In terms of technology, the early railway construction in North America grew very fast, and the railway network quickly extended to the new district. The construction of intercontinental railways and regional-scale competitions resulted in the construction of a large number of railways in the short term. The result of rapid construction is that there are still large differences in track grades, ballasts and track beds. In many cases, the same track not only runs commuter trains and long-distance passenger trains, but also runs heavy-duty freight trains. Therefore, the rails are accelerated to wear and deform in some sections, and if the appropriate countermeasures are not taken, the floor and bogie equipment of the high-utility train will be seriously affected. On the North American railway, the unsprung running parts are likely to be subjected to 50G high-frequency impact, which is much higher than the design stress of the European railway bogie unsprung components.
North American railway operations 26 foreign railway vehicles in terms of maintenance and management, Germany and the United States are very different. The maintenance and repair of Germans is carried out in a more comprehensive and thorough manner. Equipment designed for North America must be designed to be rugged and usually equipped with diagnostics to indicate wear and tear early in the event of a failure and to ensure that no major failures occur during the service. Subject to legislative and operational regulations, the North American Transportation Authority cannot extensively guide the trial production and testing of new products. Only new products that have passed field trials and have been validated in operation are used in bidding for new vehicles. At the same time, ensuring that products are predictive of reliability in their applications undoubtedly limits the advanced technology market. It is worth mentioning that the experience of using products in other countries is usually not as evidence, it must also be reliable in North America.
Examples of German railway technology in North America are the following examples of successful use of German railway technology in the United States. The KnorrLP8900 air compressor has been proven to be stable, reliable and easy to use by many public transport authorities in the United States. This special compressor has been used by the bus authorities in New York City, Boston, Washington, Toronto, Los Angeles and Philadelphia. In order to increase the interval between the fixed repair and overhaul, the compressor unit was improved, the oil storage capacity of the crankcase was increased, and the observation glass window was installed to facilitate quick inspection of the oil surface condition. Depending on the application, the compressor is equipped with a twin tower or single tower air dryer. More than 1,100 compressor units are often viewed as evaluating performance standards for air compressors in other public transportation markets. Compressors have been adopted by many vehicle manufacturers and have been successfully adapted to various operating environments in North America.
The air compressor with 2m3/min exhaust (in pre-dryer) and standard splash lubrication system meets the needs of many intercity bus authorities. In some areas, the compressor overhaul period has reached 7 years. This is an inevitable result of the close integration of German technology with the North American market.
The hydraulic brake system for public transport railway vehicles is one of the fields in which the German technology has occupied the North American market. Around North America, there are approximately 2,400 vehicles (including heavy rails, light rails, and automated rails) using hydraulic brake systems, which are installed by most of Knorr and its subsidiaries. The cities currently using German hydraulic brakes are: Portland, San Diego, St. Louis, Denver, Washington and Vancouver.
The key to the decisive success of German products is that they can adapt to a wide range of climatic conditions. The promulgation of the "Americans with Disabilities Ordinance" has promoted the advanced demand for hydraulic systems. Legislation requires that all modes of transport be facilitated by wheelchairs or other people with reduced mobility, and low-floor and ultra-low-floor vehicles can meet legislative requirements. These vehicles have limited space under the floor and require a compact braking system that meets this requirement. The Portland vehicle assembled by Knorr is the first low-floor vehicle in North America.
The combination of exquisite design in Germany and a large number of European experience makes German-designed products occupy the US hydraulic market. Currently, a hydraulic brake system is being designed for a total of 438 vehicles for the restoration of the Hudson D Bergen Light Rail Railway in New Jersey and the BART system in San Francisco.
Knorr has also achieved great success in installing wheel anti-skid systems on pre-installed computerized anti-skid vehicles. The company has also improved the performance standards of existing anti-skid control systems. Both Amtrak and Philadelphia's public transportation systems are equipped with this system. These electronic control systems are adaptable to vehicle brakes designed and supplied by other manufacturers. The modular design of effective speed sensors, electronics and high performance bleed valves for the North American rail market is entirely done by Knorr Brakes. All products will be used in the American Flying Man project. The following are projects of various new brake systems designed and supplied by Knorr in Germany: (1) TrenUrbano (Rico Port); (2) Long Island Railway (New York); (3) American Flying Man (North American) A high-speed plan); (4) Hudson D Bergen Light Rail (New Jersey); (5) St. Louis II (Missouri); (6) BART Repair Program (California); (7) Salt Lake City (Utah).
Knorr Westminster Brakes has successfully partnered with many rail vehicle manufacturers in North America: Siemens, ADtranz, Kawasaki, Kinki, Breda and Bombardier.
North America exports a lot of vehicles to the rest of the world. Bombardier is producing passenger cars in Kuala Lumpur (Malaysia) in Canada.
The passenger car produced by Siemens in California will be delivered to Venezuela. Knorr is also working closely with vehicle manufacturers to promote new technologies. Many customers are investigating the possibility of using Knorr's aluminum brake discs to reduce overall vehicle quality and unsprung quality. Another customer is interested in the new VV120 compressor designed by Germany. The compressor has low noise, good output and running performance, making it an attractive choice.
The brake system on the American Flying Train Group is similar to the ICE1 of the German Railways Corporation (DBAG) in many respects. For example, its brake system is similar to the ICE1. The differences are as follows: (1) 1 SL20 screw compressor; (2) complete electrical control of the brake system, full air system for standby; (3) brake supervisor has EPZ control valve; (4) KE valve controls brake cylinder pressure; (5) zero Wear regenerative braking takes precedence over friction braking.
In addition to the Sterling system in Copenhagen and the ICT and ICE3 EMUs currently being developed for the German Federal Railways, the American Flying Man project is the first to be jointly developed by Knorr and the renowned Railway Application Electronics (ESRA) company. One of the new generation of applications for electronic brake series products. Its modular design allows the new system to work synergistically with the new German Federal Railways train in hardware and software.
Another advantage of the modular structure of the new system is that the brake control system installed on the locomotive, motor train and trailer of the US Flying Man project can use the same hardware, which brings great convenience to the maintenance of the operator.
All components of any given vehicle brake electronics, including the driver's automatic brake valve, are exchanged for data via a common bus. All brake diagnostic data is transmitted via the interface to the vehicle diagnostics common bus, to the Train Data Management System (TDMS), and finally to the computer screen of the cab.
The two ends of the train have: (1) 1 brake control computer (BCC); (2) 1 anti-skid / anti-air control computer (WSCC); (3) 1 non-rolling axle detection system (DNRA); (4 ) 1 independent fault monitor (IFM).
These four functional combinations are housed in two standard 19in cabinets in the engine room control cabinet.
Each intermediate trailer contains: (1) 1 anti-skid/anti-air control computer; (2) 1 non-rolling axle detection system.
The brake electronics of the intermediate trailer occupies two 19-inch cabinets in the interior control cabinet.
The combination of regeneration and friction braking should follow the following principles (same as ICE1): (1) Regenerative braking and friction braking are controlled by the brake control computer; (2) Regenerative braking with zero wear is preferred; 3) If necessary, supplement the regenerative braking by the full train friction brake and the hybrid brake of the motor train; (4) In the event of an abnormal situation, rely on the automatic fail-safe device to switch to the friction brake.
Air Brake developed the FS51 dedicated driver automatic brake valve for the American Flying Man project. In addition to the electronic detection of the position of the brake lever, it contains a pneumatic valve that supports the action of compressed air. Other devices that control the brakes are mounted on the bonded aluminum integrated manifold. These integrated boards are housed in the engine compartment; the middle car is housed in a streamlined box under the floor.
The first mobile brake device sends a friction brake signal that is transmitted along the brake pipe to other vehicles of the train in a conventional manner. An auxiliary control valve is provided on the brake pipe of each vehicle, which is composed of an electro-pneumatic control line and an EPZ unit.
When designing the air brakes of the Flying Man project, the various components of the German Federal Railway's modular control system are integrated (including analog converters, anti-skid, parking brakes, etc.).
All vehicles are equipped with a spring-loaded parking brake. In order to comply with the North American rail passenger traffic regulations, all vehicles are equipped with an acceleration brake and an emergency brake valve.
The air brake system of the US Flying Man project is compatible with the 26L system used in American locomotives. If necessary, the entire train and locomotive can be towed away by other locomotives.
Bogies All bogies have disc brakes and tread brakes. Tread braking accounts for about 15% of the total friction braking performance. There are wheel-cast steel discs on the wheels of the moving bogie; there are three integral shaft-cast steel discs on each wheelset of the driven bogie.
A spring mechanism is mounted on one of the brake pads of each wheel pair for parking brake.
In order to install tread brakes on all wheels, the PT7 tread unit brakes were developed specifically for the American Flying Man project. Its main features are extremely high impact strength and easy to install on the bogie.
The new American locomotive brake system users and vehicle and brake system suppliers believe that it is extremely important to minimize the inevitable braking differences between locomotives and EMUs.
The inevitable differences mainly include: (1) the deputy driver's cab; (2) the need for large-capacity air compressors (SL40, LTZ3.2-H, OEF3); (3) assisted direct-acting braking; (4) four-wire Brake, 100% compatible with the US 26L locomotive standard; (5) Vehicle hybrid brake instead of motor hybrid brake; (6) Higher brake rate distribution on the locomotive bogie should be matched with the wheelset quality (same brake The disc, brake cylinder and tread brake are adapted.
Conclusion For brake equipment suppliers, entering the North American rail passenger market is more difficult. However, it is very effective to make appropriate modifications to the original German design to adapt to the North American continent. Passengers, users and vehicle manufacturers are very satisfied with their performance.
Woven Fabric Cutting,Factory Fabric Cutting Machine,Fabric Cutting Equipment,CNC Fabric Cutting Machine
Jinan Zhuoxing Intelligent Technology Co., Ltd. , https://www.zhuoxingcutting.com