAKE SYSTEM............................................................... 43
4.1 TOOLS FOR OVERHAULING AMDBS IN OPEN LINE DEPOT /WORKSHOP .......... 43
4.2 TEST RIGS FOR IOH & POH REPAIRS ................................................................... 43
4.3 OTHER FACILITIES ................................................................................................ 43
4.4 CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /COMPONENTS) ............... 44
4.5 INSPECTION/REPLACEMENT CRITERIA (AIR BRAKE EQUIPMENT/ COMPONENTS) 44
4.6 LUBRICATION AND RECOMMENDED GREASES .................................................. 45
4.7 STORAGE LIFE....................................................................................................... 45
4.8 RUBBER ITEM STORAGE CONDITIONS: ............................................................... 45
4.9 PROTECTION OF THE EQUIPMENT ...................................................................... 46
4.10 RECOMMENDED SCHEDULE MAINTENANCE ATTENTION FOR LHB COACH EQUIPMENT
................................................................................................................................ 47
5 BRAKE CALIPER .............................................................................................................................. 48
5.1 INTRODUCTORY PROVISIONS ............................................................................. 48
5.2 DEFINITION ............................................................................................................ 48
5.3 DESCRIPTION ........................................................................................................ 48
5.4 FUNCTION .............................................................................................................. 48
Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

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5.4.1 BRAKING COMPRESSED ..................................................................................... 48

5.4.2 BRAKE RELEASE .................................................................................................. 48
5.4.3 BRAKING WITH HAND BRAKE.............................................................................. 49
5.4.4 RELEASING OF HAND BRAKE ............................................................................. 49
5.4.5 WORKING OF BRAKE SIGNALING DEVICE ......................................................... 49
5.4.6 SETTING UP OF WORKING STROKE ................................................................... 49
5.5 CONDITION OF USE............................................................................................... 49
5.5.1 BASIC TECHNICAL DATA ..................................................................................... 49
5.6 HAND BRAKE CONNECTING PARTS AND HARDWARE ........................................ 50
5.7 MOUNTING ............................................................................................................. 51
5.7.1 MOUNTING TO THE VEHICLE .............................................................................. 51
5.7.2 MOUNTING OF DISC BRAKE UNIT BY PRODUCER OR SPECIALIZED WORKPLACE 52
5.8 TESTING................................................................................................................. 52
5.9 DISMOUNTING ....................................................................................................... 52
5.10 SERVICE AND MAINTENANCE .............................................................................. 52
5.10.1IN THE COURSE OF OPERATION ....................................................................... 52
5.10.2IN THE REPAIRING PLANT .................................................................................. 53
5.10.3PERMISSIBLE WEAR OF MAIN PARTS ............................................................... 53
5.11 SPARE PARTS........................................................................................................ 54
5.12 REPAIRS ................................................................................................................ 54
5.13 SPARE PARTS LIST FOR DISC BRAKE UNIT DAKO KBZ DRWG. NO. 90026-228/..../..58
6 WHEEL SLIDE PROTECTION (WSP) SYSTEM ..................................................................................... 62
6.1 GENERAL ............................................................................................................... 62
6.2 DESIGN .................................................................................................................. 62
6.2.1 CONTROL UNIT..................................................................................................... 62
6.2.2 SENSOR GEL AND POLE WHEELS ...................................................................... 63
6.2.3 VALVE DAKO N8.1 ................................................................................................ 63
6.2.4 PRESSURE SWITCH DAKO TSM1 ........................................................................ 63
6.3 FUNCTION OF ANTISKID DEVICE.......................................................................... 63
6.3.1 CONTROL UNIT..................................................................................................... 64
6.3.2 SPEED SENSOR GEL ........................................................................................... 76
6.3.3 VALVE DAKO N8.1 ................................................................................................ 76
6.3.4 STABILIZER 110V/24V .......................................................................................... 76
6.4 ASSEMBLY ............................................................................................................. 76
6.4.1 CONTROL UNIT..................................................................................................... 76
6.4.2 SPEED SENSOR GEL ........................................................................................... 77
6.4.3 VALVE DAKO N8.1 ................................................................................................ 77
6.5 5 SERVICE INSTRUCTION ..................................................................................... 78
6.5.1 PUTTING INTO OPERATION................................................................................. 78
6.5.2 BASIC OPERATION OF THE CONTROL UNIT (DISPLAY 01) ............................... 79
6.5.3 MAIN MENU........................................................................................................... 79
6.5.4 SETTING THE VEHICLE TYPE .............................................................................. 83
6.5.5 USER TEST ........................................................................................................... 84
6.5.6 THE MEANING OF INDIVIDUAL FAILURES OF WSP............................................ 84
6.5.7 SRAM CONTENTS DISPLAYING........................................................................... 87
6.5.8 ERASING THE SRAM CONTENTS ........................................................................ 90
6.5.9 PASSED DISTANCE VIEW .................................................................................... 90
6.5.10SRAM TO PC UPLOAD......................................................................................... 90
6.6 MAINTENANCE ...................................................................................................... 94
6.6.1 CONTROL UNIT..................................................................................................... 94
6.6.2 SPEED SENSOR GEL ........................................................................................... 94
6.6.3 VALVE DAKO N8.1 ................................................................................................ 94
6.7 IDENTIFICATION OF FAILURES ............................................................................. 95
6.7.1 FAILURES OF THE POWER SUPPLYING ............................................................. 95
6.7.2 FAILURES OF THE INPUT SIGNALS AND THE SPEED MEASURING.................. 95

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6.7.3 FAILURES OF THE OUTPUT SIGNALS................................................................. 96

6.7.4 FAILURES OF THE CONTACT OUTPUTS............................................................. 97
6.8 TROUBLESHOOTING ............................................................................................. 98
6.8.1 CONTROL UNIT..................................................................................................... 98
6.8.2 SPEED SENSOR GEL ........................................................................................... 98
6.8.3 VALVE DAKO N8.1 ................................................................................................ 98
6.9 LIMIT STATES OF DEVICES OF ANTISKID DEVICE ............................................... 98
7 DUAL CHANNEL SPEED SENSOR...................................................................................................... 99
7.1 GENERAL INFORMATION ...................................................................................... 99
7.2 VALIDITY ................................................................................................................ 99
7.3 TARGET GROUP .................................................................................................... 99
7.4 ABBREVIATIONS AND GLOSSARY ........................................................................ 99
7.5 SYMBOLS, MARKS AND WARNINGS ................................................................... 100
8 IDENTIFICATION OF THE SPEED SENSOR........................................................................................101
8.1 ID PLATE .............................................................................................................. 101
8.2 TYPE CODE .......................................................................................................... 102
8.3 SCOPE OF DELIVERY .......................................................................................... 102
9 HOW TO AVOID PROPERTY DAMAGE OR MALFUNCTIONS............................................................103
9.1 CORRECT USE..................................................................................................... 103
9.2 NOTES FOR OPERATORS AND MANUFACTURERS ........................................... 103
9.3 MODIFICATIONS AND CONVERSIONS................................................................ 103
9.4 SOURCES OF HAZARDS...................................................................................... 103
9.4.1 PROTECTIVE CAP .............................................................................................. 103
9.4.2 MEASURING SURFACE ...................................................................................... 104
9.4.3 AIR GAP BETWEEN MEASURING SURFACE AND TARGET WHEEL ................ 104
9.4.4 ELECTROSTATIC DISCHARGE .......................................................................... 104
9.4.5 SCREWED CABLE GLAND.................................................................................. 104
9.4.6 CABLE DUCT....................................................................................................... 104
9.4.7 DIRT .................................................................................................................... 105
9.4.8 NOTES ON ELECTROMAGNETIC COMPATIBILITY ........................................... 105
10 DESCRIPTION ................................................................................................................................107
10.1 USE....................................................................................................................... 107
10.2 PARTS .................................................................................................................. 107
10.3 FUNCTION ............................................................................................................ 108
11 MOUNTING ...................................................................................................................................109
11.1 CHECKING THE MOUNTING DEVICE .................................................................. 109
11.2 SECURING THE SPEED SENSOR........................................................................ 110
12 CONNECTION ................................................................................................................................113
12.1 CONNECTOR ASSIGNMENT................................................................................ 113
12.2 EXAMPLES OF POWER SUPPLIES ...................................................................... 114
12.2.1SPEED SENSOR WITH VOLTAGE OUTPUT (GEL 2475V􀲣XXXL...) .................. 114
12.3 CONNECTING AND TESTING THE SPEED SENSOR ........................................... 115
13 REMOVAL AND DISPOSAL .............................................................................................................116
13.1 REMOVING THE SENSOR.................................................................................... 116
13.2 DISPOSAL ............................................................................................................ 116
14 MAINTENANCE..............................................................................................................................117
15 FAULTS ..........................................................................................................................................118
16 APPENDIX .....................................................................................................................................119
16.1 TECHNICAL DATA ................................................................................................ 119
16.2 SCALE DRAWING ................................................................................................. 122

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16.3 ASSEMBLY DRAWING ......................................................................................... 123

16.3.1DRILLING PLAN (TOP VIEW) ............................................................................. 124
16.4 OUTPUT SIGNALS................................................................................................ 124
16.4.1SIGNAL LEVEL ................................................................................................... 124
16.4.2SIGNAL PATTERN ............................................................................................. 126

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TABLE OF FIGURES
Figure 1: Panel Mounted Brake System........................................................................................ 11
Figure 2: Distributor Valve with Relay Valve KE ............................................................................ 12
Figure 3: Control Reservoir ........................................................................................................... 13
Figure 4: Isolating Cock ................................................................................................................ 13
Figure 5: Auxiliary Reservoir ......................................................................................................... 14
Figure 6: Drain Cock ..................................................................................................................... 14
Figure 7: Air Brake Hose Coupling ................................................................................................ 14
Figure 8: Angle Cock .................................................................................................................... 15
Figure 9: Schematic for EBA......................................................................................................... 15
Figure 10: Installation layout for EBA ............................................................................................ 16
Figure 11: Brake Indicator............................................................................................................. 17
Figure 12: Air Brake Equipment Layout for LHB AC/Non AC Coaches Fitted with Axle Mounted
Disc Brake .................................................................................................................... 18
Figure 13: Air Brake Equipment Layout for LHB Coaches Fitted with Axle Mounted Disc Brake
(Power Car) .................................................................................................................... 20
Figure 14: Exploded View of PMBS Panel .................................................................................... 23
Figure 15: Exploded View of Check Valve Assembly AC/NAC ...................................................... 24
Figure 16: Exploded View of Combined Check Valve (Power Car) ............................................... 25
Figure 17: Exploded View of Isolating Cock with Vent .................................................................. 26
Figure 18: Exploded View of Isolating Cock Without Vent ............................................................. 28
Figure 19: Exploded View of Brake Indicator (Double) .................................................................. 30
Figure 20: Exploded View of Test Fitting K1E ............................................................................... 31
Figure 21: Exploded View of Air Filter ........................................................................................... 32
Figure 22: Exploded View of Check Valve Assembly .................................................................... 33

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Figure 23: Exploded View of Emergency Brake Accelerator (EBA) ............................................... 35
Figure 24: Exploded View of Emergency Brake Accelerator (EBA) Main Housing Sub- Assy. ...... 37
Figure 25: Exploded View of Emergency Brake Accelerator (EBA) Pilot Valve Sub-Assy ............. 39
Figure 26: Exploded View of Emergency Brake Accelerator (EBA) Valve Stem Sub-Assy. ........... 40
Figure 27: Exploded View of Emergency Brake Accelerator (EBA) Intermediate Housing Sub-Assy.
............................................................................................................................................... 42
Figure 28 – Flexible Ball Cable Coach (3eb 6619) ........................................................................ 50
Figure 29 – Flex Ball Cable Long (3EB 8066) & Flex Ball Cable Short (3EB 8065) ....................... 51
Figure 30: Disc Brake Unit (1) ....................................................................................................... 55
Figure 31: Disc Brake Unit (2)....................................................................................................... 56
Figure 34: Electronic Wheel slip protection controller PE 94.2 MSV ............................................. 63
Figure 35: Power supply module – PSU ....................................................................................... 65
Figure 36: Pres-stabilizer module - JPZ ........................................................................................ 66
Figure 37: Frequency Input Module - JFP ..................................................................................... 68
Figure 38: Processor Module – CPU ............................................................................................ 70
Figure 39: Binary I / O Module – JIO............................................................................................. 71
Figure 40: Output module – JOP .................................................................................................. 73
Figure 41: WSP switching module – JSP ...................................................................................... 74
Figure 42: Display module - DISPLAY 01 ..................................................................................... 75
Figure 43: basic image of standard and recommended mounting on the vehicle .......................... 77
Figure 44: Basic screen ................................................................................................................ 79
Figure 45: Frequency input ........................................................................................................... 80
Figure 46: Logical outputs............................................................................................................. 80

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Figure 47: Logical outputs - cut-off and exhaust valves ................................................................ 81
Figure 48: Logical outputs - auxiliary signals ................................................................................ 81
Figure 49: Memory for constants .................................................................................................. 81
Figure 50: Onboard clock and its setting ....................................................................................... 81
Figure 51: External RAM .............................................................................................................. 82
Figure 52: Main menu structure .................................................................................................... 82
Figure 53: Selecting the vehicle type from the database ............................................................... 83
Figure 54: Test of tri-state valves and relay disconnectors............................................................ 84
Figure 55: Failure log validity ........................................................................................................ 87
Figure 56: Long-lasting slips ......................................................................................................... 88
Figure 57: Techo-generator failure................................................................................................ 89
Figure 58: Cut-off valve failure ...................................................................................................... 89
Figure 59: Exhaust Valve failure ................................................................................................... 89
Figure 60: Erasing the failure records ........................................................................................... 90
Figure 61: Passed distance .......................................................................................................... 90
Figure 62: Communication Settings .............................................................................................. 91
Figure 63: The failure counters ..................................................................................................... 93
Figure 64: Speed Sensor ............................................................................................................ 101
Figure 65: Protective Cap ........................................................................................................... 103
Figure 66: Electromagnetic Compatibility .................................................................................... 105
Figure 67: Speed Sensor ............................................................................................................ 107
Figure 68: Mounting Device ........................................................................................................ 109
Figure 69: Chamfer of the mounting Device ................................................................................ 110
Figure 70:Speed Sensor Mounting ............................................................................................. 111

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Figure 71: Measuring resistor with current output ....................................................................... 114
Figure 72: speed sensor with voltage output ............................................................................... 114
Figure 73: speed sensor with voltage output ............................................................................... 115
Figure 74: Scale Drawing of Speed Sensor mounting ................................................................. 122
Figure 75: Speed Sensor mounting drawing ............................................................................... 123
Figure 76: Speed Sensor mounting position ............................................................................... 124
Figure 77: Signal level at voltage output (signal pattern S-, V-, X-) ............................................. 124
Figure 78: Signal level at voltage output (signal pattern D-, H-, DL, HL) ..................................... 125
Figure 79: Signal level at voltage output (signal pattern DM, VM) ............................................... 125
Figure 80: Signal level at current output (signal pattern DI, VI) ................................................... 125
Figure 81: Signal Pattern ............................................................................................................ 126

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1 INTRODUCTION
Axle Mounted Disc Brake System is used in LHB Coaches of passenger trains equipped with
FIAT Bogies.
Working Principle: When the Brake is applied, the Brake Pipe pressure is reduced and the
controlled Brake Cylinder pressure from the Brake system reaches Bogie Brake Calipers which
clamp the Brake Discs mounted on the Axle leading to Braking of the train. The brake system
is also equipped with Wheel Slide Protection (WSP) system to continuously monitor the wheel
to track contact conditions and prevent Wheel skidding while braking.
1.1 MAIN COMPONENTS OF AN AXLE MOUNTED DISC BRAKE SYSTEM
1. Panel Mounted Brake System (PMBS)

2. Wheel Slide Protection Unit (WSP)
3. Dump Valve
4. Brake Caliper Unit
5. Brake Pads
6. Flex ball cable arrangement (for parking brakes) (Used only for Generator & SLR coaches).

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2 BRAKE PANEL
The Panel contains the items as shown on the Figure 1. Incorporation of these within a panel
gives a tidier appearance and also allows vulnerable items to be easily protected against
damage from stones and other flying debris.
Figure 1: Panel Mounted Brake System
Caution!
 During installation the car is to be placed on a pit.
 The person has to wear helmet, hand gloves and safety shoes.
 Proper lifting equipment to be used to lift the panel.
 Proper tools to be used for tightening the mounting bolts.
 Cut off the pressurized pneumatic pipe connection during pipe installation.

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Warning!
To avoid personal injury from movement of the various parts when

operating the system, all personnel must be clear of Bogie and Brake
pads before the cylinder is pressurized
2.1 DISTRIBUTOR VALVE WITH RELAY VALVE KE
A UIC approved KE Distributor Valve is used, which varies the Brake Cylinder pressure in response
to change in Air Brake Pipe pressure. The KE Distributor Valve are the most widely used DV in UIC
countries around globe and their population around the world over 1 million. This range of DV
complies with all UIC requirements.
The basic DV of ESCORTS design has some excellent features like.
1. Max. Pressure limiter, resulting in limiting of max. BC pressure to require value irrespective of
BP pressure.
2. Material is Aluminium casting hence light weight and negligible scrap value and not being
prone to pilferage. This improves the reliability of the brake system.
3. The Relay Valve is universal type which can fill any size of Brake Cylinder irrespective of
application and release times.
Figure 2: Distributor Valve with Relay Valve KE

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2.2 CONTROL RESERVOIR
A 6 ltrs. Control Reservoir is fitted to the Brake Panel for the use of the Distributor Valve.
Figure 3: Control Reservoir
2.3 ISOLATING COCK
The Isolating Cock enables the Auxiliary Reservoir to be isolated from the feed pipe.
Figure 4: Isolating Cock
2.4 CHECK VALVE
The Check Valve is a non-return valve which prevents the loss of air from the Reservoirs in case of
leakage or pressure drop in the Feed pipe.
2.5 CHECK CONNECTION / TEST FITTINGS
Check connection with Dummy Plugs on chains are provided for monitoring the following:
1. Control Reservoir pressure.
2. Auxiliary Reservoir pressure.
3. Brake Cylinder pressure.

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2.6 AUXILIARY RESERVOIR AND DRAIN COCKS
The Auxiliary Reservoir of capacity 125 & 75 ltrs. are charged from the Feed Pipe at the rate of 6
kg/cm2 and also from the Brake Pipe through the DV at the rate of 5 kg/cm2. a manual Drain-Cock
is provided to each Auxiliary Reservoir to allow the condensate to be drained from the Reservoir.
Figure 5: Auxiliary Reservoir
Figure 6: Drain Cock
2.7 AIR BRAKE HOSE COUPLING
The BP and FP hose couplings are fitted on either end of the coach.
Figure 7: Air Brake Hose Coupling
2.8 ANGLE COCK
Angle Cocks are fitted at either end of both the Air Brake Pipe and Feed Pipe and are used during
coupling or uncoupling of coaches. When open they provide an unobstructed flow of air; when
closed the air pipe is isolated and any pressure in the Air Brake Hose is vented to atmosphere.

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Figure 8: Angle Cock
2.9 PASSENGER EMERGENCY EQUIPMENT
There is one Passenger Emergency Alarm Signal device situated on the end well of the coach and
these allow a passenger to stop the Train with max. braking power in case of emergency. The
Passenger Emergency Valve is connected to an Emergency Brake Valve which opens the Brake Pipes
to atmosphere.
2.10 EMERGENCY BRAKE ACCELERATOR (EBA)
Emergency Brake Accelerator (EBA) is a device, which decreases the Brake application time on the
bogies, in order to stop trains safely within minimum stopping distance.
Emergency Brake Accelerator is mounted on the Brake Pipe as shown in schematic (Refer Fig 9).
When a fast pressure reduction of the BP line pressure takes place, which is equal to an Emergency
Brake Application, the Emergency Brake Accelerator supports this pressure reduction and vents the
Brake Pipe pressure (air) via a large orifice O (Refer Fig 10). If Pressure reduction in BP line is not up
to emergency level (e.g. service brake application), EBA will not actuate. The Emergency Brake
Accelerator will stop to vent the brake pipe between 2.5 kg/cm2 to 1.5 kg/cm2 of Brake pipe line
pressure.
2.10.1 SCHEMATIC
Figure 9: Schematic for EBA

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Fig.9 represents the Schematic layout of the braking system of a coach (motor coach as well as AC
coach); EBA is mounted on BP line as shown in series.
2.10.2 COMPONENTS DESCRIPTION:

EBA assembly comprises of following main components
Figure 10: Installation layout for EBA
2.10.2.1 MAIN HOUSING

It is the main body of EBA, consisting of Pilot Valve, Intermediate Housing, Rapid
Venting Valve, and all other parts assembled on it for required function.
2.10.2.2 INTERMEDIATE HOUSING
Intermediate Housing is a body assembled on Main Housing, separated by a
Diaphragm of valve stem assembly, creating two sections i.e. Chamber 1 and
Chamber 2.
2.10.2.3 PILOT VALVE
Pilot Valve ensures that the chamber 2 of EBA does not get charged beyond 6 ±0.2
Kg/cm2 even if the main line pressure goes beyond this limit. It is a one-way
operating valve and keeps chamber 1 and chamber 2 connected always, till chamber
is in pressure range of 0-6±0.2 Kg/cm2.
It Consists of Piston sub assembly arrangement, which ensures one-way movement.
2.10.2.4 VALVE STEM ASSEMBLY
This assembly consists of Top Valve Plate, Bottom Valve Plate, Valve Stem and a
Diaphragm in between these two plates, all these parts assembled on the Valve
Stem. This assembly separates the Main Housing and Intermediate Housing, as a
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Diaphragm sealed on top of the base body, if pressure difference takes place in
between two sections, this assembly provides a linear motion accordingly.
2.10.2.5 MOUNTING BRACKET
Mounting Bracket is used for mounting EBA Valve at the prescribed position on the
frame. It consists of Main Exhaust Port, which exhaust the air vertically downward.
2.10.2.6 RAPID VENTING VALVE
Rapid Venting Valve is used for venting the air trapped in Control Chamber 2 after
Emergency Brake Application.
2.10.2.7 CONTROL CHAMBER 1
The Control Chamber 1 of Emergency Brake Accelerator (EBA) is connected with
Brake Pressure line (BP) normally at pressure of 5 Kg/cm2.
2.10.2.8 CONTROL CHAMBER 2
This Control Chamber 2 of Emergency Brake Accelerator (EBA) is on the lower side of
the valve. The pressure of this chamber builds up by BP through the Pilot Valve, and
this pressure is equivalent to pressure in Control Chamber 1. Generally for applying
brakes BP is reduced to a certain rate, simultaneously Chamber 2 gets isolated from
BP Line, and a pressure difference takes place between both chambers.
2.11 BRAKE INDICATOR
UIC pattern Twin Brake Indicator are fitted on each side of the Bogie and give indications for the
brakes on each Bogie, when the Brakes are applied red indication is shown and when the Brakes
are released a green indication is shown.
Figure 11: Brake Indicator
2.12 FLEXIBLE HOSE
Flexible Hose in the pipe between pneumatic valve and Bogie provide a Flexible Coupling between
the body and the Bogies. Hoses are used to give a flexible connection between the Bogie and the
Brake Actuator.

Page 17
Figure 12: Air Brake Equipment Layout for LHB AC/Non AC Coaches Fitted with Axle Mounted Disc Brake

Page 18
2.13 PART LIST OF PANEL MOUNTED BRAKE SYSTEM AC/NON AC CAR
SR. NO. POSN. ITEM DESCRIPTION DRAWING NO. QTY

1 C1 FLEXIBLE HOSE FOR BOGIE (650) 1J112000031 4
BRAKE HOSE WITH HIGH PR. CIMPING
2 C2 AND END FITTING 3EB 9942 8
DISC BRAKE UNIT AC CAR (WITHOUT 1EB 8121B (90026-
3 C3, C6 HAND BRAKE PROVISION) 225/1210/10) 4
DISC BRAKE UNIT AC CAR (WITHOUT 1EB 8121B (90026-
4 C4, C6 HAND BRAKE PROVISION) 225/1120/10) 4
5 B10 PMBS- LHB FOR AC/NAC 1EB 9479 1
6 B10-1 DISTRIBUTOR VALVE TYPE KE1PKSL-LHB 3EB 6621 1
7 B10-2 CHECK VALVE 3EB10979 3
8 B10-3 ISOLATING COCK FOR BC1/BC2 4EB10913 2
FILTER (1 NO. - MANIFOLD ASSY: 1NO. -
9 B10-9 ON MAIN PANEL) 3EB5655 2
10 B10-4 ISOLATING COCK FOR FP/CDTS 4EB10913 2
11 B10-5 PRESSURE SWITCH 1.8-1.3 BAR 3EB 8146 1
12 B10-6 TEST FITTING K1-E (INSTALLATION) 4EB 5681 4
13 B17 FRAME PMBS - LHB 1EB 9477 1
14 B3 AIR RESERVOIR 75 L 3EB 5289 1
15 B4 RESERVOIR 6 L 3EB 6685 1
17 B6 CUT OFF ANGLE COCK WITH VENT 2KB 4024 4
18 B7 AIR BRAKE HOSE COUPLING FP WD-81027-S/1 2
RDSO/SK-73547
19 B8 AIR BRAKE HOSE COUPLING BP ITEM 1 TO 7 2
20 B9A SINGLE BRAKE INDICATOR 3EB 6615 4
EMERGENCY BRAKE ACCELERATOR EBA
21 B15 S/L WITH BKT. 1EB 6367 1
22 B16 BALL VALVE 1" 4EB 9482 2
23 N1 EMERGENCY PULL BOX 3EB 6614 1
24 N2 EMERGENCY BRAKE VALVE (LHB) 2KB 3683 / A 1
25 G1 ESCORTS ANTI SKID DEVICE 3EB 8242 1
DUMP VALVE WITH WIRE HARNESS (3.5
26 G2A METER) 1J1124000024 2
27 G2B METER) 1J1124000043 2
28 G3 TOOTHED WHEELS 3EB 6618 4
29 G4 JUNCTION BOX 1J1124000013 4
30 G5 SPEED SENSORWITH WIRE HARNESS 1J1124000023 4

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Figure 13: Air Brake Equipment Layout for LHB Coaches Fitted with Axle Mounted Disc Brake (Power Car)

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2.14 PART LIST OF PANEL MOUNTED BRAKE SYSTEM FOR POWER CAR
SR. NO. POSN. ITEM DESCRIPTION DRAWING NO. QTY

1 C1 FLEXIBLE HOSE FOR BOGIE (650) 1J112000031 4
BRAKE HOSE WITH HIGH PR. CIMPING AND
2 C2 END FITTING 3EB 9942 8
BRAKE UNIT KBZ 10J 400L WITHOUT HAND 1EB 8121A
BRAKE AND WITHOUT SIGNALING DEVICE (90026-225/2210/10) 4
C4,C6, BRAKE UNIT KBZ 10J 400L WITHOUT HAND 1EB 8121A
3 C3,C6 BRAKE AND WITHOUT SIGNALING DEVICE (90026-225/2120/10) 2
BRAKE UNIT KBZ 10R 400L, WITH HAND 1EB 8122
4 C5-1, C6 BRAKE AND WITHOUT SIGNALING DEVICE (90026-227/2121/10) 2
5 B10 BRAKE PANEL 1EB 9480 1
DISTT. VLV. KE1IPKSL WITH RELAY VLV KR1D
6 B10-1 & MOUNTING BKT. 3EB 6621 1
7 B10-2 CHECK VALVE 3EB10979 3
8 B10-3 ISOLATING COCK FOR BC1/BC2 4EB10913 2
FILTER (1 NO. - MANIFOLD ASSY; 1 NO. - ON
9 B10-9 MAIN PANEL) 3EB5655 2
10 B10-4 ISOLATING COCK FOR FP/CDTS 4EB10913 2
11 B10-5 PRESSURE SWITCH 1.8-1.3 BAR 3EB 8146 1
12 B10-6 TEST CONNECTOR K1-E (INSTALLATION) 4EB 5681 4
13 B11.B AIR RESERVOIR 6 L (CR) 3EB 6684 1
14 B17 FRAME PMBS - LHB 1EB 9477 1
16 B4 RESERVOIR 6 L 3EB 6685 1
18 B6 CUT OFF ANGLE COCK WITH VENT 2KB 4024 4
19 B7 AIR BRAKE HOSE COUPLING FP WD-81027-S/1 2
RDSO/SK-73547
20 B8 AIR BRAKE HOSE COUPLING BP ITEM 1 TO 7 2
21 B9B SINGLE BRAKE INDICATOR 3EB 6615 6
3EB 9501, 3EB 9502, 1
22 B13 PRESSURE GAUGE FOR BP, FP & BC 3EB 9503 EACH
EMERGENCY BRAKE ACCELERATOR EBA S/L
23 B15 WITH BKT. 1EB 6367 1
24 B16 BALL VALVE 1" 4EB 9482 1
ISOLATING COCK WITHOUT VENT OR 4EB 9840 OR
25 N4 ISOLATING COCK WITHOUT VENT 1J11200000(ICF ONLY) 1
26 G1 ESCORTS ANTI SKID DEVICE 3EB 8242 1
27 G2A METER) 1J1124000024 2
28 G2B METER) 1J1124000043 2
29 G3 TOOTHED WHEELS 3EB 6618 4
30 G4 JUNCTION BOX 1J1124000013 4
31 G5 SPEED SENSORWITH WIRE HARNESS 1J1124000023 4
32 G7 ROLLER LEVER VALVE 3EB 9505 1

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3 MANDATORY SPARES FOR PMBS

S. NO. DESCRIPTION QUANTITY DRAWING NO.
1 (SCI*) HOSE CONNECTION (BRAKE HOSE R1/2”X650 mm) 4 1J112000031
2 (SCI*) BRAKE HOSE CONICAL TYPE 8 3EB9942
3 (SCI*) PASSENGER EMERGENCY BRAKE VALVE NB12 1 2KB 3683A
4 SINGLE FEERULE FITTING 18 OD X 1/2" (SS-304) 8 4EB 9759/3
5 SINGLE FERRULE FITTING 28 OD X 1" (SS -304) 6 4EB 9759/5
7 (SCI*)CUT OFF ANGLE COCK 1" IRS 4 2KB4024 ALT.04
8 (SCI*)AIR BRAKE HOSE COUPLING FOR FEED PIPE 2 WD-81027-S/1
9 (SCI*)AIR BRAKE HOSE COUPLING FOR BRAKE PIPE 2 RDSO/SK-73547
ITEM 1 TO 7
3.1 REPAIR KIT FOR PMBS PANEL ASSEMBLY (1EB9479)
REPAIR KIT FOR PMBS PANEL ASSEMBLY

S.NO DESCRIPTION QUANTITY DRAWING NO
1 O-RNG (125.9x3.5) 2 4EP6403/2
2 O-RING (52x3.5) 2 4EP 6267/4
3 O RING (107.9X3.5) 1 4EP 6309/2
4 O-RING DIA 64.77X3.5 1 4EP6420/8
5 O-RING (70.12x3.5) 1 4EP 6194/1
6 O-RING (37x3.5) 1 4EP 6267/11
7 O RING 45.62X3.5 2 4EB 9420/7
8 O-RING (77.56x3.5) 1 4EP 6194/10
9 O-RING ?33x3.5 1 4EB10026/9
10 O RING 57.4X3.53 2 4EB 9420/5
11 O-RING DIA 180.98X3.5 1 4EP6420/10
12 O RING 98.9X3.5 1 4EB 9421/5
13 O-RING (86.4x3.5) 1 4EB 9314/7
14 O-RING (42.9x3.5) 1 4EB 9314/12
15 O-RING (75.25x3.5) 1 4EP 6267/12
16 O-RING (101.44x3.5) 1 4EB 9314/2
17 O-RING (47.3x3.5) 1 4EP 6195/8
18 O-RING (119.92x3.5) 1 4EP 6194/8
19 O-RING 61.5X3.5 2 4EB 9421/10
20 O RING 73.34X3.5 1 4EB 9420/8
21 O RING (68.1X3.5) 1 4EP 6309/1
22 O-RING DIA.122.35x3.5 2 4EB10026/17
23 O-RING DIA 94.45X3.5 1 4EP6420/4
24 O-RING (83.82x3.5) 1 4EP6403/1
25 O-RING (54.22x3.5) 1 4EP6403/3
26 O-RING (158.44x3.5) 1 4EP 6195/5
27 O-RING DIA 97X3.5 1 4EP6420/2
28 O-RING 18X3.5 24 4EB 9420/9
29 O-RING 13X3.5 6 4EB 9420/10

Page 22
30 O-RING (12x3) 8 4EP 6267/7

31 O-RING (7X2.5) 9 4EP6334/2
32 O-RING (80.46x3.5) 1 4EP 6195/1
Figure 14: Exploded View of PMBS Panel

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3.2 CHECK VALVE ASSEMBLY AC/NAC
Figure 15: Exploded View of Check Valve Assembly AC/NAC
CHECK VALVE ASSEMBLY AC/NAC

S.NO PART NO DESCRIPTION QTY DRG. NO.
1 1J112000039PR HOUSING 1 1J112000039
2 1B11601071000 BUSH 1 4EB 5658
3 1J20060400300 VALVE HEAD 1 4EB5659
4 1J20060400600 COMPRESSON SPRING 1 4EB5660
5 1J00005280000 VALVE GUIDE 1 4EB 5663
6 1J20060400800 O-RING 32X1.5 1 4EB5662
7 1B11601072000 INTERNAL CIRCLIP B35 1 STD
8 1J11201428000 O-RING 10 x 2.5 2 4A40125/7
9 1J11201030000 PLUG DIA 12X8 1 4EB 7627/3
10 1J11201133000 NAME PLATE FOR CHECK 1 4EB 7899
VALVE

Page 24
3.3 COMBINED CHECK VALVE (POWER CAR)
Figure 16: Exploded View of Combined Check Valve (Power Car)
HOUSING COMBINED CHECK VALVE (POWER CAR)

1J11201405000 HOUSING COMBINED CHECK VALVE 3EB 10979
1
(POWER CAR)
2 1J00005280000 VALVE GUIDE 2 4EB 5663
3 1J20060400800 O-RING 32X1.5 2 4EB5662
4 1J20060400600 COMPRESSON SPRING 2 4EB5660
5 1J20060400300 VALVE HEAD 2 4EB5659
6 1B11601071000 BUSH 2 4EB 5658
HOUSING COMBINED CHECK 1J112000038
1J112000038PR 1
7 VALVE(POWER CAR)
8 1J11201030000 PLUG DIA 12X8 2 4EB 7627/3
9 1J11201133000 NAME PLATE FOR CHECK VALVE 2 4EB 7899
10 1J11201428000 O-RING 10 x 2.5 3 4A40125/7

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3.4 ISOLATING COCK WITH VENT
Figure 17: Exploded View of Isolating Cock with Vent

Page 26
ISOLATING COCK WITH VENT

1J11201426400 ISOLATING COCK WITH VENT 2 4EB10913/1
1 1J11201415000 HOUSING ISOLATING COCK WITH 1 3EB11060
VENT
2 1J11201031000 PIN 1 4EB 5624
4 1J11201032000 EXTERNAL CIRCLIP A10 x1MM 1 IS:3075
3 1J11201033000 WING NUT 1 4EB 5625
5 1J11201034000 STOPPER PLATE 1 4EB 5626
6 1J11201035000 TOP PLATE 1 4EB 5629
7 1J11201036000 O-RING 1 4EB 5632
8 1J11201037000 CAP 1 4EB 5627
9 1J11201038000 BALL SEAL 2 4EB 5623
10 1J11201040000 COMPRESSION SPRING 1 4EB 5628
12 1J11201414000 BALL WITH VENT 1 4EB11061
13 1J11201042000 O-RING 1 4EB 5631
14 1J20060401000 CYLINDERICAL PIN 4M6X10 1 DIN 7
15 1J20060400800 O-RING 32X1.5 1 4EB5662
16 1J11201232000 INTERNAL CIRCLIP 26X1.2 1 DIN 472
17 1J112010032PR SEAL SUPPORT WITH GROOVE 1 1J112010032
18 1J112010033PR O-RING 23 X 1.5 1 1J112010033
19 1J11201428000 O-RING 10 x 2.5 2 4A40125/7
20 1J11201237000 HEXAGON SOCKET 2 IS:6761
COUNTERSUNK HEAD SCREW
M5X12

Page 27
3.5 ISOLATING COCK WITHOUT VENT
Figure 18: Exploded View of Isolating Cock Without Vent

Page 28
ISOLATING COCK WITHOUT VENT

1J11201427000 ISOLATING COCK WITHOUT 2 4EB10913/2
VENT
1 1J11201401000 HOUSING (ISO. COCK W/O 1 3EB 10997
VENT)
2 1J11201031000 PIN 1 4EB 5624
3 1J11201032000 EXTERNAL CIRCLIP A10 1 IS:3075
x1MM
4 1J11201033000 WING NUT 1 4EB 5625
5 1J11201034000 STOPPER PLATE 1 4EB 5626
6 1J11201035000 TOP PLATE 1 4EB 5629
7 1J11201036000 O-RING 1 4EB 5632
8 1J11201037000 CAP 1 4EB 5627
9 1J11201038000 BALL SEAL 2 4EB 5623
10 1J11201039000 SEAL SUPPORT 1 4EB 5630
11 1J11201040000 COMPRESSION SPRING 1 4EB 5628
13 1J11201413000 BALL W/O VENT 1 4EB 10998
14 1J11201042000 O-RING 1 4EB 5631
15 1J20060401000 CYLINDERICAL PIN 4M6X10 1 DIN 7
16 1J20060400800 O-RING 32X1.5 1 4EB5662
17 1J11201232000 INTERNAL CIRCLIP 26X1.2 1 DIN 472
18 1J11201237000 HEXAGON SOCKET 2 IS:6761
COUNTERSUNK HEAD
SCREW M5X12
19 1J11201428000 O-RING 10 x 2.5 2 4A40125/7
20 1J11201296000 SS HEX SOCKET HEAD CAP 8 DIN EN IS0
SCREW M6X50 21269

Page 29
3.6 REPAIR KIT FOR BRAKE INDICATOR (DOUBLE) (2EB 6612)
S NO. DESCRIPTION QTY DRG. NO.

1 COMPRESSION SPRING 2 4EB 6547
2 O-RING 4 4EB 6554
3 PISTON 2 4EB 6545A
4 O-RING 2 4EB 6546
5 O-RING 2 4EB 6541
Figure 19: Exploded View of Brake Indicator (Double)

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3.7 REPAIR KIT FOR TEST FITTING K1E (4EB 5681)
S NO. DESCRIPTION QTY DRG. NO.

1 COMPRESSION SPRING 1 4A30485/9
2 O-RING 1 4EB5678
3 O-RING 1 4EB5676
Figure 20: Exploded View of Test Fitting K1E

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3.8 REPAIR KIT FOR AIR FILTER (3EB 5655)

1 COMPRESSION SPRING 1 4EB 5667
2 O-RING 1 4EB5652
3 O-RING 2 4EB5654
4 FILTER ELEMENT 1 4EB5666
Figure 21: Exploded View of Air Filter

Page 32
3.9 REPAIR KIT FOR CHECK VALVE ASSEMBLY (4EB 5664)

1 COMPRESSON SPRING 1 4EB5660
2 O-RING 32X1.5 1 4EB5662
3 O-RING FOR CHECK VALVE 3 4EB 5656
Figure 22: Exploded View of Check Valve Assembly

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3.10 PIPE FITTINGS (PMBS)

1 DUMMY PLUG 1"X25MM 2 SS:304
2 SINGLE FEERULE FITTING 22 OD X 1" (SS-304) 2 4EB 9759/4
4 SINGLE FEERULE FITTING 10 OD X 3/8" (SS-304 8 4EB 9759/2
5 SINGLE FERRULE FITTING 28OD X 1" (SS -304) 6 4EB 9759/5
7 ELBOW 22 OD X 3/4" (SS-304) 2 4EB 9762
8 ELBOW 10 OD X 3/8" (SS-304) 2 4EB 9761
3.11 PIPE FOR (PMBS)

1 PIPE 28 OD HL 1 3EB 9462
2 PIPE 10 OD C1A 1 3EB 9463
3 PIPE 10 OD C2A 1 3EB 9464
4 PIPE 18 OD C1 1 3EB 9465
5 PIPE 28 OD HBL 1 3EB 9466
6 PIPE 18 OD C2 1 3EB 9467
7 PIPE 10 OD T 1 3EB 9468
8 PIPE 10 OD FOR 6L RESERVOIR 1 3EB 9470
9 PIPE 22 OD FOR 75L RESERVOIR 1 3EB 9475
10 PIPE 22 OD FOR125L RESERVOIR 1 3EB 9476
3.12 EMERGENCY BRAKE ACCELERATOR(EBA) (1EB 6367)

A. Main Housing with Bushes (Sub-assy) 1 Ref. Fig. 22
B. Valve Stem (Sub-assy) 1 Ref. Fig. 24
C. Pilot Lot (Sub-assy) 1 Ref. Fig. 23
D. Intermediate Housing (Sub-assy) 1 Ref. Fig. 25
1. Mounting Bracket 1 3EB 6363
2. Allen Plug M10x1 1 DIN 906
3. Compression spring 1 4EB 6845
4. Hex. Hd. Screw M8x22 2 DIN 933
5. Plain Washer 8.4 2 DIN 933
6. Hex. Hd. Screw M10x95 4 DIN 933
7. Plain Washer 10.4 4 DIN 125
8. Name Plate 1 4EB 6387
9. Counter Sunk Screw 4 IS: 1865

Page 34
Figure 23: Exploded View of Emergency Brake Accelerator (EBA)

Page 35
3.12.1 EMERGENCY BRAKE ACCELERATOR (EBA) MAIN HOUSING SUB-ASSY PART LIST
S.NO. DESCRIPTION DRAWING NO.
1. Main Housing 1EB 6365
2. Locking Screw 4B 21552
3. Locking Screw 4EB 6362
4. Bush (Port 2) 4EB 6383
5. Guide Piece 4EB 6374
6. Compression spring 4EB 6372
7. Filter 4EB 6361
8. Sealing Ring 3EB 63323/2
9. Valve Head 4EB 6373
10. Locking Screw 4EB 6351
11. Compression Spring 3EB 6846
12. Piston 4EB 6355
13. K-ring 24.2 N890
14. K-ring 30.2 N893
15. Sealing ring 3B 62784/3
16. Bush (Port 1) 4EB 6381
17. Allen Plug M18x1.5 DIN 906
18. O-ring 4A 27763/17
19. Bush (Port 1 – LIP type) 4EB 6382
20. O-ring 4EB 6348
21. Internal Circlip 26x1.2 DIN 472

Page 36
Figure 24: Exploded View of Emergency Brake Accelerator (EBA) Main Housing Sub- Assy.

Page 37
3.12.2 EMERGENCY BRAKE ACCELERATOR (EBA) PILOT VALVE SUB ASSY PART LIST
1. Pilot Valve Housing M/c 3EB 6364
2. Locking Plug (Pilot valve) 4EB 6340
4. Bush 4EB 6346
5. Intermediate Piece 4EB 6345
6. O-ring 4A 40125/14
7. Shim 4EB 6376/--
8. Diaphragm 4A 30711
9. Valve Tappet 4A 30530
10. Piston 4EB 6347
11. Compression spring 4A 30485/15
12. O-ring 4EB 6375
13. Screwed choke (dia 0.5) 4A 39064/3
14. O-ring 4EB 6349
15. Circlip Internal 23x1.5 DIN 472
16. Support Piece 4EB 6377

Page 38
Figure 25: Exploded View of Emergency Brake Accelerator (EBA) Pilot Valve Sub-Assy

Page 39
3.12.3 EMERGENCY BRAKE ACCELERATOR (EBA) VALVE STEM SUB-ASSY. PART LIST
1. Valve Stem 4EB 6336
2. Valve Plate Top 3EB 6339
3. Diaphragm 4A 38362
4. Valve Plate Bottom 3EB 6338
5. Nylock Nut NM10x1 4EB 6337
Figure 26: Exploded View of Emergency Brake Accelerator (EBA) Valve Stem Sub-Assy.

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3.12.4 EMERGENCY BRAKE ACCELERATOR (EBA) INTERMEDIATE HOUSING SUB-ASSY.

1. Intermediate housing M/C 3EB 6369A
2. Bush 4EB 6353
3. Grooved ring 4A 18294/5
4. Bush 4EB 6354
5. Sealing ring 3B 58852/6
6. Valve Head 4EB 6359
8. K-ring 18.2 N894
9. Wing plug 4EB 6358
12. Mesh 4EB 6380
13. Seal 4EB 6357
14. Locating Sleeve 4EB 6378
15. Locating Sleeve 4A 30480
16. Grub Screw IS: 6094
17 Locking Plug

Page 41
Figure 27: Exploded View of Emergency Brake Accelerator (EBA) Intermediate Housing Sub-Assy.

Page 42
4 OVERHAULING OF AXLE MOUNTED DISC BRAKE SYSTEM
4.1 TOOLS FOR OVERHAULING AMDBS IN OPEN LINE DEPOT /WORKSHOP
The general tools required for necessary attention during routine maintenance checks at Field as
well as for periodic attention during IOH / POH.
 GENERAL TOOLS
4. Spanner Single End 6, 10, 13, 14, 19, 24, 35, 55, 60, 64
5. Socket Wrench across flats 16 & 17, 24 & 27
6. Ring Spanner 19 / 27 & 37
7. Socket Wrench across flats 17, 19, 22, 27, 32 and 50
8. Standard Pipe Wrench 12” and 18”
9. Bench Vice 6”
10. Ball Pin Hammer 500 gm
11. Nylon Hammer
12. Chisel flat
13. Flat & Half round files rough / smooth
14. Screw Driver 1.2 x 4 mm x 160
15. Adaptor with Flexible Pipe & Test Pressure Gauge for checking at test points.
 ADDITIONAL GENERAL TOOLS FOR PERIODIC OVERHAUL AT WORKSHOPS

1. Allen Key set 2 sets
2. Pliers 6” straight nose 2 Nos
3. Pliers 6” bent nose 2 Nos
4. Circlip Pliers for internal circlip of sizes
5. Torque wrench 9.3 M Kg 2 Nos
6. Bench Mounting Fixture for holding DV KE1iPKSL during overhaul.
4.2 TEST RIGS FOR IOH & POH REPAIRS
1. Mobile Single Car test (Escorts Drawing no. 3KB 1944)

2. Mobile Rake Test Rig (Escorts Drawing no. 3KB3032)
4.3 OTHER FACILITIES
Facilities like handling, cleaning, lifting equipment’s, work table with plastic storage bins for keeping
components / spares, clean dust-free room for assembly / testing etc., preferably air conditioned.

Page 43
4.4 CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /COMPONENTS)
Whatever cleaning agents are used, due care must be taken to ensure the health and safety of the
personnel involved.
Blow the exterior of the equipment / assembly with a low pressure jet of air to remove the external
dirt. After removal of sub-assemblies, wipe the exterior portions with a cloth.
Clean with environment friendly agents like White spirit, etc. /all the stripped components by using
a cloth or nylon bristle brush as the case may be based on the sensitivity of item.
Wipe the parts with a clean cloth and allow them to dry on a clean rubber sheet on the work table.
Take good care to protect the finish on the various components and place them. Avoid keeping the
components piled up one over the other.
All rubber components including rubber seated valves must not be exposed to petroleum or
chemical cleaning solvent. Items like Gasket, “O" Ring, Seal, Diaphragm, Nylon filter / Strainer etc.,
are to be cleaned only with a detergent dissolved in warm water or soap water solution. Blow a jet
of compressed air in the reverse direction on the Nylon Filters and wipe clean with soft cloth.
4.5 INSPECTION/REPLACEMENT CRITERIA (AIR BRAKE EQUIPMENT/ COMPONENTS)
Visual inspection and replacement criterion as under, is recommended during scheduled overhaul
of the equipment’s used in the air brake system of rolling stock.
Ensure a thorough external and internal cleaning after disassembly and stripping of components
with proper cleaning agent.
Inspect visually with the help of a magnifying glass of at least 100mm dia.
All components for any external damages, dents, cracks, corrosion, pit marks, cuts, deep scratches,
abnormal wear, sharp corners on mounting / seating / sliding / mating faces.
Threaded portion on components / parts, for any damages / abnormal wear.
Replace components if,
1. Moving parts appear abnormally worn out or scratches/burrs observed on the mating parts.
2. Threaded portion on components exhibit damages / abnormal wear.
3. Valve Seat cut or scratched, tips of Hollow Stem / Guide Plunger cracked, cut, dented or oval
flat / sharp.
4. Spring found in damaged, cracked, heavily rusted, permanent set condition and Spring seats
indicate any damage or abnormal wear. Refer to our separate DV manual under ref.
WBS/PBS/006 for spring information.
5. Filter/Strainer found with rupture, damaged seating face, presence of large blocked passages
despite cleaning.
6. Rubber items like Gaskets, Diaphragms, etc., found with cut, minute crack, loss of shape &
flexibility, high stiffness, bubble formation or disintegration at mounting/seating surfaces, etc.
7. O” Ring especially the dynamic ones found with loss of shape, flattened out, nick, cut or
exhibition of twisted / sharp flashes due to constant squeeze, etc. Rubber to metal bonded
valve found with any sharp / cut marks, swelling, depression, groove, taper wear, etc., on the
valve seating surface.

Page 44
8. The lips of the Seal have worn out, become blunt and Coil Springs inside Seal deformed.
In general, all rubber items and other gaskets are recommended to be replaced near to a service
period of 24 months when the equipment is removed for examination / overhaul or opened for
service attention, to ensure reliability of performance.
4.6 LUBRICATION AND RECOMMENDED GREASES
The recommended lubricants during assembly after overhaul/out of course repair attention for
other equipment’s used in the system are as under:
 Molykote 33M Grease (Silicon base) or equivalent.
1. Rubber sliding parts
2. Dynamic and static “O" ring internal surface contacting metal and the parts on which they
slide.
3. Diaphragm
4. Seal.
 Shell Rhodina RL3/ Esso Mobilith SHC 220.

1. Caps, main valve plugs,
2. Threaded parts of choke.
The movement of valves, rubber diaphragms etc., in air brake equipment is very limited and
therefore only very small quantities of lubricant are needed. A light film of recommended grease in
the manual or equivalent should be applied to sliding seals and valve stems.
Grease must not be applied to the working surface of diaphragms but may be applied sparingly to
the lips to aid assembly.
4.7 STORAGE LIFE
The rubber components can be stored for a period of two years from the date of manufacture
(indicated wherever possible on the component), before usage, if stored under controlled
conditions.
Consumption from storage is to be on first-in-first-out basis in order to obtain the maximum service
life.
The strictly storage life beyond which the rubber properties will deteriorate if stored for longer
period even in controlled conditions. However, if it is drawn from Stores during any part of the shelf
life, it can serve satisfactorily much longer period than two years from the date of manufacture, as
the component will be in dynamic conditions being subjected to flexible forces inside the brake
equipment.
Such dynamic life can extend to as long as 5 years, subjected to normal regular periodic
maintenance and protected from damages due to external reasons such as abrasive particles in the
air system, coagulation of grease due to water entry and sharp / rough edges / surfaces in the
mating components.
4.8 RUBBER ITEM STORAGE CONDITIONS:
The following instructions are applicable for rubber components

Page 45
Rubber components should be stored for long duration periods at controlled temperatures and
away from excessive heat. The storage temperature is 20 ± 5° C and kept away from humidity.
However, the specified storage temperature is not application for fast moving items (not exceeding
three months) like Piston lining, Piston Seals, Protection Cover, Packing Cup, Gasket, etc. and can be
stored at ambient temperature and humidity.
Irrespective of storage in controlled or ambient condition, the points mentioned as under in paras
1.1 to 1.9 should be adhered to.
They should not come into contact with non-mineral automatic brake fluids.
They should be kept away from the vicinity of any possible sources of Ozone like electric motor,
fluorescent and mercury lamps and should not be exposed to sunlight.
1. They should be kept away from Ketones, alcohol and acids.
2. They should be stored away from strong artificial light having ultraviolet content.
3. They should be stored in plastic bags / opaque boxes.
4. They should be stored without subjecting to tension, compression or twist.
5. They should not come into contact with solvents and volatile matters.
6. They should not come into contact with metals especially Copper and Manganese.
7. They should not be cleaned with solvents like Tri-chloro-ethylene, Carbon tetra-chloride and
Hydrocarbons. They can be cleaned with mild soapsuds and dried at room temperature.
8. They should not come into contact with metals especially Copper and Manganese.
4.9 PROTECTION OF THE EQUIPMENT
Brake equipment are sensitive and critical. Sufficient care is to be taken during handling,
transportation, storage and installation, to avoid damages,
Performance deviation and reworking. Distributor Valve assembly and Brake Cylinder need extra
care.
Brake equipment are to be stored under covered roof to prevent entry and collection of dust / dirt /
rain water.
Pipelines of Brake System are to be kept with end protection caps under proper storage conditions
till its fitment, to prevent collection of dust, moisture & rain.

Page 46
4.10 RECOMMENDED SCHEDULE MAINTENANCE ATTENTION FOR LHB COACH EQUIPMENT
S. APPROXIMATE INTERVAL
No Description
Intensive D1 D2 D3 SS-1 SS -II SS -III
examination Trip/Weekly Monthly H/YLY
1 Brake Panel E E E E O O O
2 Distributor Valve E/T* E/T* E/T* E/T* O O O
3 Control Reservoir E E E/D E/D O O O
4 Air Filter for BP & FP E/D E/C E/C E/C O O O
5 Cut Out Cock for DV E T* T* T* O O O
6 Cut Out Cock E T* T* T* O O O
7 Pressure Switch E T* T* T* O O O
8 Check Valve E T* O O O
9 Relay Valve E T* T* T* O O O
10 Auxiliary Reservoir E E E E O O O
11 Drain Cocks D D D D O O O
12 End Cocks BP D E/T E/T E/T O O O
13 Hose Coupling BP and FP E E E E O O O
14 Pilot Valve for Passenger E E/T E/T E/T O O O
Alarm
15 BP Accelerator Valve E E/T E/T E/T O O O
16 Isolating Cock E E/T E/T E/T O O O
17 Emergency Valve E E/T E/T E/T O O O
18 Installation Lever Assly. E E E E O O O
E – Visually examine for loose fastenings, leaks or other damage.

C– Clean
D– Drain condensate / Dust
T – Operate and check performance
T* - Operate and / or check performance as part of brake eqpt. System.
O – Overhaul
X – Renew material

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5 BRAKE CALIPER
5.1 INTRODUCTORY PROVISIONS
This operating instructions contains technical informations about design and function of disc brake
unit DAKO KBZ and then dates needed for proper operation, eventually dates for repairs, including
spare parts and mounting devices.
5.2 DEFINITION
Disc brake unit DAKO KBZ 10 (hereafter brake unit) is an active device of railway brake and serves
for braking of the vehicles with disc brake. Its design is made for easy building in to railway vehicle´s
bogie.
Design specification of disc brake units, its fasteners, the meaning of the numeric code behind the
slash, is obvious from dimensional drawings (Enclosure No. 1).
 Brake unit consists of these main parts:
1. Brake Cylinder DAKO BZ 10 with in-built slack adjuster and eventually with hand brake
mechanism; transmission levers;
2. Coupling rod with silent block;
3. Pad Holders with hangings.
5.3 DESCRIPTION
The brake cylinder 1 is fixed in transmission levers 2 and 3. Transmission levers 2 and 3 are
connected with coupling rod 4, which contains the silent-block. The right 5 and left 6 pad holders
are fixed at the ends of transmission levers. Pad holders are closed with simply serviceable closing
device of brake pad.
The brake cylinder 1 of brake unit could be equipped with hand brake mechanism, eventually with
brake signaling device DAKO SB-1, which is used for giving information about brake status "braked -
brake released" to the brake indicators on the vehicle side.
5.4 FUNCTION
5.4.1 BRAKING COMPRESSED

Air comes into brake cylinder 1 and piston tube with the spindle moves forward with its
acting. This movement is transmitted onto transmission levers 2 and 3 and also onto pad holders
with brake pad 5 and 6, which are adjacent to brake disc.
5.4.2 BRAKE RELEASE

The power decreases with decreasing of air pressure in brake cylinder 1. The return spring
pressed over the transmission levers 2 and 3 into releasing position after remoting of brake pads.

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5.4.3 BRAKING WITH HAND BRAKE

The power is lead onto hand brake´s lever with cable hose. Cable hose bowden is fixed to support,
the led power causes the hand brake lever movement of brake cylinder 1. The power is
transmitted with help of transmission levers 2 and 3 onto brake pads, which cause the brake
effect.
5.4.4 RELEASING OF HAND BRAKE

The brake cylinder 1 returns by release of cable hose and by means of return spring back to its
original position. Simultaneously, also the hand brake mechanism returns into its original position.
5.4.5 WORKING OF BRAKE SIGNALING DEVICE

Brake signaling device is placed in the bottom of brake cylinder 1. In the position “Brake Released
“is mechanism of brake signaling device in such a position, that input A is closed and output B is
joined with venting outlet. In the position “Braked “is input A joined with output B and venting
outlet is closed. Brake signaling device function is the same for braking with pneumatic brake and
also for braking with hand brake mechanism.
5.4.6 SETTING UP OF WORKING STROKE

Working stroke of brake cylinder piston consists of the stroke necessary for brake pads adjacent
including clearance determination of leverage and of the stroke for total leverage elasticity size.
 Example: In case of disc brake with leverage transmission i = 1,464, the clearance 3,5
mm between the disc and brake pad is determined. The total leverage elasticity is 2
mm. The working stroke size is equal to: 1,464 x (2 x 3,5) + 2 = 12 mm.
5.5 CONDITION OF USE
Disc brake units are used to build up into the pneumatic part of the railway car brake. In the course
of the operation they must not be exposed to a shocks, excessive contamination and viscous
impurities.
Disc brake units have to be properly fastened; the connecting pipe must not vibrate during the
operation. Connecting pipes have to prevent to penetration of any impurities.
5.5.1 BASIC TECHNICAL DATA
The technical data of each type and design of the brake disc brake units are given in the
dimensional drawings (Annex 1 to this ZB).
 Working temperature -40 °C to +70 °C

 Lifetime provided keeping of requests to the this instruction 35 years

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5.6 HAND BRAKE CONNECTING PARTS AND HARDWARE
S.No Dwg No Description Qty

1. 3EB6619 FLEXIBALL CABLE COACH 2
2. 3EB8065 FLEX BALL CABLE SHORT 1
HAND BRAKE
3. 3EB8066 FLEX BALL CABLE LONG 1
CONNECTING
4. 4EB9556/2 BRACKET 1 FOR ROPE 2
PARTS
5. 4EB9557 BRACKET 2 FOR ROPE 2
FORK ASSY FOR FLEXBALL CABLE (POWER
6. 4EB9827 2
CAR)
7. ISO898 HEX HEAD BOLTM16 X 90 (S.S) 2
8. IS 7002 PREVAILING TORQUE HEXAGON NUT M16 2
IS:2016- PLANE WASHER M16X2.7(S.S)
9. 2
HARDWARE 1967
ITEMS 10. DIN 931 HEX HEAD SCREW M10X 45 (S.S) 4
11. IS 7002 PREVAILING TORQUE HEXAGON NUT M10 4
IS:2016-
12. PLANE WASHER M10X1.8(S.S) 4
1967
Figure 28 – Flexible Ball Cable Coach (3eb 6619)

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Figure 29 – Flex Ball Cable Long (3EB 8066) & Flex Ball Cable Short (3EB 8065)
5.7 MOUNTING
5.7.1 MOUNTING TO THE VEHICLE

The disc brake units are mounted into the bogies or directly on railway cars in customer’s
workshops. Their connection must comply with pneumatic scheme drawing of the brake
pneumatic part, assembly must comply with drawing documentation of the brake equipment,
valid for the relevant vehicle type.
The spindle of brake cylinder DAKO B is screwed as deep into brake cylinder as possible. Disc
brake unit is fixed into the bogie or railway car with pad holder hangings and coupling rod. The
brake units are fitted with the respective pins and housing for this purpose. In the fastened
position, the pins are secured with split pins. Check the possibility of free operation of the lever
subsystem in the respective levels of free movement. It is necessary to observe the braking roller
location to ensure the roller ventilation at the lowest location. This condition is fulfilled with the
selected brake unit version (Annex 1 of this ZB).
The brake cylinder DAKO B, eventually also brake signaling device DAKO SB-1, is connected by the
respected pressure hoses to the brake system. If the brake unit is equipped with hand brake

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mechanism, the cable hose is fixed by means of the pin to the hand brake lever and the end of
bowden by means of screws to the support on the brake cylinder.
After the assembly completion, a measuring gauge with the defined thickness is placed between
the brake disk and the brake lining, and the roller spindle is unscrewed in such way the measuring
gauge closes lightly.
The measuring gauge is removed and the spindle turns back so, that the arresting pawl on the
brake cylinder eye is locked. The measuring gauge thickness at disc brake unit must be suitable to
observe the recommended tolerance between the brake plate and the brake disc. Recommended
clearance is given on dimensional drawings (Annex 1 of this ZB).
5.7.2 MOUNTING OF DISC BRAKE UNIT BY PRODUCER OR SPECIALIZED WORKPLACE

Assembly is made according to valid assembly drawings of parts which are interchangeable and
comply with producer drawing documentation. The parts have to be removed of all impurities,
dust and chips. All parts are painted with painting according to approved painting procedure
before the assembly (except active areas). Pins, springs and connecting material are protected
with zinc-coat, bushes are alkalinously oxidated.
Pin screw 13 is locked with tightening torque 200 Nm.
By the nut 24, only set the clearance between all parts and secure with split pin 29.
Slide and active areas are lubricated with lubricant RENOLIT HLT2 massively.
During the assembly, it is necessary to keep individual positions of brake unit arrangement
including right position of brake cylinder, hand brake mechanism and brake signaling device. All
these mounting positions must comply with an ordering code on the label.
5.8 TESTING
Every new mounted disc brake unit is tested according to ZB 582.
5.9 DISMOUNTING
Dismounting is done by conventional tools after all the connection points of the brake unit are
vented. The removing of brake unit out of the car is made in opposite process than the assembly.
The braking unit inputs are covered to prevent the risk of impurities.
5.10 SERVICE AND MAINTENANCE
5.10.1 IN THE COURSE OF OPERATION

During each periodic inspection is completeness and intactness checked.
In case of failure or no later than after 6 years of operation the disc brake unit is dismantled and
sent to the specialized workplace where the repair is carried out according to prescribed
technological process.

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In the course of operation, it is necessary to renew the lubrication on the sliding areas of the pins
and the bushes every half-year. The wear of bushes and pins decreases in such way and the origin
of corrosion of working areas is forestalled. The long-term service life of mentioned parts rises
and the time difficulty of the repair after 6 year decreases.
In case of excessive operational pollution, the producer recommends to deprive the brake unit of
outer impurities and renew the lubrication on the sliding areas of the pins and the bushes during
regular checking inspections.
 At the change or setting on the new brake pads proceed as following:

1. The arresting pawl is unfixed;
2. The spindle is screwed into brake cylinder as deep as possible with turning of
regulating rose; brake pad is changed;
3. The required remote distance 2 ± 1 mm is set on each side of brake disc by
means of regulating rose;
4. The spindle is again ensured by releasing of arresting pawl and by turning of
regulating rose of approx. 1/2 revolution.
5.10.2 IN THE REPAIRING PLANT

The brake unit is dismantled here, its parts are cleaned and checked. Worn or damaged parts will
be repaired or changed (paragraph 9.3). Cleaners cannot disturb material of rubber parts,
eventually of paintings.
Parts are repaired, when the wear is so large, that operation till further inspection cannot be
assured (paragraph 9.3). The producer recommends to renew the painting of parts with painting
according to approved painting procedure during this repair. It is necessary to renew the
anticorrosive protection on the pins, connecting material and other parts, which are zinc-coated,
again. The long-term service life of mentioned parts increases in such way. The above mentioned
recommendations are based on producer’s knowledge concerning to long-term monitoring of
wear of brake unit parts. The result of this matter is that wear of parts´ working areas is minimal,
the majority of parts can be used during several inspection periods, but it is necessary to forestall
the origin of deep corrosion.
5.10.3 PERMISSIBLE WEAR OF MAIN PARTS

 Almost all working areas of brake units are worn in type pin – bush:
1. Permissible wear of pins: - nominal dimension –0,5 mm;
2. Permissible worn of bushes: - nominal dimension +0,7 mm.
There can happen that also other parts need repair or change because of damage or corrosion.
The permissible wear of brake cylinders´ parts is mentioned in Service manual of brake cylinders
No. ZB 514.

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5.11 SPARE PARTS
New spare parts are not included. Replacement parts are purchased by the customer in the form of
a separate purchase contract and ordered by the list of spare parts (Annex 3 of this instruction).
The manufacturer is obliged to supply spare parts for at least 10 years from the expiry of the
warranty period to the latest brake units delivered to the customer. For the supply of spare parts,
these ZB apply to a reasonable extent.
 The spare parts order has to contain:
1. Part name;
2. Drawing No.;
3. Quantity.
5.12 REPAIRS
Repairs of brake units are performed by the manufacturer or contracted repairer, which must be
user-certified and have repair permissions. Both the manufacturer and the repairer must make
repairs in accordance with this ZB and the applicable technical documentation when repairs are
carried out.
For repairs only spare parts supplied by DAKO-CZ, as. can be used.
 A repair label is provided on the repaired brake unit. It must include the following
data:
1. The authorized repairer code; Date of repair;
2. Serial number of the repair;
3. Eventually other data.
4. Warning: original label from the manufacturer is left on the unit, its data does not change.
5. The repairer takes a guarantee for the repaired disc brake unit.

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Figure 30: Disc Brake Unit (1)

Page 55

Page 56

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5.13 SPARE PARTS LIST FOR DISC BRAKE UNIT DAKO KBZ drwg. no. 90026-228/..../..
Position Name Drawing number Quantity
1 Brake cylinder BZ10RS12 90025-175/./.. 1
2 Lever 60200-536/.. 1
3 Lever 60200-535/.. 1
4 Coupling rod 60300-489/.. 1
5 Pad holder P400 60100-857/.. 1
6 Pad holder L400 60100-858/.. 1
7 Suspension plate 60100-967/.. 2
8 Pin 00705-197/. 4
9 Screw 00069-154/. 2
13 Screw 00006-153/. 4
16 Ring 00420-207/. 2
17 Insert 00420-208 4

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19 Lock washer 00490-113 4
20 Plate spring 08440-118 6
21 Plate spring ZM002051 8
24 Crown nut M24 ZM800135 2
26 Washer D25 ZM800158 2
27 Washer D34 ZM800159 2
28 Split pin 6,3x36 ZM003187 4
29 Split pin 5x45 ZM008022 2
32 Spring pin 6x50 ZM000955 2
1 Brake cylinder BZ10J12 90025-172/..../.. 1
2 Lever 60200-534/.. 1
3 Lever 60200-533/.. 1
4 Coupling rod 60300-492/.. 1
5 Pad holder P400 60100-857/.. 1
6 Pad holder L400 60100-858/.. 1
8 Pin 00705-197/. 4
9 Screw 00069-154/. 2
13 Screw 00006-153/. 4
16 Ring 00420-207/. 2
17 Insert 00420-208 4
19 Lock washer 00490-113 4

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26 Washer D25 ZM800158 2
27 Washer D34 ZM800159 2
28 Split pin 6,3x36 ZM003187 4
29 Split pin 5x45 ZM008022 2
1 Brake cylinder BZ10R12 90025-174/..../.. 1
2 Lever 60200-536/.. 1
3 Lever 60200-535/.. 1
4 Coupling rod 60300-489/.. 1
5 Pad holder P400 60100-857/.. 1
6 Pad holder L400 60100-858/.. 1
8 Pin 00705-197/. 4
9 Screw 00069-154/. 2
13 Screw 00006-153/. 4
16 Ring 00420-207/. 2
17 Insert 00420-208 4
19 Lock washer 00490-113 4

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26 Washer D25 ZM800158 2
27 Washer D34 ZM800159 2
28 Split pin 6,3x36 ZM003187 4
29 Split pin 5x45 ZM008022 2

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6 WHEEL SLIDE PROTECTION (WSP) SYSTEM
6.1 GENERAL
This operational instruction contains technical information about a design layout and the function
of the electronic antiskid device DAKO PE94.2-MSV (below antiskid device only) and data needed
for its assembly, proper operation, identification of possible failures and troubleshooting.
6.2 DESIGN
 The antiskid device contains following parts:

1. 1 pcs of the control unit of the antiskid device (below control unit only)
2. 4 pcs of speed sensors GEL (below sensor only) and 4 pcs of pole wheels (below wheel only)
3. 4 pcs of tri-states valves DAKO N8.1 (below valve only)
4. 1 pc of the pressure switch DAKO TSM1 (below pressure switch only)
6.2.1 CONTROL UNIT

The wheel slip protection (WSP) control unit PE 94.2 MSV is constructionally resolved on a printed
circuit boards of unified format 100 x 160 mm in the constructional kit housing according to E
60297-4 of 3U height (Fischer) as a fully modular. The modularity allows a very simple extension,
or any service, according to the specific requirements of the particular application. The control
unit consists of individual standardized plug-in modules, each particular module deals with
specific sub-problems (power pre-stabilizer module - JPZ, power supply module - PSU, switching
module - JSP, digital inputs / outputs module - JIO, CMOS outputs module - JOP, the processor
module - CPU, frequency input module - JFP, display module - DISPLAY 01). The controller is
designed for supply voltage 24 V DC supplied from on-board network powered by a battery. The
scope of supply voltage and operating conditions are given in standard EN 50155. As all rail
vehicles do not have the aforementioned board network 24 V DC, it is necessary to fit the
controller module with JPZ (board voltage prestabilizer) for the board networks 48-110 V DC (48 V
DC -30% to 110 V DC +25%). In most cases, the brake system brakes 4 axles, each axle has its own
brake cylinder with WSP valve and speed sensor. For this combination, using one processor
module (CPU) is enough. If any of above mentioned parameters is exceeded, the control unit
fitted with two processor modules (CPU) is needed. Connecting of the control unit to the vehicle
wiring is done using HDD72 Harting connector on the back or side of the cabinet or using C-type
connectors according to DIN 41612 on the front panel using a special interface module. On the
front panel of the control unit, there are LEDs for fast diagnostics of functions of the individual
modules, above mentioned graphic LED display with control buttons for DISPLAY 01 control, the
"TEST" button (for control unit and peripherals testing) and last but not least, the fuse holders of
source and output circuits of the WSP. For communication, an USB connector (for connecting to
PC, for programming and diagnostics of units) and three Harting HAR-LINK connectors for
connecting of the control unit to CAN line are placed on the front panel of the CPU module.

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Figure 34: Electronic Wheel slip protection controller PE 94.2 MSV
6.2.2 SENSOR GEL AND POLE WHEELS

Sensors and wheels are mounted in bearing covers on a car axle. The sensor description is stated
in its operational instruction (enclosure No. 2 of this instruction).
6.2.3 VALVE DAKO N8.1

Valves are mounted to a pipe between the distributor and the brake cylinder (brake cylinders)
near to the brake cylinder. The valve is fastened on the bracket. The bracket also contains sockets
for a supply of pressure air from the distributor and the brake cylinder, filling and discharging
nozzles. The valve body contains the closing electromagnetic valve and discharging
electromagnetic valve. Their working spaces are connected with control spaces of closing and
discharging pistons. Outlets of electromagnetic valves are connected through semiconductor
overvoltage protection to the three-pole connector.
6.2.4 PRESSURE SWITCH DAKO TSM1

Pressure switch is connected to the train brake pipe. The pressure switch body is fitted with a
flange for the connection to the train brake pipe and with a connector for a cables connection.
Sensors and the pressure switch are electrically interconnected with inlets of the control unit.
Outlets of the control unit control discharging and closing electromagnetic valves.
6.3 FUNCTION OF ANTISKID DEVICE
The control unit compares speeds of rotation of all axles during run of a railway car, evaluates
the axle with the highest rotations and on the base of this data calculates the real speed of the
car. In the course of braking the control unit also evaluates instantaneous speed values of
single axle’s rotation and their time change, especially quick speed decreases. From acquired
data the control unit determines a wheelset where a skid arises.
If the skid of the axle(s) is found the control unit decreases a brake force acting for the axle for
a short time so that it regulates by means of valves air pressure in brake cylinders to prevent a
block of the wheelset and set an effective skid for achieving of the minimum braking distance
at minimum air consumption. The antiskid device prevents a wheel shape against flats at an
axle block and optimizes a car braking effect at degraded adhesion conditions.
The program of the control unit recognizes an arising axle skid and in the appropriate time
closes, by means of the closing valve, air entry from the distributor to the brake cylinder and
starts a pulse air venting from the brake cylinder through the valve till the time when a
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decrease of axle rotations stops. Then the closing valve is pulsely opened and air is refilled to
the brake cylinder to receive a pressure when the monitored axle rotates slowly then the
wheelset with the highest rotations. A combination of impulses of the closing valve and the
discharging valve sets the pressure which ensures braking on the limit of adhesion.
At the moment when all axles are in the skid the control unit compares speeds of all wheelsets
with a speed of the fictive (reference) wheelset. The rotation speed of the fictive wheelset is
created as the envelope from maximum speeds of all monitored wheelsets before a rise of
skid. Decrease of this fictive speed is programmed to the maximum car deceleration at braking
on a dry rail under ideal adhesion conditions.
 It can be occurred at braking on the limit of adhesion:
 Minimum extension of braking distance.
 Minimum level of wheelset damage.
 Minimum level of track damage.
 Minimum increase of air consumption at pneumatic brake system.
 The control unit carries out a regulating interference every 10 ms, values of real
speeds and axle accelerations are updated after 500 μs.
6.3.1 CONTROL UNIT
The WSP control unit is fully modular and consists of a number of plug-in units according to
specific variants. Detailed description of each module is given in sections below.
6.3.1.1 POWER SUPPLY MODULE

PSU This module provides power to electronic circuits of the control unit. The input
voltage of the power module is 24 V DC with a tolerance of -30% to +25% Un. The
power supply module is resistant to voltage drop below the tolerance -30%. It is also
fitted with limiting resistor (softstart) that limits the charging current of the filter
when the supply voltage is connected. After this smooth start-up is executed, limiting
resistor is bypassed and the source is already working in normal mode. In sleep
mode, the input circuit has a minimum consumption, which provides the ability to
connect the WSP controller before the battery disconnector and thus, a WSP activity
even when the vehicle is pulled, connected to a continuous train brake only.
If the WSP system is used on a vehicle which can move independently as an individual
vehicle (engine, motor car, etc.), it is necessary to use the disconnecting devices
enabling emergency power off of the WSP controller.

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Figure 35: Power supply module – PSU
6.3.1.2 PRE-STABILIZER MODULE - JPZ

The power supply pre-stabilizer module must be fitted in when using the WSP
controller on the vehicle, which uses the nominal value of the supply network in
range 48-110 V DC (48 DC -30% to 110 DC +25%). It is galvanically non-isolated power
module that adjusts the voltage of the vehicle network.
The pre-stabilizer module reduces and stabilizes the supply voltage from the vehicle's
battery level with a nominal voltage of 48 to 110 V DC (48 V -30% to 110 V +25%) to
24 V DC with tolerance +/- 5%. The stabilized voltage is applied to the power control
unit, three-state valves, signal LEDs or bulbs and active speed sensors (depending on
the type of implementation).

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In the module input, a diode in the forward direction is connected to protect the
module against a possible reversal of the supply voltage. Next, the module is
equipped with capacitor input filter, protection devices to eliminate voltage peaks on
the supply voltage and the softstart circuit to prevent current peaks when the power
is switches on.
Figure 36: Pres-stabilizer module - JPZ
6.3.1.3 FREQUENCY INPUT MODULE – JFP

It provides galvanic isolation and shaping of frequency signals generated in axle
generators. Each input signal is applied to a comparator that converts the input signal
from the generator to square wave signal with amplitude 0 V/+5 V. The shaped signal
is galvanically separated from the signal from the generator. Each channel is fully
galvanically separated, even to each other one. The supplying of the comparator is
done using DC/DC converter with insulating level of 1500 V DC. According to that
type of frequency generator, the frequency input module is produced in four
variants:
1. JFP01A - for passive Techo-generators DAKO with the load resistor 2k2, 2 W.
2. JFP01B - for passive Techo-generators DAKO without load resistor. This variant is mainly
used in applications in which the WSP is connected to passive generator in parallel with
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the other devices (that already contains the load resistance) or the external load
resistance is used.
3. JFP01C - for active Techo-generators DAKO with the sensor Lenord & Bauer series
GEL2475 without advanced diagnostics (e.g. GEL2475Y069 S06), the electronics of the
sensor and its output is not diagnosed when the vehicle is in standstill and does not
generate the pulses.
4. JFP01D - for active Techo-generators DAKO with sensors Lenord & Bauer series GEL2475
with advanced diagnostics (e.g. GEL2475Y099 S039), the electronics of the sensor and its
output is comprehensively diagnosed, even when the vehicle is in standstill and does not
generate the pulses (at f
Galvanic isolation of frequency inputs allows to connect the WSP unit PE 94.2 MSV to
the Techo-generator in parallel with other devices. The parallel operation with
another device must be consulted with WSP manufacturer.
For passive Techo-generators, it is possible to evaluate the integrity of the
measurement circuit, i.e. short circuit / interruption of sensor itself or its wiring, and
perform this basic diagnostics also at stationary vehicle. LED "> | x " indicates a
passive sensor (wiring) short circuit, LED" < x” on the other hand, indicates the
interruption. The status of these LEDs is updated by automatic test (after WSP start) /
user test (at the request of the operator by button) of the WSP. During the
movement of the vehicle, the LED " x" must be flashing according to the speed -
speed pulses are generated by the sensor and they are received and processed by the
module JFP.
For active Techo-generators without advanced diagnostics, the sensor itself (or
wiring) is diagnosed on the basis of its current consumption, which must be in
defined limits. Measurement and evaluation of current consumption runs
continuously. LED "> | x" indicates the short circuit of active sensor (wiring), LED "> |
x " on the other hand, indicates the interruption. When the vehicle is at standstill, it is
not possible to diagnose the functionality of the sensor itself and its wiring as well as
the speed signal. During the movement of the vehicle, the LED " x" must be flashing
according to the speed - speed pulses are generated by the sensor and they are
received and processed by the module JFP.
Active Techo-generators with advanced diagnostics allow, unlike the previous type,
totally complete diagnostics of their correct function even when the vehicle is
stationary. When the vehicle is stationary (input frequency <1 Hz), these sensors put
on their output constant voltage signal equal to half of supply voltage (½Un). This
signal indicates the correct power supplying of the sensor, correct function of the
measuring electronics and the integrity of its output path and speed signal. The LED
"> | x" indicates the exceeding of the upper limit of the size of the diagnostic signal,
the LED "< | x’, indicates the underrun of the lower limit. During the movement of

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the vehicle, the LED " x" must be flashing according to the speed - speed pulses are
generated by the sensor and they are received and processed by the module JFP.
Figure 37: Frequency Input Module - JFP
6.3.1.4 PROCESSOR MODULE – CPU

This is the main part of the control unit, which ensures its main functions - regulation,
control and diagnostics. The module contains a microprocessor including program
memory, static data memory (SRAM), non-volatile EEPROM memory, the real time
clock (RTC) and primary Watchdog circuit that controls the activity of the processor
and in case of malfunction, it restarts the microprocessor and returns the unit to
initial state. It also contains USB interface and 3 CAN communication lines.
Static data memory and real-time clock circuit are backed up by a lithium battery.
Battery capacity 1000 mAh ensures the power for SRAM and RTC for at least 36
months.

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In the static memory SRAM, only the records of control unit failures and peripheral
units (Techo-generators, valves) failures are stored. At each power-on, the program
checks the integrity of the archived data.
The archived failure records serve for immediate diagnostics of the control unit. The
serviceman can upload the archived failure records to a connected PC, and evaluate
them.
In the backed-up SRAM, there are no system data or constants. The control unit can
work without functional limitations even with faulty lithium battery. If the defective
battery is not replaced with a new one, no failure records can be stored into SRAM.
There is a secondary Watchdog circuit on the module, it monitors the activities of the
program and in the case of incorrect function, it disconnects the electromagnetic
valves from the control unit output.
The connectors of communication lines are placed on the front of the unit. The X1
connector is used for USB connection to PC and serves for application software
downloading or for unit diagnostics. Connectors X2, X3 are used for connecting of
through-going communication lines CAN0 and CAN1, and connector X4 is used for
connecting of CAN2 communication line. All lines CAN0 - CAN2 can be used for
connecting the unit to control system of the vehicle and operational diagnostics of
WSP system. Conventional means of CAN bus as well as a protocol at the application
layer can open can be used.

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Figure 38: Processor Module – CPU
6.3.1.5 THE BINARY I / O MODULE – JIO

The module is equipped with 5 relay outputs with maximum output current of 1 A at
24 V DC (or 0.5 A at 110 V DC) - valid for resistive load. The output switch can also
switch a negative potential to a load, if the diagnostics of the correct function of the
output switch is requested, the positive potential must be connected during the
testing.
In opposite case, an error of the output will be reported. In the default setting, relay
outputs are not tested. In stand-by mode (the main pipe pressure switch is open and
the switch-off delay has elapsed), all outputs are switched off (disabled).
 The standard meaning of each output is as follows:
 COMP - Programmable speed comparator according to the customer request,
without the customer specifying, the output contact is always opened (off).
 OK / ERR - WSP in Operation - output contact is closed when the controller works
properly.
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 DVR - Door locking - the output contact is closed at speeds greater than 5 km/h.
Upon customer request, the speed value can be changed, as well as the logic of
switching (at higher speed the contact is open).
 MGB - Magnetic brake switching - the output contact is closed at speeds greater
than 45 km/h. Upon customer request, the speed value can be changed.
DPB - Switching of supplementary brake - the output signal for blocking of vehicle
dynamic brake (EDB_OFF) during long-lasting slip and requesting air brake only.
Figure 39: Binary I / O Module – JIO
The module is also equipped with 3 binary, galvanically separated inputs for
enhanced control of the unit. The functions of particular inputs must be specified by
the customer when filling up the application questionnaire for individual projects.
 Parameters of the inputs are as follows:
1. Supply voltage: 16.8 ÷ 150 V DC
2. Continuous current: 3.5 ÷ 5.1 mA (depending on the supply voltage, a contact burn
function - for relays)
6.3.1.6 THE OUTPUT MODULE – JOP

The module provides power amplification and galvanic isolation of output signals
for controlling the cutoff and exhaust valves.
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The power outputs that control the valves are realized by CMOS switches, that are
equipped with their own protection circuits against overcurrent, short circuit and
high temperature. Faulty state is indicated by the output switch and is reported to
diagnostic system of the control unit.
 The diagnostic system of output switches detects these states:
1. The valve is OK. The valve is interrupted.
2. The valve is short-circuited.
3. The output switch is continuously in conducting state.
The safety disconnecting relay is connected in the output circuit of each CMOS power
switch, this relay is controlled by microprocessor and gate array.
The control unit contains two Watchdog circuits, which by independent means
monitor the activities of microprocessor and control program. At any incorrect
activity of microprocessor system software, the controller is placed into a safe state.
The safety function is also applied on the length of the output pulses to cut-off and
exhaust valves. When exceeding the allowed time, power outputs are disconnected
and the valves are set to the basic = safe state. Then, the air pressure in appropriate
brake cylinder is not controlled by WSP control unit, and its value depends on the
activity of brake distributor only.
For improving the security of the control unit, the power switch of the exhaust valve
is supplied from the output to the coil of the cut-off valve of the same three-state
valve. This connection of circuits ensures that exhaust valve can be opened if and
only if the cut-off valve is powered and thus closed. In case of a puncture
(breakdown) of CMOS switch of exhaust valve and the valve was permanently
opened, the safety function ensures the disconnection of the valve (both cut-off and
exhaust valve coils). This makes that both coils of tri-state valve will not be energized,
i.e. cut-off valve will be opened and exhaust valve will be closed. The axle will be
braked without a risk of loss of the air from the brake cylinder.

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Figure 40: Output module – JOP
Each power switch channel is equipped with timer circuit (CMO) and disconnecting
relay. CMO checks the length of the active pulses for cut-off and exhaust valves.
Should the maximum allowable length of the pulse is exceeded, the output of the
CMO ensures the switching off of the disconnecting relay, the contacts of which are
connected in series with the output of each power switch. By this, a three-state valve
is set to idle (basic) state.
Safety disconnecting relay ensures the disconnection of both channels of the power
switch for particular valve in case of valve's fail (short circuit, disconnection) or failure
of the corresponding Techo-generator, while other functional outputs are still
working. This ensures the protection against long-term effect of the control unit that
may cause the decreasing of the braking effect.
On the front panel of the module, there are individual LEDs "ZA" and "VY" that
signalize activity of each valve and LED "ERR" indicating the interruption of the tube
fuse of the respective valve. The replacement of this fuse must be made by an
educated worker, the fuse must be replaced only by the tube fuse of the same type
and the same value.

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6.3.1.7 WSP SWITCHING MODULE – JSP

PE 94.2 MSV WSP switching module is used for switching of the control unit as a
whole from the standby state (with reduced power consumption, the WSP supplying
is connected before the battery disconnectors) to the operating state.
 JSP switches the WSP control unit to operational mode based on 4 events, namely:
1. Ongoing communication on CAN bus with superior vehicle control system.
2. Any speed sensor is active and provides the speed indication to the control unit.
3. The main brake pipe (HP) is the air pressured, and the respective pressure switch is
closed.
4. The "Test" button was pressed - this is primarily used to "wake up" the control unit in
case of parked trainwith no air pressure in the main pipe. HP).
5. If all of above events disappear, the automatic transfer of the control unit from the
operating mode to stand-by mode is executed after approx. 15 minutes.
Figure 41: WSP switching module – JSP

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6.3.1.8 DISPLAY MODULE - DISPLAY 01

DISPLAY 01 display module is used for control, diagnostics and possible settings of
user defined variables of the WSP controller. This unit consists of two main parts, of a
graphical OLED display and of a keypad for easy and clear orientation in WSP menu.
To extend the lifetime of OLED displays, this module is equipped with an automatic
intelligent saver.
Figure 42: Display module - DISPLAY 01

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6.3.2 SPEED SENSOR GEL

Rotary motion of the wheelset is transferred to the pole wheel with 80 teeth. In the course of its
rotation a size of the air gap between the wheel and the pulse sensor (containing the permanent
magnet) is changed due to an induction AC voltage arise on the sensor output. AC voltage is
proportional to wheelset rotations. The size of the output voltage is sufficient to ensure
regulation functions of the antiskid device from the speed 2 km/h.

This valve enables connection of the distributor with the brake cylinder, interruption of
connection of the brake cylinder with the distributor and venting of the brake cylinder with
simultaneous closing of the feed from the distributor. These regimes of valve function are
controlled with a pair of electromagnetic valves according to the commands from the control unit.
Nozzles regulating filling and discharging times of the brake cylinder are screwed in the valve
bracket. Diameters of nozzles are stated by a producer according to a type of a car.
6.3.4 STABILIZER 110V/24V

The source PSU 101 is used as the stabilizer. The converter POWER/ONE PSL246/7R is the basis of
the source. It operates in the range Uin 31-144V DC and Uout 24V DC/ 6A. Its connection in the
box ModuRail is carried out bz means of the connector X7.
 The connection of the connector X7:

1. Pin 32 d,b,z frame
2. Pin 28 d,b,z, 26 d,b,z, 24 d,b,z Uin+
3. Pin 22 d,b,z, 20 d,b,z, 18 d,b,z Uin- pin 16 d,b,z, GROUND
4. Pin 14 d,b,z, R imput
5. Pin 12 d,b,z, 10 d,b,z, 8 d,b,z Uout-
6. Pin 6 d,b,z, 4 d,b,z, 2 d,b,z Uout+
6.4 ASSEMBLY
6.4.1 CONTROL UNIT

The shape and design of the mounting box and the WSP controller itself has been designed for the
best heat dissipation and efficient airflow inside. Therefore, only the assembly in a vertical
position - see the figure below - is authorized by manufacturer. In case of other required
mounting position on a particular vehicle, the written consent of the WSP manufacturer - MSV
Electronika s.r.o. (after a full assessment of abnormal operating conditions and their impact
on correct function of WSP controller) is required!

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Figure 43: basic image of standard and recommended mounting on the vehicle
The mounting of the control unit to a vehicle is done using screws M6 through fixtures on the
front side of the control unit rack. Mounting holes and other necessary dimensions for fitting of
the control unit are shown in the drawing 2013.1.ABS.9.002.00 / A.
Control unit is connected to an electric network of the vehicle by connectors HARTING No. 09 06
248 3201, with female contacts for conductor cross-section 0.5 mm2 - 1.5 mm2 HARTING No. 09
06000 8482. The wires are connected to the contacts by crimping (for crimping, it is
recommended to use crimping pliers HARTING No. 09 99 000 0620). The connecting of the supply
voltage to the control unit PE 94.2 MSV is realized by Hirschmann connector GSN 20 (932 421-
100). The counterpart (opposite) connectors that are mounted to the vehicle cables are delivered
as part of the WSP set.
Recommended wiring diagram of the control unit PE 94.2 MSV is placed in the relevant circuit
diagram, in which the individual wires connections are evident.

Mounting of the speed sensor is described in the relevant article of its operational instruction
which is in the enclosure No. 2 of this instruction.

Valve must be mounted to the car so that to be adequately protected against mechanical damage
and pipe leading from the discharging valve to the brake cylinder would be the shortest as
possible. In case that two brake cylinders are connected to the one discharging valve the volume
of pipes leading to both cylinders must be the same.
The valve bracket is fastened to the bogie frame, eventually to a suitable holder. The pipeline of
corresponding diameter from the distributor and the brake cylinder (brake cylinders) of the
corresponding wheelset is fastened to the valve bracket. The valve is fastened by means of two
screws M8 on the bracket. Its right position is ensured with a pin, which is pressed into the
bracket, and the hole in the valve body. Rubber sealing rings must be put in circular grooves
round the inlet and outlet holes at mounting of the valve on the bracket. The valve is connected
with a car wiring by means of the connector.

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Tubes of the connector are pressed to stripped cable core ends by means of the pliers prescribed
by the producer of the connector Raychem. Tubes are put into the connector body by means of
the relevant pliers. The connector is assembled and the heat shrinkable terminal is put on it. The
heat shrinkable terminal is heated with a heat gun to be a waterproof closure of a passing of the
cable to the connector.
Warning! After putting of the connector’s plug into the valve’s socket the nut must be turned to
the right so long as its bayonet cap clicks.

The pressure switch is connected to the train brake pipe by means of the flange. Dimensions,
wiring and design types of the pressure switch are stated on the dimensional drawing No. NE
90500-120, the enclosure No. 4 (opens at pressure decrease under 2,5 bar).
6.5 5 SERVICE INSTRUCTION
 WSP Putting into operation

The following section describes the particular steps that need to be executed after correct
mounting the device into the vehicle. Some operating parameters need to be set using the
diagnostic display, which is located on the front panel of the control unit. The use of this diagnostic
display is described very detailed in the next section of this text.
6.5.1 PUTTING INTO OPERATION
The WSP device is put into operation automatically when the main brake pipe pressure exceeds
2.5 bar, or the communication on the CAN bus is detected, or speed of any axle is detected. If
none of these conditions is met, the controller stays in "stand-by" mode with minimal power
consumption. In this case, it is possible to put the WSP device into operation by pressing the
"TEST" button on the front panel of the control unit.
When the supply voltage is connected, the WSP program starts. It reports its version number, the
type of the vehicle and displays the wheel diameter and number of teeth of speed sensors (which
values are set). The data are displayed on the OLED display located on the front of the control
unit.
At the start-up, when the vehicle is at standstill, the control program automatically tests the
status of all its modules, solenoid valves and speed sensors and the test result is stored in non-
volatile memory SRAM and displayed on the control unit.
During movement, the vehicle speed in km/h and acceleration in m/s2 is displayed - see the figure
below.

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Figure 44: Basic screen
Notification!
In user software, the required vehicle parameters are defined, such
as its medium wheel diameter, the number of pulses per one
wheelset revolution and others. The WSP controller is started by
filling the main brake pipe to a pressure higher than 2,5 bar or by
pressing the "TEST" button at the front panel of the control unit. For
the functional test it is recommended to set the vehicle to service
brake mode (to brake the vehicle by train brake), then the test can be
monitored by hearing the correct operation of the exhaust valves.
Detailed description is given in separate document.
6.5.2 BASIC OPERATION OF THE CONTROL UNIT (DISPLAY 01)

The user has the possibility to control the control unit using keypad consisting of four directional
buttons and one OK button. The keypad is supplemented by yellow illuminated OLED display of
1.6 "size with a resolution of 128 × 64 pixels, which allows the comfortable data visualization and
diagnostics of the control unit. In the basic display mode (see previous picture) it is possible to
activate the following functions, by pressing the navigation buttons:
 "►" - Brings up the main menu.

 "◄" - Starts the user test.
 "▲" - Displays the contents of the SRAM.
 "▼" - Displays the number of kilometres travelled. In the main menu, or particular
submenu, it is possible to move between items using the "▼" and "▲" buttons, to
select the desired item by pressing "►" button or to return to the main menu or to
previous levels of menu by using the "◄" button.
6.5.3 MAIN MENU
 Press "►" to call up the main menu, which offers 5 items:
1. FREQUENCY INPUTS - displays the frequency inputs.
2. LOGICAL OUTPUTS - displays the logic outputs.

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3. CONFIG. MEMORY - displays the user adjustable parameters.

4. REAL TIME CLOCK - displays the real-time clock.
5. EXTERNAL RAM - displays the contents of external RAM.
In the main menu, or particular submenu, it is possible to move between items using the "▼" and
"▲" buttons, to select the desired item by pressing "►" button or to return to the main menu or
to previous levels of menu by using the "◄" button.
6.5.3.1 FREQUENCY INPUTS

In the submenu "FREQUENCY INPUTS", there are 4 items, which enable to read the
current value of the velocity and acceleration of the particular axles (sensors).
Figure 45: Frequency input
6.5.3.2 LOGICAL OUTPUTS

The items in submenu "LOGICAL OUTPUTS" show control commands and output
voltages of logical outputs that control the three-state valves. Also the return status
signal of CMOS output switches are displayed.
Figure 46: Logical outputs
The values of the individual bits are shown as asterisks (active high) or space (inactive
level) and for easy orientation they are described as follows:
The valves are marked by letters C, E (C = cut-off valve, E = exhaust valve), followed
by two fours of digits 1, 2, 3, 4 and 1, 2, 3, 4.

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Figure 47: Logical outputs - cut-off and exhaust valves
Auxiliary signals are marked by the letters S, M, D *, U, K (S = slip, M = magnetic

brake, D = doors, * = OK / ERR, U = User comparator and K = kilometric impulse).
Figure 48: Logical outputs - auxiliary signals
6.5.3.3 MEMORY FOR CONSTANTS

The items in submenu "CONFIG. MEMORY "display user adjustable parameters -
primarily, the type of the vehicle, as well as nominal and the medium diameter of the
wheels and the length of the cut-off and exhaust pulses.
Figure 49: Memory for constants
6.5.3.4 ON-BOARD CLOCK

The submenu "REAL TIME CLOCK" shows the date and time in the format YY - MM –
DD hh:mm:ss. The letter "S" indicates summer (daylight saving) time and "W"
indicates "winter" (normal) time.
Figure 50: Onboard clock and its setting

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To set the date and time in the submenu "REAL TIME CLOCK", press "►" button and
using "▼" and "▲" buttons, choose the data you want to adjust. By pressing "►"
button, the adjusted data is increased (when overflow, 0 (e.g. hour or minute) or 1
(e.g. day or month) is set, with no carry to higher order). The exception is flashing
value of seconds, after pressing the "►" button, the time is rounded to the nearest
whole minute (00 - 29 is rounded down, 30 to 59 is rounded up), including a possible
carry to higher orders (09:59:35 → 10:00:00).
6.5.3.5 EXTERNAL RAM
This submenu "External RAM" is used to display the content of external RAM and is
used exclusively for service purposes in diagnosing and analyzing of possible
improper behaviour of the WSP control unit.
Figure 51: External RAM
6.5.3.6 THE STRUCTURE OF THE MAIN MENU

The structure of the main menu of WSP control unit is very well arranged in order to enable
quick and clear orientation when checking and setting all important parameters. Individual
sub-menus can be activated by pressing the "►" button.
Figure 52: Main menu structure

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6.5.4 SETTING THE VEHICLE TYPE

After the installation of the WSP unit in a new vehicle or installation on the vehicle after control
unit repair, it is necessary to specify the type of the vehicle. This setting brings to the control unit
all the data typical for given vehicle as the diameter of the wheels, the type of speed sensor, the
number of pulses per wheel revolution, regulation constants etc. This operation is password
protected, the password is entered by sequential selecting of the frequency inputs in the correct
order.
Figure 53: Selecting the vehicle type from the database
 The vehicle type is selected in following way:

1. After switching the control unit on, the actual vehicle type is displayed.
2. In the basic mode of the display ("MAIN SCREEN"), open the main menu by
pressing the "►" button.
3. "FREQUENCY INPUTS" are displayed, enter it with "►" button.
4. "FREQ V1, A1" appears, confirm with the "►" button again.
5. Press "▼" button twice to select "FREQ V3, A3" and confirm by the "►"
button.
6. Press "▼" button to select "FREQ V4, A4" and confirm by the "►" button.
7. Press "▼" button twice to select "FREQ V2, A2" and confirm by the "►"
button. (the password is entered now and the software lock is opened)
8. Press "◄" button to return to " FREQUENCY INPUTS".
9. Press "▼" button repeatedly to move to "CONFIG. MEMORY" and enter by
"►" button.
10. Press "▼" button to move on "SHOW TYP" and enter by pressing the "►"
button.
11. Using "▼" and "▲" buttons, choose the type of the vehicle and confirm by
"►" button.
12. Press "◄" button to return to basic display mode, switch the power off and
on again and check that the setting for the vehicle type is correct.

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6.5.5 USER TEST

The user has the possibility to run the test of the WSP device. The test is started by pressing the
"◄" button, the course is displayed on the control unit display.
Figure 54: Test of tri-state valves and relay disconnectors
If a malfunction is detected, it is indicated on the display as a numerical code, these codes are
described in detail in following tables Tab. 1 and Tab. 2. If there are more active failures, they are
displayed sequentially. If there are more than 8 failures, then they are scrolled.
 Firstly, the three-state valves are checked. They are tested for:
1. Short circuit and interruption of the coil of the valve,
2. Disruption (breakthrough) of output CMOS switches.
 Further, the relay disconnectors are tested for:

1. Direct control (switching off) by microprocessor.
2. The switching-off delay after exhaust valve is permanently switched on,
approx. 2 seconds.
3. The switching-off delay after cut-off valve is permanently switched on,
approx. 5 seconds.
4. The relay disconnector test can be skipped by pressing "◄" button, in this
case, an error indicating relay disconnector failure is generated (with failure
code 1.0 ... 4.0 respecting the number of respective axle).
5. The test results are written on the display by two digits according the table
below, if no failure is detected, the 9.9 code is displayed (everything is OK, no
previous failures stored in SRAM memory). Next, there can be displayed 9.5
code (everything is OK, some previous failures are stored in SRAM memory) –
in this case, the Operation / Failure (ERR) output is switched on for a few
seconds.
6. The code 7.0 indicates error of archived data in SRAM memory, it is stored
until the SRAM is cleared (see section 5.9). Kilometer counter error is
indicated by the code 7.1.
6.5.6 THE MEANING OF INDIVIDUAL FAILURES OF WSP

TAB. 1 LIST OF FAILURES OF WSP CONTROL UNIT (ALL AXLES)

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THE NUMERIC ERROR CODE ` THE MEANING OF THE FAILURE
7. 1.0 Failure of relay disconnector - axle 1.

8. 1.1 Short circuit / interruption of generator - axle 1.
9. 1.2 Short circuit of exhaust valve / wires - axle 1.
10. 1.3 Interruption of exhaust valve / wires - axle 1.
11. 1.4 Disruption of CMOS switch of exhaust valve - axle 1.
12. 1.5 Short circuit of cut-off valve / wires - axle 1.
13. 1.6 Interruption of cut-off valve / wires - axle 1.
14. 1.7 Disruption of CMOS switch of cut-off valve - axles 1.
22. 2.7 Disruption of CMOS switch of cut-off valve - axle 2.

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TAB. 2 LIST OF FAILURES OF WSP CONTROL UNIT (GENERAL)
The numeric ` The meaning of the failure

error code
Mismatch of all operating parameters, status information and records
(except of kilometer counter) in SRAM and EEPROM. Each 10
7.0 kilometers, the data from SRAM (with battery backup) are copied to
EEPROM. In many cases, this failure is caused by upgrading of control
unit software without subsequent deletion of all failures.
Mismatch of kilometer counter data in memories SRAM and EEPROM.
7.1 Each 10 kilometers, the kilometer counter data are copied from SRAM
(with battery backup) to EEPROM.
7.2 Failure of relay output contact - shutdown of dynamic brake.
7.3 Failure of relay output contact - locking doors at 5 km/h.
7.4 Failure of relay output contact - speed comparator.
7.5 Failure of kilometer impulses generation.
9.5 Indication of previous errors stored in SRAM.
9.9 No failure (current and previous).
6.5.7 SRAM CONTENTS DISPLAYING

The contents of the SRAM memory is triggered by pressing the "▲" button. Firstly, the date and
time since which the data are stored (or when the previous data have been deleted or lost) is
displayed.
Figure 55: Failure log validity
Next, the data about long-lasting slip (SL x) of each axle, failure records of particular Techo-
generators (TG x) and particular three-state valves (CU x, EX x) are displayed. If the Techo-
generator or the valve is completely OK (there is no failure record in memory), "** OK **" is
displayed, otherwise, the failure name is displayed by its letter abbreviation (SL x TG x CU x, EX x)
and the number of occurrences of this failure and also time stamps of the first and last
occurrences are displayed.
The data appear on the display for two seconds each, excluding the "** OK **" symbol, which
stays only for one second. The records are shown in the following order:
1. SL 1 → SL 2 → SL 3 → SL 4 →
2. TG 1 → TG 2 → TG 3 → TG 4 →
3. CU 1 → EX 1 →
4. CU 2 → EX 2 →
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5. CU 3 → EX 3 →
6. CU 4 → EX 4 →
6.5.7.1 THE MEANING OF THESE ABBREVIATIONS IS AS FOLLOWS

1. SL 1 to SL 4:
The record of long-lasting slip, when the exhaust valve is open for longer than 2
seconds or cut-off valve is closed for more than 5 seconds, and thus there is a risk of
protective timing circuit intervention. After this time has elapsed, the signal for
shutdown of the dynamic brake is activated, and it lasts until the respective valve is
deactivated. The long-lasting slip usually arises when the wheels are braked also by
other braking force, when the wheels do not rotate due to wedge of dirt that is
pushed in front of them on the top of the rail, or when there is an insufficient
exhausting of the brake cylinder even at permanently opened exhaust valve.
Figure 56: Long-lasting slips

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2. TG 1 to TG 4:
The record of the generator failure. The record is stored:

1. If the monitored wheelset does not reach the speed at least 10 km/h in the moment
when all other axles are rotating at speed higher than 30 km/h (for vehicles without
power), or 50 km/h (for the self-powered vehicles).
2. If a short-circuit or interruption of generator winding is detected during the test
triggered after switching the WSP on the vehicle at standstill.
Figure 57: Techo-generator failure
3. CU 1 to CU 4:
The records of a cut-off valve coil.
Figure 58: Cut-off valve failure
4. EX 1 to EX 4
The records of an exhaust valve coil.
Figure 59: Exhaust Valve failure

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6.5.8 ERASING THE SRAM CONTENTS

When the whole SRAM contents was displayed, the application software offers the possibility to
erase the memory. During a period of 2.5 seconds, there is an erasing prompt displayed. To erase
the memory, press during this period the buttons "▼" and "◄" in this order and hold them until
the clean memory is displayed.
Figure 60: Erasing the failure records
6.5.9 PASSED DISTANCE VIEW

The passed distance (number of kilometers) can be displayed on the display by pressing the "▼"
button. When the button "▼" is pressed for the second time or after expiring of one minute, the
display returns to basic screen.
Figure 61: Passed distance
6.5.10 SRAM TO PC UPLOAD

The WSP control unit PE 94.2 MSV is equipped by USB communication interface. The appropriate
USB connector is located on the front panel of the WSP control unit.

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Figure 62: Communication Settings
The connection of PC with WSP control unit is possible using standard USB cable (2.0, Type A / B),
with maximum length of 1, 8 m (practically verified). When using longer cables (like USB printer
ones etc.), there is a risk of unstable and interrupted communication between PC and WSP.
It is also possible to transfer the content of SRAM memory to a personal computer (e.g. laptop).
The records may be received using a standard terminal program (such as HyperTerminal, which is
an optional part of MS Windows XP), and saved to a file.
6.5.10.1 COMMUNICATION SETTINGS

To enter the commands and read the WSP registers, it is possible and recommended
to use the above mentioned software tool "HyperTerminal", which is a standard part
of Windows XP operating system (Start Menu → Accessories → Communication →
Hyperterminal). When using newer versions of Windows, it is necessary to download
additional software (e.g. Terminal, ) as HyperTerminal is no more a part of Windows.
The communication parameters are following: baudrate 38400 Bd, 8 bits, no parity, 2
stop bits, no handshake. Relevant PC drivers supplied by MSV Electronika s.r.o. must
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be installed prior to first communication with WSP control unit. After successful
communication is established, the process of failure records uploading using the
following commands can start.
6.5.10.2 LIST OF COMMANDS
All operating data, including failure records, can be uploaded from WSP control unit
and displayed on the personal computer screen. The upload is controlled by typing
the defined commands on PC keyboard. The particular logs are then responded to
the operator's command.
 The list of commands is as follows:
1. "H" - the failure history. This command will start transmitting of Failure History.
The condition is the vehicle in standstill and history queue initialization is
complete. After a complete history record is transmitted, the transmission is
terminated automatically.
2. "P" - the failure counters. This command will start transmitting of Failure
Counter. The condition is the vehicle in standstill. After a complete record is
transmitted, the transmission is terminated automatically. The record contains
the total passed distance, validity stamp (data are valid since - to) and possibly all
detected failures.
6.5.10.3 THE FAILURE COUNTERS
The failure counter is listed by typing "P", as stated in previous section. The structure
of this list is visible at the figure in next section.
The first item of the list is the total distance travelled by the vehicle. Next, particular
failure and diagnostic data of the WSP follow. These are introduced by validity stamp
"Data valid fm / to ".
This time interval reflects the start and end time point (in the format day / month /
time) in which the individual records have been correctly stored in memory and that
they are compact (not damaged).
Subsequently, all particular records are provided with the number of occurrences in
given time interval (to the right of the record name) and with the time stamp of its
first and last occurrences. Maximum counter value for each particular failure is 9999
(subsequently, the oldest records are overwritten by the newest ones).
The "Reg axle x" record represents regulatory intervention of the WSP, which is
connected with slip detection and its compensation.
The "SLx long" record is related to detection of long-lasting slips that have not been
successfully compensated by WSP in given time interval and that might cause e.g. the
extending of the stopping distance. This phenomenon can occur for example when

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using dynamic brake, when WSP is not able to control the pressure in the brake
cylinder to regulate the braking effect (no pneumatic braking is activated).
The "TGX no signal" record indicates the failure of the Techo-generator, which does
not generate the speed signal even after exceeding the defined speed (20 or 50 km/h
respectivelly). Following Techo-generator failures "TGX short" and "TGX broken" are
related only to passive Techo-generators and to active ones with speed sensor
without advanced diagnostics. If using active speed sensors with advanced
diagnostics, these failures are associated with size of the diagnostic signal below /
above the tolerance.
The remaining records are related to cut-off and exhaust valves. The records "CUX
short" and "EXx short" indicate short circuit in the corresponding valve circuit, the
records "CUX broken" and "EXx broken" indicate interrupted (open, broken) coil or
circuit (wires) and the last "CUX switch" and " EXx switch " indicate disruption of
CMOS switches for controlling of the valves.
Figure 63: The failure counters

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6.5.10.4 FAILURE HISTORY

The failure history record serves as a detailed overview of all the above mentioned
failures. Individual items of this record are ordered exactly according to the time
stamp when they occurred. Like in previous case, the individual failures of valves and
Techo-generators are specified (in abbreviated form only), whether it is a disruption,
short circuit, etc. The appropriate time stamp is in the format month / day / hour /
minute / second for each item. This memory is un-erasable and keeps the latest
failure records only.
6.6 MAINTENANCE
The following part of the text deals with maintenance of DAKO PE94.2-MSV antiskid device. Each
part of this antiskid device requires different maintenance which is described in the text bellow.
6.6.1 CONTROL UNIT
The control unit does not need any maintenance during operation. In regular maintenance
intervals prescribed for the vehicle it is necessary to clean the unit and to check the connections.
After ten years of operation, it is necessary to replace the lithium battery for SRAM back-up. This
shall be done at the professional workplace in compliance with the principles of ESD. Also after
ten years of operation, the application software of the control unit shall be restored.
(WSP 8 h daily in operation, the remaining 16 h in the off state = running from battery)

The maintenance of the speed sensor is stated in the relevant article of its operational instruction
which is in the enclosure No. 2 of this instruction.

The valve does not require any maintenance during operation. Its right function is automatically
checked by the control unit during operation. At a failure or after 6 years of operation at least the
valve is taken down and sent to a revision or repair to the producer or to the specialized
workshop which has the producer’s permission for repairs. Two nozzles for setting of the filling
and discharging times of the brake cylinder are screwed in the valve’s bracket. The nozzle
diameter is dependent on a volume of the brake cylinder and connecting pipe and it is encoded in
the drawing number of the discharging valve. During exchange of valves it is necessary to use the
valve with the same number stated after the slash of the drawing number, i. e.. 90030-349/XXX.

The switch does not require any service or maintenance during operation.

Page 94
6.7 IDENTIFICATION OF FAILURES
The troubleshooting described in this section is intended for localization of the faulty module. The
correction is done by the replacement of the module. The repairs of faulty modules are provided by
the manufacturer of the device.
6.7.1 FAILURES OF THE POWER SUPPLYING
 PROBLEM: The control unit does not start its operation after main brake pipe is
supplied with pressured air. POSSIBLE CAUSES:
1. Faulty pressure switch.
2. Faulty circuit breaker (fuse).
3. Defective control unit itself.
4. Faulty wiring to Techo-generators.
5. Faulty wiring of the control unit itself.
 LOCATING THE FAILURE

1. Press the "TEST" button and check if the power supply will start.
2. If the power supply starts, then check the pressure switch on the main brake
pipe and wires to the switch. If the switch and wires are OK, then replace the
unit.
3. If the power supply does not start, then check the correct voltage on the
tubes of connector X3: 1 (+ Un), X3: 2 (-Un).
4. If the correct supply voltage is present at connector X3 and the control unit
does not start, then replace the unit.
5. If all checked modules operate and the control unit cannot be switched on,
then the fault is in wiring.
6.7.2 FAILURES OF THE INPUT SIGNALS AND THE SPEED MEASURING

The control checks the activity of Techo-generators during running. During the self-
test and the user test, when the vehicle is in standstill, the Techo-generators are
tested for a short circuit (if passive speed sensor is used) or a current consumption is
checked (active speed sensor without advanced diagnostics) or a complete
diagnostics is done (active speed sensor with advanced diagnostics).
6.7.2.1 FOR ALL VERSIONS OF THE CONTROL UNIT

 PROBLEM: There is a Techo-generator failure stored in the memory. POSSIBLE
CAUSES:
1. Defective Techo-generator.
3. Faulty wiring to Techo-generators.

Page 95
4. Faulty wiring of the control unit itself.

1. After the user test is finished, the failure code 9.5 is displayed. It indicates that a failure is
stored in the backed-up SRAM memory of the control unit. When detailed list of failures
is displayed, some of TG n no sig / TG n short / TG n broken (where n is the number of
axle) appears. It says that the microprocessor evaluates zero speed during the vehicle
movement or it found the failure of the Techo-generator of respective axle during vehicle
standstill.
2. The current status of the Techo-generator can be checked in the submenu FREQUENCY
INPUTS anytime. The current speed of the checked axle is displayed at the top line of the
display, the actual acceleration is displayed at the bottom line (the displayed number "n"
in the legend "Vn, An" represents the number of displayed axle).
3. If passive Techo-generators are used, check the correctness of signalization of faulty
Techo-generator and check the ohmic resistance of the Techo-generator windings (at the
appropriate connector). The resistance of passive Techo-generators DAKO FE1.4 is about
370 Ω, for DAKO FE1 is 60 Ω. If both the wiring and Techo-generator are OK, check the AC
voltage of the Techo-generator during the movement.
4. If the failure is not found yet, check AC or pulse voltage (according to the Techo-
generator type) produced by Techo-generator during movement. The frequency is
proportional to the rotor speed (by constant that defines number of sine waves or
impulses per one wheelset revolution). If the Techo-generator produces the desired
signal, the failure is inside the control unit itself and it must be replaced.
5. If the Techo-generator does not produce the desired signal and the ohmic resistance of
the generator winding is right (for passive sensors), then the defect in the mechanical
coupling between the axle and the rotor of the generator.
6.7.3 FAILURES OF THE OUTPUT SIGNALS

 PROBLEM: The cut-off or exhaust valves do not work. POSSIBLE CAUSES:
1. Faulty three-state valve DAKO N8.1.
2. Faulty wiring between the control unit and the valve.

1. The failure of cut-off or exhaust valves or a failure in cabling is detected by
self (automatic) test or by user test. The self-test is activated at each power-
on of the control unit and depending on the vehicle settings, also about 20 s
after vehicle stops. The detected failure is stored into the internal backed-up
SRAM memory and closes the output contact "ERROR". If the failure is
permanent, it is evaluated at each test of the control unit, the "ERROR"
output is closed every time and the number of occurrences is stored in the
memory.

Page 96
2. The control unit also checks for short-circuit and break (interruption) of the
coil of the valve or of wiring and for disruption of the transistor switch. The
short-circuit is indicated if the valve coil current exceeds value of 5 A.
(Nominal current of the valve coil is max. 700 mA).
3. An interruption is detected when the current of switched-on valve coil is less
than 20 mA. Switch disruption is evaluated when the switch is switched off
and behind this switch, the voltage higher than 5 V is detected.
4. Numeric error codes are listed in respective chapter. When troubleshooting
'short circuit' or 'interruption' of the valve coil or cabling, please use the
conventional procedures.
Caution!
 User test program also checks the internal safety disconnectors, which are the
part of the control unit. If this failure is detected, it is necessary to replace the
whole control unit.
 Check the correct operation of the valves by listening during the user test
performed at service braked vehicle.
In the first phase, the control unit sequentially activates particular valves in sequence from 1st to
4th axle. For each axle, it closes the cut-off valve and twice shortly activates the exhaust valve.
While listening, there should be a clear sequence in the correct order (from 1st to 4th axle) and
weaker acoustic intensity of second exhausting pulse („TS-ts - TS-ts - TS-ts - TS-ts“). If the order
(sequence) is wrong, it indicates swapping (mismatching) of valves to axles (e.g., valve at axle 1 is
connected to output designed for axle 2). The trinity of exhausting pulses ('TS-TS-TS ") indicates
swapping of cut-off and exhaust valves at given axle. Intensive sound of both exhausting pulses
('TS-TS ") indicates a possible malfunction of cut-off valve.
In the second phase, the timing circuits of safety relay disconnectors are checked. Firstly, these
ones for 1st and 2nd axles are checked, then the ones for 3rd and 4th axles. During the test, the
voltage is applied firstly to both cut-off valve (it closes) and the exhaust valve (it opens). After the
disconnecting test (when the exhausting time is exceeded), only the cut-off valve is powered. The
brake cylinder is one-shot exhausted (emptied) during the test and after the test is finished, it is
filled again. The long lasting air discharging signalizes the failure of the cut-off valve. The check of
each pair of axles takes 16 s.
6.7.4 FAILURES OF THE CONTACT OUTPUTS

 PROBLEM: Relay output does not switch. POSSIBLE CAUSES:
1. Faulty wiring between the control unit and the vehicle.

Auxiliary outputs OK / ERR, DOORS, MGB, DPB, COMP are realized by a relay contact. If the
contact does not close, check the conductivity of closed and open contact including the wires in
the control unit or broken wire in the vehicle cabling. If it is necessary to check the operation
(work) of individual contacts, it is necessary to connect both poles of used contact to respective
circuit.
Page 97
6.8 TROUBLESHOOTING
The antiskid device DAKO PE94.2-MSV is designed and tested by a number of relevant regulations
and standards but in these challenging conditions may occur rarely possible defects or incorrect
antiskid device function.
6.8.1 CONTROL UNIT
The control unit must be exchanged in case of any failure. Repairs of defective units are carried
out by the producer only.

The troubleshooting is stated in the relevant chapter of its operational instructions which is the
enclosure No. 2 of this instruction.

The exchange of the valve is carried out in case of its failure. The defective valve is sent for a
repair.
6.9 LIMIT STATES OF DEVICES OF ANTISKID DEVICE
Although the antiskid device DAKO PE94.2-MSV is designed and tested by a number of relevant
regulations and standards it is not possible to exceed limit values of each part of this device.
6.9.1.1 LIMIT STATES OF DIAGNOSTIC OF CONTROL UNIT
Short circuit of valve coil: Current through the switch I > 6 A.
Interruption of valve coil: Current through the switch I 10 mA at switched on state
Disruption (breakthrough) of CMOS switch: The voltage U > 10 V behind the switch at switched-off
state.
Failure of TG1 - TG4: When starting the vehicle, the speed of axle with defective
techo-generator does not reach 10 km/h.
SMYK 1 - SMYK4: Cut-off valve is permanently closed for 5 seconds or exhaust

valve is permanently open for 2 seconds.
Resistance of valve coil: At least 32 Ω (DAKO N8.1).
Resistance of coils of passive techo-generator: At least 342 Ω (DAKO FE1.4).

Page 98
7 DUAL CHANNEL SPEED SENSOR
7.1 GENERAL INFORMATION
These operating instructions are part of the product and describe how to use it safely.
1. Please read the operating instructions carefully before you begin assembly.
2. Keep the operating instructions for the entire service life of the product.
3. Make sure that the operating instructions are available to personnel at all times.
4. Pass the operating instructions on to each subsequent owner or user of the product.
5. Insert all additions received from the manufacturer.
6. To avoid property damage or malfunctions, read and observe the specifications
provided in these Operating instructions.
7.2 VALIDITY
These operating instructions apply to the standard design of the product. This includes
all types that are n o t marked with a Y behind the product number in the type code
A product marked with Y is a customised design with a special assembly and/or modified
technical specifications. Depending on the customised modification, additional or
other documents may be valid.
7.3 TARGET GROUP
These operating instructions are intended for electrical specialists and mechanics who
are authorized to mount and electrically connect devices and systems, to put them into
operation, and to label them under the terms of safety-related standards, as well as
machinery operators and manufacturers.
7.4 ABBREVIATIONS AND GLOSSARY
AC Alternating Current
Channel The output signals in these operating instructions are labelled as channel
1 and channel 2, and are synonyms for track 1 and track 2 or track
A and track B.
DC Direct Current
D.P. Diametric Pitch; characteristic of a toothed wheel which is used here for
generating the count pulses
Definition: DP = N / PDi = (N + 2) / ODi
with N = number of teeth, PDi = pitch diameter in inches, ODi = outside
diameter in inches
Conversion: DP = 25.4 / M
ESD Electrostatic Sensitive Devices
EMC Electromagnetic Compatibility
Idle voltage Standstill monitoring voltage: Constant voltage of 7 V DC, supplied by

Page 99
a 2475xM type sensor as soon as the measuring scale turns so slowly

that the measuring frequency drops below 1 Hz
Measuring
Scale General term for target wheel, toothed rack or slotted disk
This guide describes the target wheel in more detail. Comments contained
in this document also apply to other measuring scales.
Module Module (m); as DP but based on metric rating
Definition: m = 25.4 / DP = CPm / 􀊌 = ODm / (N + 2)
with CPm = circular pitch (tooth period) in mm,
ODm = outside diameter in mm, N = number of teeth
m = 25.4 / DP
7.5 SYMBOLS, MARKS AND WARNINGS
Symbols and marks are used in these Operating Instructions to enable you to recognize certain
information more quickly.
Notification!
Indicates a property damage message or addresses practises not
related to personal safety
Important information for understanding or optimizing procedures.
Indicates an action to be performed
Page 6 Cross-reference to another part of these Operating Instructions

Page 100
8 IDENTIFICATION OF THE SPEED SENSOR
8.1 ID PLATE
The following information is engraved on the speed sensor:
Figure 64: Speed Sensor
7. Type code (cf. next paragraph)

8. Serial number

Page 101
8.2 TYPE CODE
8.3 SCOPE OF DELIVERY

Page 102
9 HOW TO AVOID PROPERTY DAMAGE OR MALFUNCTIONS
9.1 CORRECT USE
The speed sensor is intended solely for measurement tasks in the industrial and commercial sector.
It is installed in a system and must be connected to special evaluation electronics, contained, for
example in a position control unit or an electronic counter.
All other uses shall be deemed incorrect.
9.2 NOTES FOR OPERATORS AND MANUFACTURERS
 Personnel training
1. Make sure that the following requirements are met:
2. Assembly, operation, maintenance and removal tasks are performed by trained and qualified
skilled personnel or are checked by a responsible specialist.
3. Personnel has received training in electromagnetic compatibility and in handling electrostatic-
sensitive devices.
4. Provide personnel with all applicable accident prevention and safety regulations.
5. Make sure that personnel is familiar with all applicable accident prevention and safety
regulations.
9.3 MODIFICATIONS AND CONVERSIONS
Unauthorised modifications or conversions may damage the product.

Do not make any modifications or conversions to the product, with the exception of activities
described in these operating instructions.
9.4 SOURCES OF HAZARDS
The speed sensor is a sensitive measuring instrument because the active, magnetic sensor element
is located directly beneath the measuring surface. Mechanical damage can quickly cause the
measurement system to fail.
9.4.1 PROTECTIVE CAP
The speed sensor is supplied with a protective cap to prevent damage to the sensitive measuring
surface.
Figure 65: Protective Cap

Page 103
1. Only remove the protective cap directly before installation. Keep the
protective cap in a safe place for future use.
2. If you are removing the speed sensor for future use, fit the protective cap
immediately after removal.
9.4.2 MEASURING SURFACE

The speed sensor is highly magnetic on its measuring surfaces. When it is brought close to metal
objects, it can quickly make contact with them. For example, the measuring surface could be
damaged if it touches the target wheel or as a result of other mechanical impact.
Ensure that the measuring surface does not come in contact with other objects.
9.4.3 AIR GAP BETWEEN MEASURING SURFACE AND TARGET WHEEL

If the air gap, which means the clearance between the measuring surface and the target wheel is
too great, the measurement signal can be lost.
If the air gap is too small, the measuring surface may come in contact with the target wheel if this
runs out of round.
Notification!
6. Ensure that the air gap between the measuring surface
and the target wheel is within the permissible range
(see table page 122).
9.4.4 ELECTROSTATIC DISCHARGE

Electrostatic discharge can destroy the electronic components. Only touch the connector pins and
connecting wires when wearing a suitable grounding device, such as an ESD wristband:
9.4.5 SCREWED CABLE GLAND

The screwed cable gland protects the sensor from moisture and dust. Opening this connection
may result in malfunctioning of the measuring electronics.
Notification!
Do not unscrew the screwed cable gland.
9.4.6 CABLE DUCT

The connector cable can be damaged if it is bent too sharply.
Notification!
Please note the minimum bend radius (see Technical data
page 131).

Page 104
9.4.7 DIRT
The accumulation of ferromagnetic particles between the measuring surface and the teeth of the
measuring scale may mean that the speed sensor cannot clearly read the change from tooth to
gap.
1. Check the speed sensor regularly for dirt, and clean it if necessary (see page
121).
9.4.8 NOTES ON ELECTROMAGNETIC COMPATIBILITY

To improve the electromagnetic environment please observe the following installation advice:
1. Only use connectors with a metal housing or with a housing made from
metallised plastic and shielded cables.
2. Place the shielding on the connector housing if included in the shielding
concept.
3. Spread the shielding wide.
4. Keep all unshielded lines as short as possible.
5. Use large diameter grounding connections (for􀲣 example, as a low induction
ground strap or ribbon conductor) and keep them short.
6. If there are potential differences between machine and electronic ground
straps, make sure that no equalising currents can flow via the cable shielding.
For this purpose, lay a large diameter voltage equalising cable or use cables
with separate two-ply shielding.
With cables with separate two-ply shielding, spread the shielding on one side only.
Figure 66: Electromagnetic Compatibility
1. GEL 2475
2. Evaluation electronics
3. Control lines

Page 105
4. Voltage equalising cable (only in the case of extreme levels of interference)
 The speed sensor is part of a machine or machinery; include the voltage equalisation
for the sensor in the overall shielding concept.
 Lay signal and control lines separately from the power cables. If this is not possible,
use pairs of twisted and shielded wires and/or lay the encoder line in an iron pipe.
 Make sure that surge protective measures have been carried out externally (EN
61000-4-5).

Page 106
10 DESCRIPTION
10.1 USE
The speed sensor is intended for measuring the speed of rotary movements without making
contact.
10.2 PARTS
Figure 67: Speed Sensor
1. Connector Cable
2. Screwed cable gland
3. Flange
4. Sealing ring
5. Measuring surface (here: with protective cap removed)
6. Index pin
7. Visible surface

Page 107
10.3 FUNCTION
The speed sensor is attached to the corresponding mounting device with the flange (3).
The sealing ring (4) seals the mounting device. The speed sensor is equipped with an index pin (6),
which determines the mounting position of the speed sensor in the mounting device. The flange of
speed sensor is flattened on one side, this so-called visible surface (7) facilitates the determination
of the mounting position.
The integrated electronics are supplied with power by means of the connection cable (1). The
screwed cable gland (2) attaches the connection cable to the speed sensor and seals the speed
sensor.
The sensor system is located behind the measuring surface (5). The permanent magnetic field
integrated in the speed sensor is changed by the rotating target wheel. The sensor system of the
speed sensor records the change in the magnetic field and the integrated electronics transform
these changes to one channel or dual channel squarewave signals. All signals are forwarded to the
separate electronics via the connection cable.
The number of pulses corresponds precisely to the number of teeth on the target wheel.
The types 2475x- and 2475xM provide voltage output signals, type 2475xI provides current output
signals. Type 2475xM also provides a fixed voltage for detecting standstill as soon as the frequency
of the measuring signal drops below 1 Hz.
The power supply for the speed sensor, the evaluation of the pulses and the establishment of the
control circuit requires separate electronics.

Page 108
11 MOUNTING
The speed sensor is mounted in the following steps, which are described in the next
paragraphs:
1. Checking the mounting device
2. Securing the speed sensor
3. Laying the cables
4. Connecting the speed sensor
5. Checking the function
11.1 CHECKING THE MOUNTING DEVICE
The speed sensor is equipped with an index pin, which determines the mounting
position of the speed sensor in the mounting device.
All necessary dimensions are shown in the scale and assembly drawing in section
16.2 and 16.3 (page 134 and 135).
Verify that all necessary bores in the mounting device have been carried out in
accordance with the drilling plan (see Assembly drawing page 135).
If mininal phase shift is requested, observe the tolerance instruction for the bore
hole of the index pin indicated in the drilling plan.
For proper sealing of the speed sensor, verify that the wall thickness of the mounting
device is at least 5 mm.
Figure 68: Mounting Device
 Mounting device
1. Wall thickness

Page 109
For proper functioning, verify that the air gap between the measuring surface and
the target wheel will be within the permissible range:
D.P. D.P. Permissible air gap d for Signal pattern

Module
(m) D-, H-, S-, V-, X-,
DI, VI DL, HL DM,VM
1.0 25.4 0.2 to 1.4 mm 0.2 to 0.9 mm
1.5 16.9 0.2 to 1.8 mm 0.2 to 1.5 mm
2.0 12.7 0.2 to 2.2 mm 0.2 to 2.0 mm 0.2 to 2.2 mm
2.5 10.2 0.2 to 2.8 mm 0.2 to 2.2 mm
3.5 7.3 0.2 to 3.0 mm 0.2 to 2.8 mm
Bevel the bore for mounting in the mounting device to avoid damaging the sealing
ring and to aid insertion of the sensor.
Figure 69: Chamfer of the mounting Device
 1 Mounting device
 2 Bevelling
 e = 1.5 mm;
 α = 15°
11.2 SECURING THE SPEED SENSOR
1. Torque wrench
2. 2 mounting screws M8 x 20 EN 4762, washers and locking rings
3. All-purpose grease
4. Sealant for mounting screws if feed-through holes are used for mounting (recommended:
Loctite 542).

Page 110
Notification!
Note the following to avoid damaging the speed sensor:
 Ensure that the measuring surface does not come in contact with other
objects.
 Only touch the connector pins and connecting wires when wearing a
suitable grounding device, such as an ESD wristband to avoid damaging
the electronic components due to electrostatic discharge.
Figure 70:Speed Sensor Mounting
1. Mounting screw
2. Washer
3. Locking ring
4. Speed sensor
5. Sealing ring
6. Mounting device
7. Protective cap
8. Index pin
 Grease the sealing ring.
 If feed-through holes are used for the mounting screws: Seal the screws with sealant.
 Remove the protective cap.
 Insert the speed sensor carefully into the mounting device so that the locating pin slides into the
prepared bore hole.
Page 111
Notification!
 Properly tighten the sensor to avoid damage or malfunction.
6.
 Secure the speed sensor with 2 mounting screws, washers and locking rings.
 Tighten both screws with a maximum torque of 25 Nm.
Notification!
Note the minimum bend radius listed in the Technical data (page 131) to avoid
damaging the cable if bent too sharp.
 Lay the cable while taking the notes on electromagnetic compatibility
into account (page 117).

Page 112
12 CONNECTION
12.1 CONNECTOR ASSIGNMENT
The connection depends on the type of speed sensor:

Page 113
 Measuring resistor with current output
Figure 71: Measuring resistor with current output
The measuring resistor RL to be connected at the current output may not exceed a
particular value. The following relationship exists:
RL,max = (VS – 4 V) / Imax with VS = 10 to 20 VDC and Imax = 16 mA
Example for VS = 15 V: RL,max = 11 V / 16 mA = 690 􀊌
12.2 EXAMPLES OF POWER SUPPLIES
12.2.1 SPEED SENSOR WITH VOLTAGE OUTPUT (GEL 2475V􀲣XXXL...)

1. The power supplies of the speed sensor, the evaluation electronics and the signal input are
galvanically isolated
Figure 72: speed sensor with voltage output
2. Shared power supply for the speed sensor and the evaluation electronics The signal input is
not galvanically isolated, and the shielding is not attached throughout.

Page 114
Figure 73: speed sensor with voltage output
12.3 CONNECTING AND TESTING THE SPEED SENSOR
Check that all cables have been laid correctly.

Connect the speed sensor in accordance with the connection assignment shown in
section 12.1 (page 125).
Connect a suitable measuring instrument, for example an oscilloscope.
Turn the measuring wheel slowly and observe the output signal on the measuring
device.
If the speed sensor is working correctly, you will see a perfect square-wave signalas
shown in the diagrams in section 16.4 (page 136).

Page 115
13 REMOVAL AND DISPOSAL
13.1 REMOVING THE SENSOR
Notification!
If the sensor is to be removed for any reason, i.e. relocation of equipment:
 Ensure that the measuring surface does not come in contact with other objects.
 Only touch the connector pins and connecting wires when wearing a suitable
grounding device, such as an ESD wristband to avoid damaging the electronic
components due to electrostatic discharge.
Disconnect the speed sensor.

Release the sensor cable.
Loosen and remove the two mounting screws that fix the sensor in the mounting device.
Remove the sensor
If the sensor is still to be used: Attach the protective cap to the sensor.
If the original protective cap is no longer available, make sure that comparable protection
is provided for the measuring surface.
13.2 DISPOSAL
Faulty speed sensors should be disposed of in accordance with regional regulations

for electrical and electronic devices.

Page 116
14 MAINTENANCE
The speed sensor contains no moving parts and is therefore largely maintenance-free.
 Cleaning the speed sensor
Notification!
To avoid damaging the speed sensor:
 Never use a high-pressure cleaner.
 Avoid allowing water, dirt or other substances to enter the open parts when the
connector has been detached.
Clean the speed sensor with water or a non-corrosive commercial cleaning agent.

Page 117
15 FAULTS

Page 118
16 APPENDIX
16.1 TECHNICAL DATA

Page 119

Page 120

Page 121
16.2 SCALE DRAWING
Figure 74: Scale Drawing of Speed Sensor mounting
all dimensions stated in mm (approximate dimension) general tolerance DIN ISO 2768
medium
 A Screwed cable gland M20 x 1.5
 B Flexible conduit connection with nominal width of 12 mm
 C Hose connector piece with nominal width of 18 mm
 l Cable length
 1 Sealing ring 21 x 2.5 mm, NBR

Page 122
16.3 ASSEMBLY DRAWING
Figure 75: Speed Sensor mounting drawing
 A Axial offset
 B Location pin
 X Beveled insertion edge
 1 Mounting screw (recommended: M8 x 20 EN 4762)
 2 Sealing ring 21 x 2.5 mm, NBR
 d Permissible air gap (see table page 122)

Page 123
16.3.1 DRILLING PLAN (TOP VIEW)
Figure 76: Speed Sensor mounting position
 A Drilling plan (standard mounting)

 B Drilling plan for min. phase shift
16.4 OUTPUT SIGNALS
16.4.1 SIGNAL LEVEL
Figure 77: Signal level at voltage output (signal pattern S-, V-, X-)

Page 124
Figure 78: Signal level at voltage output (signal pattern D-, H-, DL, HL)
Figure 79: Signal level at voltage output (signal pattern DM, VM)
Figure 80: Signal level at current output (signal pattern DI, VI)

Page 125
16.4.2 SIGNAL PATTERN
Figure 81: Signal Pattern

Page 126
NOTE
Plot No. 114-115, Sector 24, Faridabad-121005 (India)
Head Office & works Mumbai Branch Chennai Branch Kolkata Branch
Plot no.114 & 115, Sector 24, Times Square, Unit no.2, M-3, “M” Block, South West Wing,
Faridabad-121 005 A-Wing, 3rd floor, Andheri 3rd Avenue, 9th floor, “AC Market”
Haryana, (India) Kurla Road, Sakinaka, Anna Nagar East, 1, Shakespeare Sarani,
Email: rail@escorts.co.in Mumbai- 400 059 Chennai-600 102 Kolkata- 700 071
Web. Maharashtra, India Tamil Nadu, India E-mail:
escortsrailwayproducts.com E-mail: kolkata@escorts.co.in
Tel: 91-129-2516382, 6608 E-mail: chennai@escorts.co.in Tel: 91-33-22825191
Fax: 91-129-2232148 mumbai@escorts.co.in Tel: 91-44-26287729 Fax: 91-33-22814518
Tel: 91-22-24218159 Fax: 91-44-26287341

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OPERATION AND MAINTENANCE MANUAL

AXLE MOUNTED DISC BRAKE SYSTEM

Customer Spec No. RDSO/2011/CG-04/Rev.-01

Document Revision History

Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

5.4.1 BRAKING COMPRESSED ..................................................................................... 48

Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

6.7.3 FAILURES OF THE OUTPUT SIGNALS................................................................. 96

Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

16.3 ASSEMBLY DRAWING ......................................................................................... 123

Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

Figure 2: Distributor Valve with Relay Valve KE ............................................................................ 12

Figure 3: Control Reservoir ........................................................................................................... 13

Figure 4: Isolating Cock ................................................................................................................ 13

Figure 5: Auxiliary Reservoir ......................................................................................................... 14

Figure 6: Drain Cock ..................................................................................................................... 14

Figure 7: Air Brake Hose Coupling ................................................................................................ 14

Figure 8: Angle Cock .................................................................................................................... 15

Figure 9: Schematic for EBA......................................................................................................... 15

Figure 10: Installation layout for EBA ............................................................................................ 16

Figure 11: Brake Indicator............................................................................................................. 17

Figure 14: Exploded View of PMBS Panel .................................................................................... 23

Figure 15: Exploded View of Check Valve Assembly AC/NAC ...................................................... 24

Figure 17: Exploded View of Isolating Cock with Vent .................................................................. 26

Figure 18: Exploded View of Isolating Cock Without Vent ............................................................. 28

Figure 19: Exploded View of Brake Indicator (Double) .................................................................. 30

Figure 20: Exploded View of Test Fitting K1E ............................................................................... 31

Figure 21: Exploded View of Air Filter ........................................................................................... 32

Figure 22: Exploded View of Check Valve Assembly .................................................................... 33

Confidential document, Unauthorized circulation is strictly prohibited Format No. : FM:R&D:021/02/05.03.2020

Figure 23: Exploded View of Emergency Brake Accelerator (EBA) ............................................... 35

Figure 28 – Flexible Ball Cable Coach (3eb 6619) ........................................................................ 50

Figure 30: Disc Brake Unit (1) ....................................................................................................... 55

Figure 31: Disc Brake Unit (2)....................................................................................................... 56

Figure 32: Disc Brake Unit (3) ....................................................................................................... 57

Figure 33: Disc Brake Unit (4) ....................................................................................................... 58

Figure 35: Power supply module – PSU ....................................................................................... 65

Figure 36: Pres-stabilizer module - JPZ ........................................................................................ 66

Figure 37: Frequency Input Module - JFP ..................................................................................... 68

Figure 38: Processor Module – CPU ............................................................................................ 70

Figure 39: Binary I / O Module – JIO............................................................................................. 71

Figure 40: Output module – JOP .................................................................................................. 73

Figure 41: WSP switching module – JSP ...................................................................................... 74

Figure 42: Display module - DISPLAY 01 ..................................................................................... 75

Figure 44: Basic screen ................................................................................................................ 79

Figure 45: Frequency input ........................................................................................................... 80

Figure 46: Logical outputs............................................................................................................. 80

Figure 47: Logical outputs - cut-off and exhaust valves ................................................................ 81

Figure 48: Logical outputs - auxiliary signals ................................................................................ 81

Figure 49: Memory for constants .................................................................................................. 81

Figure 50: Onboard clock and its setting ....................................................................................... 81

Figure 51: External RAM .............................................................................................................. 82

Figure 52: Main menu structure .................................................................................................... 82

Figure 54: Test of tri-state valves and relay disconnectors............................................................ 84

Figure 55: Failure log validity ........................................................................................................ 87

Figure 56: Long-lasting slips ......................................................................................................... 88

Figure 57: Techo-generator failure................................................................................................ 89

Figure 58: Cut-off valve failure ...................................................................................................... 89

Figure 59: Exhaust Valve failure ................................................................................................... 89