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1、METRO NANJINGLINE 1 Extension SouthTECHNICAL DESCRIPTIONOF THE KNORR-BREMSE OFFEREDANALOGUE, SINGLE PIPE, FRICTION BRAKE SYSTEMTYPE EP2002ApprovalNameDepartmentDateSignatureCompiledVolkR/MSS2ApprovedALSTOM TransportationRevision HistoryRevisionDateChange0002.06.08PreliminaryDistribution ListNo.Compa
2、ny/DepartmentName1ALSTOM2Knorr-Bremse MunichR/MSS23Knorr-Bremse Rail SystemsMLKTable of ContentAPPROVAL 2REVISION HISTORY 2DISTRIBUTION LIST2TABLE OF CONTENT31 REFERENCES52 ABBREVIATIONS53 INTRODUCTION64 OFFERED EQUIPMENT65 SYSTEM FUNCTIONAL DESCRIPTION85.1 General 85.2 Braking Concept 95.3 air Supp
3、ly equipment Group a105.4 BRAKE CONTROL EQUIPMENT GROUP B 125.4.1 Brake System Operation 125.4.2 Air Supply for the Brake System 135.4.3 EP 2002 Brake Control System 145.4.3.1 EP2002 Smart valve 145.4.3.2 EP2002 Gateway valve 155.4.3.3 Network Architecture 165.4.3.4 Internal Pneumatic Architecture 1
4、65.4.4 EP-Brake Control 195.4.4.1 Service Brake Control 195.4.4.2 Wheel Slide Protection 205.4.4.3 Emergency Brake Control 215.4.4.4 Further Features 215.4.5 Parking Brake 245.5 bogie mounted brake EQUIPMENT GROUP C 255.6 WHEEL SLIDE PROTECTION EQUIPMENT GROUP G255.7 PNEUMATIC SIGNALLINGEQUIPMENT GR
5、OUP P 255.8 coupling operating equipment Group W 26Page: 3 of 285.9Ajr Suspension Equipment Group l266 EQUIPMENT NOT INCLUDED IN THE KNORR-BREMSE SCOPE OF SUPPLY271 ReferencesRefOrig.Doc. NumberRev.Title1KBTA33645/4100Air Consumption Estimation2KBTA33645/4000Brake Calculation3KBTA33645/11./1300Pipin
6、g Diagrams4KBTA33645/00Bill of Material5KBTA33645/21000Vehicle Scheme6KBTA33645/20000Equipment Scheme2 AbbreviationsKBKnorr-BremseEPelectro-pneumatic (brake)EDelectro-dynamic (brake)MREmain reservoirBCPbrake cylinder pressureASPair suspension pressurePVUpneumatic valve unitCANcontrolled area network
7、VCUvehicle control unitWSPwheel slide protectionVLCPvariable load control pressureBSRPbrake supply reservoir pressureLBSRlow brake supply reservoir3 IntroductionKnorr-Bremse Systeme fur Schienenfahrzeuge GmbH is pleased to submit their description for the friction brake system type EP-2002 offered f
8、or the Metro Nanjing Line 1 Extension South vehicles.In order to provide an orderly description of the brake system offered, the description is presented in a sequential format.4 Offered EquipmentThe supplied friction brake sub-systems are listed in the bills of material TA33645/ and are shown in th
9、e piping diagrams TA33645/11 /13 and include the following groups:Air Supply Equipment - Group AThe offered air supply system consists mainly of a piston type compressor VV120, and other related equipment (with dry type air filter, intercooler, after cooler, resiliently mounted), an air dryer unit o
10、f type LTZ015.1H, oil filter and all control item, safety valves and cocks needed for control / operation.Brake Control Equipment - Group BThe brake control consits of an analogue EP2002 friction brake control system that offers individual bogie control via mechatronic control valves to air-applied
11、brake calipers. Brake control and wheel-slide protection systems are microprocessor controlled. Most of the pneumatic devices (as far as possible) are integrated within the mechatronic of the EP2002 control valves. Furthermore, the friction brake is able to additionally supply the required brake for
12、ce in assistance to the electro-dynamic brake in case of high passenger load and/or electro-dynamic brake failure.Bogie-mounted Brake Equipment - Group CThe bogie mounted equipment consists of one air applied tread brake unit of type PEC7-DFSSXR per axle (with spring applied brake actuator for the p
13、arking brake) and one tread break unit (without spring applied actuator) type PEC7-DXSSX per axle. Double brake blocks of composite type are installed on each tread brake unit. The parking brake is applied or released by a magnet valve which is controlled via a trainlined signal.Microprocessor contr
14、olled Wheel-Slide Protection Equipment - Group GThe WSP system is integrated within the EP2002 control valves and includes additionally 4 speed sensors and pertaining pole wheels.Air Suspension Equipment - Group LA four point levelling system is supplied to provide longitudinal and transverse contro
15、l of the car body height under all conditions of load. Equipment for the pneumatic suspension includes levelling valves and other equipment required for controlling the levelling of the pneumatic suspension.Pneumatic Signalling Equipment - Group PThe pneumatic signalling equipment consists of two ho
16、rns which are pneumatically actuated by means of a horn operating valve.Coupling Operating Device - Group WThe coupling operating device consists of a magnet valve for uncoupling of the automatic coupling system (Trailer cars A) and cut out cocks and hoses for cutting off the individual cars (all ca
17、rs).SYSTEME FUR SCHIENENFAHRZEUGE GMBHMoosacher StraBe 80, D-80809 Munchen P.O. Box 40 10 60, D-80710 Munchen5 System Functional Description5.1 GeneralFor revenue service, the train configuration of Metro Nanjing Line 1 Extension South will consist of 6 cars (Tc - Mp - M - M - Mp - Tc): TcTrailer Ca
18、r with drivers cab, MpMotor Car with pantograph, MMotor car.The system concept is based on distributed per bogie brake control with a central frame for brake, main and air suspension reservoirs. The microprocessor controlled pneumatic friction brake system with mechatronic control for the service br
19、ake includes air-applied tread brake units half of them with spring actuators for the parking brake.Air supply, air suspension control and microprocessor controlled wheel-slide protection equipment are also offered together with auxiliary equipment such as signalling devices.The offered brake system
20、 is designed for: higher accuracy and shorter response times (compared with non-distributed control), high flexibility concerning the various parameters and interface requirements, high reliability and therefore availability, easy maintenance, low weight, failure identification and annunciation.5.2
21、Braking ConceptIn normal service condition, the primary braking of the train is provided by the electro-dynamic brake in the motor cars (Mp and M). If the brake demand exceeds the dynamic brake capability, then the equipment makes up the total brake demand by adding friction brake as appropriate to
22、complement the dynamic brake. Thus the continuous blending feature allows the pressure in the brake cylinders of the tread brake units to be varied such that the sum of dynamic and friction braking effort on a train is constant, equivalent to the brake demand. Summarised, the friction brake system p
23、erforms the following basic functions: stopping brake (EP-brake takes over ED-Brake) at low speed, supplement blending of the ED-brake during service braking, when the ED- brake force is lower than the total required brake force service brake in the event of ED-brake failure in the bogies where the
24、ED- brake fails (load corrected, wheel slide regulated, speed limitation in case of multi-point failure of the ED brakes), independent emergency brake in each bogie (load corrected, wheel slide regulated), parking brake.The train brake performance achieved is as follows (braking from 80kph, all rate
25、s are time averaged after 90% build up of the brake cylinder pressure): nominal service brake deceleration rate (including response time): 1.00 m/s2 emergency brake rate (including response time): 1.3 m/s2For detailed information refer to Brake Calculation TA33645/40.5.3 Air Supply Equipment -Group
26、AAn 8 car train includes two air supply modules with one motor compressor installed in each A car. Normal train operation can be achieved with a single compressor in operation, i.e. in the event that one compressor is out of operation (refer to Air Consumption Calculation TA33645/42).The air supply
27、system is designed to supply clean dried compressed air for the operation of all pneumatic sub-systems and thus also the friction brake system with a calculated duty cycle of approximatelly 95 % with one compressor in operation.The compressed air is produced by one motor-compressor unit type VV120 (
28、A01) which includes a low noise reciprocal compressor driven from an 8,5kW, 400 V AC, 3-phase, 50 Hz motor. The compressor is directly driven by the motor and delivers about 920 l/min (excluding air consumption for regeneration of the air dryer unit) atmospheric air against a pressure head of 10 bar
29、 at a nominal rotation speed of 1450 r.p.m.The motor-compressor unit is resiliently mounted within the frame by a 4- point suspension by means of coil type mounts minimizing the level of vibrations transmitted to the carbody.The free-field noise emission of the unit at the nominal rotation speed is
30、max. 90 dB (A). The compressor is splash lubricated. There is no need for supplementary equipment such as oil pump, filter or valve.The compressor is a two-stage machine having two cylinders in the low-stage and one cylinder in the high-stage pressure. The air is aspirated by the low-pressure cylind
31、ers and cleaned by a dry-type air filter. The dry air filter gives the compressor optimum protection. Maintenance is reduced to replacing the filter element, which is much simpler and faster in comparison to other type of filters.To avoid transmitting noise to the car piping, the compressor unit is
32、connected to the carbody mounted equipment via a flexible high pressure hose (A02). Two safety valves, one after the compressor set to 12 bar (A03) and one after the air dryer set to 10 bar (A11) are offered to protect the whole pneumatic system for over pressure and damage.Operation of the two moto
33、r compressors and the compressor management in the 8 car train is managed using the pressure transducer of the EP2002 Gateway Valves (pneumatic input AUX1 / port 6), one in the Trailer Car Tc (see piping TA33645/11) and one in the Motor Car M (see piping TA33645/13). The connection between MRE pipe
34、and the EP2002 valves can be isolated using the vented isolating cocks B58 (Trailer Car Tc) and B59 (Motor Car M).The compressors are controlled in a manner that allows one of the compressors to act as the master compressor (i.e. normal mode) and the other to act as the slave compressor (i.e. assist
35、ance mode). The Gateway valve in the A car receives a signal from the train MVB to report which compressor is the master compressor for the day. This signal is changed on a per day bases. If the air demand of the train can be met with one compressor, the second compressor will not start. In the even
36、t that this operating compressor unit fails, the main reservoir pressure falls below 7.5 bar and the second compressor will start. With one compressor failed, the air supply system is designed to deliver enough dry air for the 8 cars and therefore the train can still operate under normal service con
37、ditions.To charge up an 8 car train from atmospheric pressure (both compressors will operate simultaneously) until a main reservoir air pressure of 9 bar, approximately 17 minutes are required.To meet the temperature and humidity requirements for the air system, an air dryer unit LTZ-015.1H (A04) of
38、 well proven design, is provided. The unit consists essentially of two chambers with adsorptive desiccant material and integrated oil separator, control magnet valves, two check valves, one regeneration choke, three piston valves and exhaust silencers. The unit is electrically operated by means of a
39、n electronic cycle timer which works in two phases of two minutes each (drying and regenerating). While the main flow is being dried in one chamber, the desiccant in the other chamber is being regenerated. A pressure switch is mounted on each air dryer chamber for monitoring the cycling of the air d
40、ryer and therefore the health of the unit.A filter (A05) is provided after the air dryer to extract any residual oil left in the compressed air. The dried compressed air is stored in the Main Reservoirs (A07) of 100 litres, which are installed on each car and are equipped with a drain cock (A07.01).
41、 The air supply can be isolated from the MRE-pipe through a cock (A09).Further details concerning the function and maintenance of the main air compressor are contained in the detailed component description.5.4 Brake Control Equipment -Group B5.4.1 Brake System OperationAir from the air supply system
42、 is fed to a trainlined MRE- (main reservoir equalising) pipe, which is coupled through to the adjacent cars by means of vented cut out cocks (W03) and hoses (W04, W05). The MRE- pipe is used to train line air between cars. This also allows charging of the air reservoirs from an adjacent unit in cas
43、e an air compressor is inoperative.The main reservoir pipe feeds air to the following sub-systems: brake system (including wheel slide protection), pneumatic signalling equipment, coupling equipment, air suspension equipment.Branch pipes from the MRE- pipe are provided for all auxiliary pneumatic eq
44、uipment. A double pressure gauge (B52) located on the A car is used to indicate the MRE- pipe pressure and the brake cylinder pressure of the first axle of the front bogie. For maintenance purpose, two test fittings (B54 and B55) are located nearby the pressure gauge.Pressure governors (B50) in each
45、 A car are used for low MRE- pressure indication.For maintenance purpose, a test fitting (B51) is located nearby the pressure governor. Vented isolating cocks (B53) are provided to isolate the low main reservoir pressure governors from the main reservoir pipe. The handles of these cocks are drilled
46、with an 0 2 mm hole to facilitate the fitting of a seal when the handle is in the normal position.The pneumatic devices providing service brake, wheel slide protection and emergency brake pressure control are integrated into the EP2002 control valves (B06 and B07), forming the brake control unit ins
47、talled in each bogie.5.4.2 Air Supply for the Brake SystemThe brake supply reservoir (B05) stores compressed air for rapid and safe pressure availability to the brake control modules. It is charged via vented isolating cock (B01), strainer check valve unit (B02), a three way cock (B03) and an underf
48、rame mounted vented isolating cock (B04) to allow the EP2002 valves and brakes to be isolated and vented. The three way cock is saloon mounted to enable the driver to release the brake from inside the saloon. The absence of air pressure is monitored and indication provided by the EP2002 control valves. In the event that there is loss of main reservoir pressure, the strainer check valve
