Pocket Guide OEM Products

Total Page:16

File Type:pdf, Size:1020Kb

Pocket Guide OEM Products Systems for Heavy Haul Rail Vehicles Pocket Guide OEM Products Engineered to Outperform www.nyab.com E2O: engineering = 9.5% of gross revenue OEM Products New York Air Brake offers our AAR freight railroad customers products and services that are Engineered to Outperform (E2O). The heavy haul rail industry judges the usefulness of each new technology by tangible, bottom-line results, not by promises. NYAB products are engineered to outperform. Extensive testing done in partnership with the railroads confirms that the benefits of NYAB products are real and substantial. We earn the continued trust of our railroad partners by working hand-in-hand with them as they deploy AAR Worldwide and operate new train control technology. NYAB Headquarters, Watertown NY Knorr Brake Limited, Kingston ON NYAB is part of the Knorr-Bremse Group, a global leader in brake systems for rail and commercial Anchor Brake Shoe, W. Chicago IL vehicles – with the largest worldwide footprint Premtec Hoses, China Grove NC in the market, operating 45 production and sales Train Dynamic Systems Division, Irving TX facilities in 26 countries. Kansas City Service Center, Riverside MO Knorr-Bremse SfS. GmbH. Headquarters 2 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 3 E2O: 8 years’ maintenance = 16 filter changes Oil-Free Compressor NYAB’s clean and green air compressor runs without any oil and will last up to 8 years between rebuilds. Developed by NYAB and Knorr-Bremse’s Air Supply Group, the leading supplier of rail oil-free compressors in the world, oil-free compressors are highly reliable, inexpensive to operate and easy on the environment – the only outputs are a little water and a lot of compressed air. The highly-reliable VV1000T oil-free compressor supplies the air required by the long heavy haul trains common to North America. It fits into the same space envelope as conventional air compressors, and uses the same Absolutely oil-free air mounting interfaces, air filters and existing locomotive No more oil-water emulsion problems control scheme with several drive options. The compressor No oil in air dryer spitter valve provides 185 cfm air at 145 psi pressure, and is optimized for extreme temperature operation from -40° F to 158° F. Improved motor performance – no motor rubbing Longer air dryer life Eliminating oil fouling (coking) leads to less downstream Low noise level – 78 dB contamination of the air brake system, which reduces and simplifies maintenance, resulting in lower life-cycle costs. 25 percent lighter than competition 4 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 5 E2O: two years longer service life DB-60 Featuring a zero-leakage design that reduces air usage, the extremely reliable DB-60 control valve delivers the lowest life-cycle costs in the industry. The DB-60 pneumatic control valve has proven to provide up to two years longer service life between maintenance intervals than any other freight car control valve on the market. DB-60 features friction-free, soft-seated poppet valves that ensure high reliability and long life with no UDEs. Patented K-rings provide dynamic sealing to eliminate stiction (cold welding) even in the harshest environments, from -40° to 150° F. With the fastest brake signal transmission of any control valve available, DB-60 can reduce stopping distances by up to 21% without DB-60 with 4-port receiver and access plate increasing in-train forces. DB-60 is available with 4-port automatic single car test capability in both the conventional block style and single- sided pipe bracket configurations. DB-60’s reliability makes it the control valve of choice on a growing installed fleet of more than 455,000 freight cars of the 1.6 million cars in service today throughout North America. 6 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 7 E2O: 8.5 years overhaul periods CCB II CCB II (Computer Controlled Brake) is recognized as the industry’s most reliable air brake – The electro-pneumatic control unit (EPCU) (above) responds to the engineer’s handle the data proves it. movements on the electronic brake valve, EBV (below, right). CCB II features advanced self- diagnostics – seven processors continuously monitor system 1 pressures, signals and each other to ensure a safe and reliable system. Modularized line replaceable units 2 (LRUs) provide a 20-minute mean time to repair (MTTR), reducing costs and locomotive downtime. 3 As a result of FRA inspections and close monitoring of performance standards, CCB II qualifies for a best-in-class cost-reducing extended overhaul period of up to 8.5 years. The most field-proven locomotive computer controlled 1 Electronic Brake Valve (EBV) 2 Integrated Processor Module (IPM) brake in the world, CCB II integrates seamlessly with EP-60 3 Electro-Pneumatic Control Unit (EPCU) and LOCOTROL® EB. CCB-26 (shown top right in cover photo), the low-cost, highly reliable replacement for 26L, is especially suited for new low-horsepower, low-emissions switcher locomotives. 8 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 9 shortens stopping distances: E2O EP-60 has logged 600 million car miles of revenue service and meets the latest AAR S-4200 specification in all areas, proving to be the industry’s most advanced and reliable ECP package. In summary, EP-60: End-of-Car (EOC) Junction Box Saves fuel Improves safety Reduces equipment wear CCD with Vent Valve Junction Box with Car ID Module Trainline Power Supply Operator Interface Unit EP-60 The EP-60 air brake system’s improved Trainline Communications Controller (TCC) stop distance (up to 70%) saves fuel and allows the safe increase of train speeds for higher line capacity. Graduated application / release and simultaneous, load compensated braking provide faster brake response, decrease in-train forces Trainline Integrity Locomotive for better fuel economy and less lading damage, and reduce Test Device (TILT) track, wheel, shoe and draft gear wear. CCB II – Integrated Electronic Brake Valve ( EBV) EP-60’s wire-based communication over the Echelon LonWorks™ network delivers real-time monitoring and virtually simultaneous EP-60 is available as an overlay installation or in a standalone configuration control of every car in the train. The system’s low air consumption that eliminates service and emergency portions and fits in the same space allows railroads to run longer trains without additional locomotives. envelope as the DB-60. 10 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 11 E2O: reduces fuel consumption by 8-12% LEADER LEADER® reduces fuel consumption by up to 8-12 percent while improving train handling, effectively managing schedules and minimizing in-train forces. Lower fuel costs LEADER has been widely deployed on the current PTC Efficient time management platform standard with an advanced plan to integrate Lower in-train forces LEADER content into the PTC operating screen. Today LEADER operates standalone on the PTC computer and utilizes the Longer equipment / track life entire PTC screen to display content. When PTC comes online, Less lading damage LEADER will provide the same functionality but with a highly Safer operations integrated PTC/LEADER solution. Users do not need to buy a new hardware platform to enjoy the benefits of LEADER LEADER (Locomotive Engineer Assist/Display & Event and PTC, merely upgrade to full PTC capability. New York Air Recorder) technology continues to add functionality. Brake has implemented protocols to leverage PTC data to LEADER DriverAssist™ prompts the locomotive engineer to provide a seamless transition from LEADER standalone to a make optimal decisions to reduce fuel consumption while fully integrated solution. effectively managing time and minimizing in-train forces. LEADER AutoThrottle™ automatically makes throttle The business case for LEADER is quantified through an adjustments and dynamic brake applications while extensive and powerful back office that collects and organizes prompting the engineer to optimize air brake application data to measure the effect of the technology. and release. LEADER AutoPilot™ controls throttle, Other systems may promise benefits – dynamic brake, and air brake, tightly integrating with the LEADER measures and delivers them. railway’s chosen PTC system for fail-safe operation. 12 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 13 E2O: preferred by railroads worldwide TDS-5000 The TDS family of simuators delivers maximum flexibility at minimum cost. The modular design of TDS-5000 simulators provides configurations that range from portable to expandable networked operating consoles and training stations for local or remote use. Portable systems, including the ultra- More than 121 TDS simulators are now deployed around the world. portable new TDS-5100 desktop, provide both operations analysis and fully dynamic training simulations. TDS-5000 systems offer the most advanced computer- generated graphics in the industry, provide state-of the-art training, and can be configured to meet every railroad’s specific needs. Train Dynamic Systems, a division of NYAB, is the leading industry expert in train dynamics and training simulators. TDS-5100 control stand 14 | Engineered to Outperform Systems for Heavy Haul Rail Vehicles | 15 E2O: easy single car testing Empty & Load EL-60 EL-60SS The lightweight, all-aluminum EL-60SS The EL-60 empty & load valve protects wheels by reducing braking forces on empty cars. Available with proportioning includes an innovative test
Recommended publications
  • Braking Systems in Railway Vehicles
    International Journal of Engineering Research & Technology (IJERT) ISSN: 2278-0181 Vol. 4 Issue01,January-2015 Braking Systems in Railway Vehicles Rakesh Chandmal Sharma1 , Manish Dhingra2, Rajeev Kumar Pathak3 1Department of Mechanical Engineering, M. M. University, Mullana (Ambala) INDIA, 2Department of Mechanical Engineering, T. M. University, Moradabad INDIA 3Department of Mechanical Engg, Rakshpal Bahahur College of Engg. and Tech., Bareilly INDIA Abstract— Brake is an essential feature in order to retard and Researchers in the past have investigated different stop the railway vehicle within minimum possible time. This aspects of braking of railway vehicle. Bureika & Mikaliunas paper presents a discussion about the different braking [1] provided the calculations for Vehicle Braking Force systems used in railway vehicles. This paper also considers Fitted with UIC Air Brake for Passenger Trains, Wagon electrodynamic and electromagnetic braking of trains, which is Braking Force Fitted with a UIC Air Brake for Freight of particular importance in high-speed trains. The calculation Trains Wagon, Braking Distance. Liudvinavicius & Lingaitis for stopping distance for railway vehicle is provided in this [2] studied different features and related mathematics of study. electrodynamic braking in high‐speed trains. Vernersson [3] developed a dimensional finite element model of block and Keywords— Air brake; Straight air brake system; Automatic air brake system; Braking distance; Brake cylinder; Brake pipe; Vacuum brake; wheel, which was coupled through a contact interface for the Brake delay time purpose of control of heat generation and also the heat partitioning at block-wheel surface through thermal contact I. INTRODUCTION resistances. Influence of temperature in wheels and brake The brakes are used on the coaches of railway trains to block at rail tread braking was analyzed under brake rig enable deceleration, control acceleration (downhill) or to conditions in the later part of study by Vernersson [4].
    [Show full text]
  • Design and Analysis of the Eddy Current Brake with the Winding Change
    ISSN (Print) 1226-1750 ISSN (Online) 2233-6656 Journal of Magnetics 22(1), 23-28 (2017) https://doi.org/10.4283/JMAG.2017.22.1.023 Design and Analysis of the Eddy Current Brake with the Winding Change Sooyoung Cho1, Huai-Cong Liu1, Ju Lee1, Chang-Moo Lee2, Sung-Chul Go3, Sang-Hwan Ham4, Jong-Hyuk Woo1, and Hyung-Woo Lee5* 1Department of Electrical Engineering, Hanyang University, Seoul, 04763, Republic of Korea 2Korea Railroad Research Institute, Uiwang 16105, Republic of Korea 3Samsung Electronics Company, Ltd., Suwon, Gyeongi-do, 16677, Republic of Korea 4School of Electrical Engineering, Kyungil University, Gyeongsan, 38428, Republic of Korea 5Department of Railway Vehicle System Engineering, Korea National University of Transportation, Uiwang, 16106, Republic of Korea (Received 24 January 2017, Received in final form 16 February 2017, Accepted 21 February 2017) This paper is a study of the eddy current brake designed to replace the air brake of railway application. The eddy current brake has the advantage of being able to take a high current density compared to the other application because this brake is used for applying brakes to the rolling stock for a shorter amount of time. Also, this braking system has the merit of being able to take a high current density at low speed rather than at high speed, because the heat generated by the low speed operation is less than that of the high speed operation. This paper also presents a method of improving the output torque of the eddy current brake at low speed operation through a change of the winding as well as the basic design.
    [Show full text]
  • Nat'l Highway Traffic Safety Admin., DOT § 570.57
    Nat’l Highway Traffic Safety Admin., DOT § 570.57 [(A ¥ B) / A] × 100 (c) Vacuum brake system integrity. (1) The vacuum brake system shall dem- The engine must be operating when onstrate integrity by meeting the fol- power-assisted brakes are checked. lowing requirements: (d) Brake hoses, master cylinder, tubes (i) The vacuum brake system shall and tube assemblies. Hydraulic brake provide vacuum reserve to permit one hoses shall not be mounted so as to service brake application with a brake contact the vehicle body or chassis. pedal force of 50 pounds after the en- Hoses shall not be cracked, chafed, or gine is turned off without actuating flattened. Brake tubes shall not be flat- the low vacuum indicator. tened or restricted. Brake hoses and tubes shall be attached or supported to (ii) Trailer vacuum brakes shall oper- prevent damage by vibration or abra- ate in conjunction with the truck or sion. Master cylinder shall not show truck tractor brake pedal. signs of leakage. Hose or tube protec- (2) Inspection procedure. (i) Check the tive rings or devices shall not be con- trailer vacuum system by coupling sidered part of the hose or tubing. trailer(s) to truck or truck tractor and (1) Inspection procedure. Examine vis- opening trailer shutoff valves. Start ually brake master cylinder, hoses and the engine and after allowing approxi- tubes, including front brake hoses, mately 1 minute to build up the vacu- through all wheel positions from full um, apply and release the brake pedal. left turn to full right turn for condi- In the case of trailer brakes equipped tions indicated.
    [Show full text]
  • Brakes Andrelated Systems
    BRAKES ALL MODELS Air Brake Modifications Certification Procedures For DOT FMVSS-121 The Federal Department of Transportation's Motor Vehicle Safety Standard 121 required that virtually all trucks equipped with air brakes and manufactured on or after March 1, 1975 must comply with a comprehensive set of design and performance parameters concerning the air brakes and related systems. Of the many requirements of FMVSS 121, two are of primary concern between the truck manufacturer and the body and allied equipment manufacturer. The first concern is the center of gravity location on a truck used for compliance testing and the second involves the tubing and air flow design of the brake system. Cautions - FMVSS-121 Air Brake System Modifications CAUTION: If wheelbase alterations are made to International vehicles with FMVSS-121 brakes: • DO NOT make alterations to air lines with hose, piping or fittings of sizes other than those currently in use on the truck. • DO NOT allow sharp bends or other constrictions in hosing. • DO NOT exceed the minimum or maximum wheelbase available from the factory for that model after lengthening or shortening the wheelbase. For wheelbases longer or shorter than those available from the factory, International will provide verbal opinion (through contacting your local International dealer). International will be available to provide certification testing and documentation of compliance or non-compliance with FMVSS-121 for the specific situation at an additional cost. dy Builder Diagrams (CT-471) 2010 October, CAUTION: Air reservoirs may be relocated providing these guidelines are followed: • DO NOT make alterations to air lines with hose, piping or fittings of sizes other than those currently in use on the truck.
    [Show full text]
  • Design and Analysis of Electromagnetic Breaking System
    ISSN(Online): 2319-8753 ISSN (Print): 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (A High Impact Factor, Monthly, Peer Reviewed Journal) Visit: www.ijirset.com Vol. 9, Issue 2, February 2020 Design and Analysis of Electromagnetic Breaking System A.Harris1, J.Joseph Ajith Kumar1, Jibin Sam Mathew1, T.Karthikeyan1, J.Y.Arthur Jebaraj2, I.Neethi Manickam2, S.Shiek Sulaiman2 Final year students, Department of Mechanical Engineering, Francis Xavier Engineering College, Tirunelveli, Tamil Nadu, India1. Professor, Department of Mechanical Engineering, Francis Xavier Engineering College, Tirunelveli, Tamil Nadu, India2 ABSTRACT: This project is a new technology in braking system. Electromagnetic braking system is used in light motor and heavy motor vehicle like buses, truck, etc. An Electromagnetic Braking system uses Magnetic force to engage the brake, but the power required for braking is transmitted manually. The electromagnetic braking systems are also called electro-mechanical brake .In Future we can use this braking system to avoid the accidents. An electromagnetic braking system uses a magnetic force to apply brake. The power source used in the electromagnetic break is electric current. The electric power applied to the magnetic coil developes the magnetic field in armature coil and attracts the electromagnet aluminum disc. Applying brake to stop the vehicle. I. INTRODUCTION A brake is a device which inhibits motion. Its opposite component is a clutch. Most commonly brakes use friction to convert kinetic energy into heat, though other methods of energy conversion may be employed. For example regenerative braking converts much of the energy to electrical energy, which may be stored for later use.
    [Show full text]
  • Productivity Through Technology
    Systems for Heavy Haul Rail Vehicles Productivity through Technology www.nyab.com Productivity through Technology Who we are Products and services This capability brochure provides a brief overview of New York Air Brake’s expanding product line and services, designed for the AAR heavy haul railroad market. New York Air Brake Corporation, located in Watertown, New York, has served railroad customers for over 110 years, supplying innovative air brake and train control systems to the railroad industry worldwide. New York Air Brake (NYAB) is part of the Knorr-Bremse Group, headquartered in Munich, Germany. Knorr-Bremse is a global leader in the field of brake systems for rail and commercial highway vehicles, and operates 45 production and sales facilities in 26 countries. NYAB North American Operations AAR Worldwide NYAB Facilities Knorr-Bremse SfS. GmbH. Headquarters 2 | Systems for Heavy Haul Rail Vehicles Zero defect goal The way to achieve a Zero Defect workplace We all make mistakes, but: Mistakes must not leave the company Detect errors and correct them before Basic they become defects mindset Find discrepancies as early as possible in the process We will achieve Zero Defect through Systematic and proactive root cause Methods analysis Early correction and ongoing monitoring Zero Defect Philosophy Is important for everyone Allows no compromises Commitment to quality NYAB is a leading supplier of heavy haul AAR air brake and advanced train handling technologies to the heavy haul railroad industry. Safety is the primary driver in our business, driving our Processes and product quality NYAB excellence brings focus on important focus on Zero Defects in all aspects of our business.
    [Show full text]
  • Air Brake & Train Handling Rules
    Air Brake & Train Handling Rules Effective March 25, 2019 AIR BRAKE & TRAIN HANDLING RULES TABLE OF CONTENTS 100.0 Train Air Brake Tests and Inspections 5 100.1 Compliance with FRA and Transport Canada Regulations 5 100.2 Safety Inspection of Freight Cars 5 100.3 Coupling and Securing Air Hoses 6 100.4 Operative Brakes - US Only 6 100.5 Person in Charge of Air Brake Test 7 100.6 Standard Brake Pipe Pressures 7 100.7 Charging Air Brake System 7 100.8 Air Brake Tests Using End-of-Train Telemetry Devices (ETD) Continuity Tests 7 100.8.1 Air Brake Tests Using Handheld Gauges 8 100.9 Brake Pipe Leakage Test 8 100.10 Initial Terminal and Road Air Brake Test (Class 1 Air Brake Test) Canadian Class 1 Brake Test and Class 1-A Brake Tests 9 100.11 Transfer Train Movements Test – United States 12 100.12 Transfer Movements – Canada 13 100.13 Running Air Brake Test 13 100.14 Air Brake Test When Cutting Off and Recoupling 14 100.15 Application and Release Test (Class 3 Air Brake Test) United States and Canada 14 100.16 Air Brake Test When Adding Pre-Tested Cars 14 100.17 Inbound Train Inspection 14 100.18 Piston Travel Limits 15 100.19 Dynamic Brake Requirements 15 100.20 Inoperative Dynamic Brake on Lead, Controlling Locomotive 15 101.0 Locomotive Air Brake Tests and Inspections 16 101.1 General Requirements 16 101.2 Locomotive Daily Inspection 16 101.3 Defects Other Than Non-Complying Conditions 20 101.4 Non-Complying Condition Found En Route 21 101.5 Major Internal Defects Found En Route 21 101.6 Locomotive Air Brake Test 22 101.7 Standard Air Pressures
    [Show full text]
  • Bnsf Contract Ccb Brake Equipment Maintenance Manual
    New York Air Brake CCB Brake System BNSF CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL IP-157-C For the DASH 9 LOCOMOTIVE Operated by BURLINGTON NORTHERN SANTA FE JUNE 1999 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by the changes is indicated by a vertical line in the outer margin of the page. The total number of pages in this Maintenance and Instruction Manual, is 310, consisting of: PAGE NO. CHANGE NO. ISSUE Title 1 June/99 A 1 June/99 B 1 June/99 i through vi 1 June/99 1-1 through 1-80 1 June/99 2-1 0 October/96 2-2 (Blank) 0 October/96 C.W. 135 1 January/83 C.W. 217 3 June/96 C.W. 218 1 April/94 C.W. 219 2 October/95 C.W. 220 2 October/95 C.W. 221 2 October/95 C.W. 222 2 October/95 C.W. 223 2 October/95 C.W. 224 2 June/96 C.W. 225 2 June/96 C.W. 226 3 June/96 C.W. 227 2 June/96 C.W. 228 2 June/96 C.W. 229 2 June/96 C.W. 230 2 June/96 C.W. 231 3 June/96 C.W. 232 1 April/94 C.W. 233 4 June/96 C.W. 236 2 October/95 C.W. 239 3 November/97 C.W. 243 3 June/96 C.W. 248 1 March/95 C.W.
    [Show full text]
  • Splunk® at New York Air Brake Optimized Operations and Billions in Savings for Top Railroads
    CASE STUDY Splunk® at New York Air Brake Optimized Operations and Billions in Savings for Top Railroads The Business New York Air Brake (NYAB), a Knorr-Bremse company, is a leading supplier to the railroad industry of braking systems and components, training simulators and train “Railroads used to rely solely on industry control systems. Train Dynamic Systems (TDS), a unit of New York Air Brake, is standards and engineer experience. considered the worldwide leading industry expert in train dynamics, train control Thanks to Splunk, our systems allow our and training simulators. customers to provide engineers with real- time feedback and use operational insight Challenges to achieve optimal runs every time.” Director of Engineering The $60 billion U.S. freight rail industry railroads moved more than 1.7 trillion ton- Train Dynamic Systems miles of freight in 2012 using 3.6 billion gallons of fuel at a cost of approximately (a division of NYAB) $11.5 billion. While railroads are considered the most efficient form of freight transport—it takes just one gallon of fuel to move a ton of freight nearly 500 miles— reduced fuel consumption is still a primary objective for the industry. Based in Irving, Texas, NYAB division Train Dynamic Systems (TDS) is helping many OVERVIEW of the world’s top railroads achieve substantial improvements in fuel efficiency and other operational metrics with its LEADER (Locomotive Engineer Assist/Display & INDUSTRY Event Recorder) train management system. The LEADER system uses data captured • Freight railroad brakes and control from onboard train systems to help railroads achieve ‘golden runs’ where fuel systems economy, in-train forces and schedule compliance are optimized.
    [Show full text]
  • The 26-L Brake Equipment
    INSTRUCTION PAMPHLET No. 74 June 1964 THE 26-L BRAKE EQUIPMENT with 26-C BRAKE VALVE and 26-F CONTROL VALVE arranged for SAFETY CONTROL OVERSPEED CONTROL DYNAMIC INTERLOCK and MULTIPLE-UNIT CONTROL for LOCOMOTIVES THE 26-L BRAKE EQUIPMENT WITH 26-C BRAKE VALVE AND 26-F CONTROL VALVE ARRANGED FOR SAFETY CONTROL OVERSPEED CONTROL DYNAMIC INTERLOCK AND MULTIPLE-UNIT CONTROL FOR LOCOMOTIVES INSTRUCTION PAMPHLET NO. 74 JUNE 1964 (Supersedes Issue of September 1960) CONTENTS Paqe The Equipment .................................................................................................................................. 3 26-C Brake Valve .............................................................................................................................. 5 Automatic Brake Operation .................................................................................................... 9 Independent Brake Operation ................................................................................................. 11 26-F Control Valve ........................................................................................................................... 13 J-1 Relay Valve ................................................................................................................................. 20 MU-2-A Valve ................................................................................................................................... 23 F-1 Selector Valve ...........................................................................................................................
    [Show full text]
  • Bendix® Adb22x™ Air Disc Brake Recall Repair Kit
    BENDIX® ADB22X™ AIR DISC BRAKE RECALL REPAIR KIT 4 Spring Brake Label Location Chamber 4 2 3 2 Carrier Caliper Bendix ADB22X Air Disc Brake Carrier 1 Vertical Style Bendix® ADB22X™ Air Disc Brake Axial Style Kits are vehicle/application specific. Do not install this kit unless it is for the intended application. Kit Contents Item Recall Kit Part Numbers No. Description Qty. Part No. Application 1 Caliper/Carrier Assembly 1 K191727 Axial Caliper Kit, Blue Bird® 2 Mounting Bolts 6 K191735SC Axial Caliper Kit, Navistar® 3 Washers (Axial Style Only) 6 K191738 Axial Caliper Kit, Thomas Built® 4 Chamber Mounting Nuts 2 K191740 Vertical Caliper Kit, Thomas Built Figure 1 – Bendix® ADB22X™ Air Disc Brake Recall Repair Kit GENERAL This instruction sheet is intended to provide the necessary are installed on the left (driver’s side) rear axle of a school information to service the Bendix® ADB22X™ Air Disc Brake bus. This kit contains the components shown in Figure caliper/carrier assembly in connection with recall campaign 1. All of the kit contents must be used for the installation. number 19E030. This campaign applies only to ADB22X Do not reuse the removed hardware (Items 2 through 4). brake assemblies that were manufactured between January 01, 2009 and November 27, 2018, inclusive and 1 GENERAL SAFETY GUIDELINES WARNING! PLEASE READ AND FOLLOW THESE INSTRUCTIONS TO AVOID PERSONAL INJURY OR DEATH: When working on or around a vehicle, the following guidelines should be observed AT ALL TIMES: ▲P ark the vehicle on a level surface, apply the parking brakes and always block the wheels.
    [Show full text]
  • Emergency Brakes. After Every Working Day. to Keep from Fouling the Air Compressor Oil. Water Can Freeze in Cold Weather And
    1. Modern air brake systems combines three different systems. They are the service brakes, the parking brakes and the: a. S-S-cam brakes.cam brakes. b. Drum brakes. c. Foot brakes. d. Emergency brakes. 2. Oil and water usually collect in compressed air tanks. If you do not have an automatic tank drain, when should you drain the air tanks? a. After every working day. b. After every four hours of service. c. Once a week. d. Every other week. 3. Why drain water from the compressed air tanks? a. To keep from fouling the air compressor oil. b. Water can freeze in cold weather and cause brake failure. c. The low boiling point of water reduces braking power. d. Water over cools the compressor. 4. Air brake equipped vehicles must have: a. A supply pressure gauge. b. An air use gauge. c. At least two brake heaters. d. A backup hydraulic system. 5. What can legally hold a parking or emergency brake in position for a truck, truck tractor or bus? a. Fluid pressure b. Air pressure c. Spring pressure d. Any of the above 6 Air loss in a straight truck or bus should not be more than ____ with the engine off and the brakes on. a. 1 psi in 30 seconds b. 1 psi in one minute c. 2 psi in 45 seconds d. 3 psi in one minute 7 To make an emergency stop with air brakes, using the stab braking method, you should: a. Pump the brake pedal rapidly and lightly. b. Brake hard until the wheels lock, and then get off the brakes for as much time as the wheels were locked.
    [Show full text]