Informer 31

Edition 31 | December 2011

Cover storyKnorr-Bremse in Europe

ProjectsLocomotives for Kazakhstan

ProductChecking sanding efficiency

QualityPoka Yoke

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

T h e c u s t o m e r m a g a z i n e o f K n o r r - B r e m s e R a i l V e h i c l e S y s t e m s

Publisher:Knorr-Bremse Systeme fürSchienenfahrzeuge GmbHDecember 2011

Central Editorial Office:Knorr-Bremse Systeme fürSchienenfahrzeuge GmbHMarketingTanja MohmeMoosacher Strasse 8080809 MunichGermanyTel. +49 (0)89 3547 0Fax. +49 (0)89 3547 2767www.knorr-bremse.com

Conception, text and design by:Knorr-Bremse Systeme für Schienenfahrzeuge GmbH

Text: Torsten Rienth

Realisation: KB Media GmbH

Layout, graphics: Cathrin Huber

Printed by: Weber-Offset GmbH

Information for Knorr-Bremse’ s worldwide customers and business partnersE-NEWS-0031-DE This publication may be subject to alteration without prior notice. A printed copy of this document may not be the latest revision. Please contact your local Knorr-Bremse representative or check our website www.knorr-bremse.com for the latest update. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Copyright 2011 © Knorr-Bremse AG – all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains any power of disposal, such as for copying and transferring.

Imprint:

Editorial Dr. Frank Gropengießer, 3 Chairman of the Executive Board, Systeme für Schienenfahrzeuge GmbH

News in brief The latest information 4

Products Product development: COMORAN 10 Drive and training simulators 14 Sanding systems 18

Cover story Knorr-Bremse in Europe 6 Interview with Mark Cleobury and Dr. Jonathan Paddison 8

Projects Locomotive braking system for KZ8A 12 CCBII control valves for Brazil 22

Quality Poka Yoke 20

Aftermarket/ Screw compressors 16

services

Trade fairs Events in 2012 23

CONTENTS


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Modern railways have a reputation for being particularly economical and safe. All over the globe, vehicle builders and fleet operators are working hard to strengthen and enhance rail’s status as the preferred method of transportation – and as a leading supplier of top-quality rail vehicle systems, Knorr-Bremse is heavily involved in the process.

Together with our partners, we are constantly exploring new territory. Take, for example, our collaboration with industrial-monitoring-system specialists SKF, which we report on in this edition of theInformer. As part of the COMORAN project, our two companies joined forces and combined their core competences to develop a system that combines safety monitoring of rolling-stock subsystems with comprehensive condition monitoring. Fleet operators can use this preventive diagnostic system to identify wear and tear at an early stage and prolong the life of the components concerned.

As usual, this edition of theInformercontains articles on a wide range of fascinating subjects: we show you how a well-established industrial technique was cleverly adapted to improve the monitoring of sand delivery in rail vehicle sanding systems; you can find out about the excellent screw compressor overhaul service offered in Munich and how it completed its thousandth unit this autumn; and you can read about how Knorr-Bremse merged two train simulator platforms to offer customers a number of new options. In a wide-ranging interview we also examine the current status of the European rail market. And other topics include a report on the delivery to Kazakhstan of braking systems designed to operate at extremely low temperatures and an account of how we use the Poka Yoke quality management tool.

We are coming to the end of an interesting and exciting year, during which we faced up to countless challenges. I am equally sure we will do so again next year, but in the meantime I wish you a peaceful Christmas in your circle of close family and friends!

Dr. Frank Gropengießer

EDITORIAL

Dr.FrankGropengießer,ChairmanoftheExecutiveBoard,Knorr-BremseSystemefürSchienenfahrzeugeGmbH

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News in brief


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MAINTENANCE TEAM HONORED

The abbreviation SZL3 stands for “Shenzhen Metro Line 3”, and it was the SZL3 maintenance team deployed by Westinghouse Platform Screen Doors (Guangzhou) that ensured the efficient use of Knorr-Bremse components during the 26th Universiade student games in Shenzhen. Many companies sent teams to Shenzhen in order to ensure the smooth running of their components and systems during the event – but only two were singled out for the excellence of their work, one of them being Knorr-Bremse’s subsidiary with its SZL3 maintenance team.

TRAKO AwARD

The TRAKO 2011 International Railway Trade Fair took place in Gdansk, Poland, over a period of four days in October. During the course of the trade fair – the number two rail industry event in Europe after Inno-trans – Knorr-Bremse Poland was presented with the “TRAKO 2011 Trade Fair Polish Business Locomotive 2011 Award," one of the most prestigious awards in the Polish rail industry. Every year since 2007, the trade journal Rynek-Kolejowy has singled out companies whose products and innovations have made a significant contribution to the Polish rail market. The managing director of Knorr-Bremse Poland, Jacek Bilas, accepted the award from the managing directors of Rynek-Kolejowy, Jakub Klimkiewicz and Łukasz Malinowski.

BRAKING SYSTEMS FOR 1,200 INDONESIAN COAL wAGONS

Following the successful completion of negotiations, a supply contract for braking systems for 1,200 Indonesian coal wagons was signed in April 2011. A delegation from Baotou Beifang Chuangye Co. Ltd visited Knorr-Bremse’s Suzhou site, and Li Zhiliang, General Manager of Bei-fang Chuangye, and Domingo Mendieta, CEO of Knorr-Bremse Asia Pa-cific, signed the agreement on 27 April. The project marks a milestone for Beifang Chuangye in its strategic plan to gain access to further overseas markets. Over the next few years, the company aims to secure an order for a further 7,000–10,000 wagons in the Indonesian market.

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NEw DEVELOPMENT CENTER IN INDIA On 17 November, a ceremony marked the start of construction on the Knorr-Bremse Technology Center India in Pune. From 2013 on, development engineers from the rail vehicle and commercial vehicle divisions will be on hand to provide support for projects in the rapidly expanding Asian markets. By 2015 there will be no fewer than 200 software and electronics specialists working at the Center.

TAKEOVER OF TECHNOLOGIES LANKA

Knorr-Bremse has added to its IFE product portfolio in North America with its acquisition of Technologies Lanka, a prestigious manufacturer of rail vehicle electronics. The company’s product portfolio ranges from linear door motors and HVAC system controllers to power electronics. Technologies Lanka, which last year posted sales of some five million euros, will be integrated into Knorr-Bremse’s new site in Westminster, Maryland.

BRAZILIAN HONOR: KNORR-BREMSE wINS REVISTA FERROVIÁRIA AwARD

In 2011, Brazil’s oldest regularly published magazine for the rail in-dustry – “Revista Ferroviária” – presented its 22nd annual awards. Amongst the winning companies receiving their trophies was Knorr-Bremse, represented by its Commercial Director, Everton Pereira: “Being granted this award means a lot to us because we are one of the major suppliers to the railway industry, and this is the second time in succession that the company has been given an award by the maga-zine.”


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MORE LIGHT THAN SHADOW

Knorr-Bremse in Europe

Satisfactory, but as yet no grounds for celebration – this is probably the best way to sum up the state of the European rail market as 2011 comes to a close. A number of projects that had been shelved have now been restarted, and there are signs that this will soon be the case with many oth-ers. The rail sector in Europe still has enormous poten-tial, but the current debt crisis means the situation in many countries remains uncertain. However, Knorr-Bremse is expecting 2012 to bring a significant upturn in the market.

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InthesummeritwasrevealedthattheGermangovernmentisnot,afterall, goingtoequipEuropeanrailcorridorsonGermanyterritorywiththestandard-izedEuropeanTrainControlSystemETCS.Yet2011hasneverthelessbeenasuccessfulyearfortheEuropeanrailvehicleindustry.Whyisthat?Dr. Jonathan Paddison: I am certain that Europe-wide introduction of ETCS on freight corridors will come sooner or later. In 2009, 95 billion ton-kilometers were transported by rail, and the fore-cast for 2015 is 130 billion, so intro-duction of a standardized system is in-evitable. But you’re right – most of this year’s news is still good: Deutsche Bahn is investing in new ICx trains – which is a positive sign for the rail industry as a whole. There are high-speed train pro-jects in the UK, too, and France is also putting its faith in intercity links.

Duringtheeconomicandfinancialcrisisalargenumberofprojectswerepost-ponedorevencanceled.Aretheynowgoingtoreappearontheagenda?Mark Cleobury: Yes and no! Italy is postponing projects again and the Spanish market is likely to remain weak until 2014. The UK is still rather uncer-tain – although progress is being made with Thameslink and IEP. In addition to the high-speed sector, Germany is try-

ing to grow its regional train operations and is making some progress on that front. The same goes for Poland. So to sum up the situation – there is con-siderable potential in the market, but of course the current debt crisis means there is great uncertainty in some coun-tries. OfcourseEuropedoesn’tjustconsistofthesecorecountries–themoredenselypopulatedpartsofRussiaarealsopartofourcontinent.Whatsortofmomen-tumiscomingfromthere?Dr. Jonathan Paddison: Russia is currently going through a wave of modernization, with operators order-ing heavy-duty locomotives and con-siderable numbers of freight cars. They are also introducing a new generation of mainline passenger cars to replace the old ones from the Soviet era. This year alone, for example, we supplied braking equipment for more than 500 of these.

Youspokeofpotential.Thatalsoappliestotheaftermarketbusiness,whichisexpandingmorestronglythanantici-patedinEurope.Whyisthat?Dr. Jonathan Paddison: Private or smaller scale operators in particular are increasingly turning to genuine spe-cialists to overhaul their systems. They

simply do not wish to compromise on quality and reliability, and it therefore makes sense to turn to the OE manufac-turers who supplied their equipment in the first place.

Thetrendtowardsgreaterefficiencyseemstobenever-ending–ifanythingithasgatheredpaceduring2011.Whatdrivesthis?Mark Cleobury: It’s simple: costs, costs, costs! The industry is becoming increasingly competitive, which means that financial aspects are more import-ant than ever. In addition to the pure production costs, operators and vehicle builders are also focusing on aspects such as life cycle costs or “design for environment”. Efficiency, recycling and amortization of costs are therefore more important than ever.

Knorr-Bremseisalsogettinginvolvedinthisdevelopment.Forthefirsttimeever,thecompanyhasreceivedanorderfortheLEADERdriverinformationsystemfromEurope.Mark Cleobury: That shows the dir-ection the market is moving in. And it includes our driver training simula-tors, which contribute towards driver efficiency and, as a result, reduce en-vironmental impact. With the Group-wide ECCO2 initiative, we have also set

Ausgabe 31 | Dezember 2011Edition 31 | December 2011

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The Informer spoke to Dr. Jonathan Paddison (Vice President Sales &

Systems Locomotive Hauled Trains) and Mark Cleobury (Vice President Sales &

Systems Integrated Trains) about the core European market.

Interview

“Efficiency, recycling and amortization of costs are more important than ever!”

ourselves ambitious goals for reducing emissions. Of course that doesn’t just involve taking measures related to production areas and offices – it also means developing an appropriate product portfolio.

WhatcanLEADERoffertooperatorsinEurope?UptillnowithasbeenusedmainlyinNorthAmerica,AustraliaandSouthAfrica,wheretrainsareconsiderablylonger.Dr. Jonathan Paddison: The more energy prices go up, the more interesting LEADER becomes, even for Europe, because a threshold will be reached beyond which it saves operators real money.

Knorr-BremsehasexpandeditspositioninEuropeaswellaselsewhere.Isthisadeclarationoffaithinitscoremarkets?Mark Cleobury: We are experiencing particularly strong growth in Asia, but of course this doesn’t mean we are losing sight of our core markets. We are always concerned with im-proving our competence and our product portfolio. It therefore makes sense to have increased activities at Microelettrica to be expanding. Whatever the market concerned, our strength lies in our systems competence, which enables us to offer a wide

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variety of products to our customers. This “one-stop shop” phi-losophy enables them to release valuable capacity.

2012beginsinafewdays’time.AreyouabletomakeanypredictionsfromtheperspectiveoftheEuropeanrailindustry?Mark Cleobury: Although there are a number of unknowns regarding the overall economic situation in 2012, we expect there still to be considerable demand for infrastructure expan-sion and rail vehicles, which is why we expect the basic devel-opment to be positive. It may perhaps be rather slower in 2012, but thereafter things should get better year over year.

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Since February 2008 the European directive on technical specifications for interoperability of high-speed trains has laid down the requirements for subsystem monitoring. The monitoring system must reliably identify locked or derailed wheels, unstable running and hot boxes, and alert the driver immediately. Knorr-Bremse has been providing these func-tions on countless high-speed trains for many years.

REDucED LIFE cYcLE cOSTSIt is not just safety requirements that are on the increase – for fleet operators, early identification of wear and tear is becoming more and more important, as it enables prevent-ive measures to significantly extend component operating life.

In cooperation with SKF’s Condition Monitoring Centre, Knorr-Bremse has now developed COMORAN (Condition

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Monitoring for Railway Applications) as a platform for such a condition-dependent approach to maintenance. Drawing on data already available from monitoring systems, COMORAN offers online diagnostic functions that can pinpoint the first signs of wear and tear. Long-term monitoring of critical components identifies signs of wear or damage and provides the maintenance department with data that enables it to carry out optimum preventive maintenance throughout the vehicle’s entire life cycle.

It is of course no accident that Knorr-Bremse and SKF have joined forces over this project. Knorr-Bremse has decades of experience with the control and monitoring of braking sys-tems for rail vehicles, and SKF is a globally recognized spe-cialist in industrial monitoring and plant diagnostics.

Knorr-Bremse has joined forces with SKF, roller bearing manufacturer and

leading specialist in industrial monitoring, to develop COMORAN – a system

that combines safety monitoring of rolling-stock subsystems with compre-

hensive condition monitoring.

Product development: cOMORAN

Intelligent monitoring

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cOST-EFFEcTIvE SYSTEMIn order to maximize cost-effectiveness, it makes sense to link the required functions to systems already installed in the vehicle. Integration with the brake control and wheel slide protection systems offers a number of advantages: combining various functions into a single system reduces complexity and positively impacts on overall system avail-ability. And there is no need for additional power supplies, communication interfaces or pulse generators – existing signals (for example, rotation data) from the wheel slide protection system are passed directly to the diagnostic sys-tem.

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ONGOING DIAGNOSISCOMORAN consists of two main components: an additional 19" electronic monitoring board that can be directly inte-grated into the existing Knorr-Bremse ESRA brake control and wheel slide protection system; and multifunctional combination sensors that measure rotation, temperature and acceleration, for example, on axle bearings, gears or motors. The interplay of the various elements is best illustrated using the example of the axle bearings, as there are signifi-cant maintenance costs if these have to be replaced after a fixed period of operation. The pulse signals from the CO-MORAN axle bearing diagnostic system and the additional acceleration data from the wheel set bearings enable con-tinuous evaluation of the speed-related bearing frequen-cies. Intact wheel bearings can be easily differentiated from worn or faulty ones on the basis of the frequency spectrums

detected. Special tools developed by SKF enable these to be graphically represented in the form of a trend analysis, making it possible to precisely predict future performance. A configurable parameter database ensures that bearings of every type and brand can be monitored. A similar approach can be taken to diagnose gearbox components, drive mo-tors, shafts and clutches.

The same sensors also enable wheels to be checked for tread wear. And again there is no extra cost involved – thanks to the sharing of interfaces and sensor signals with the brake control system.


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To describe winter in the steppes of Kazakhstan as “bone-chillingly cold” is something of an understatement. So when Knorr-Bremse was asked to deliver systems for the KZ8A locomotive being built for service in that part of the world, the company had to pull out all the stops. Standard systems would have quickly reached their limits at the low tempera-tures found in the Kazakhstan winter.

DESIGNED FOR THE cOLDThis was an area in which Knorr-Bremse was able to draw on its experience from earlier projects such as the Russian Sapsan high-speed train and the passenger cars for RZD.

The bogie equipment developed by Knorr-Bremse is capa-ble of functioning at temperatures as low as -55°C. Even the systems installed inside the locomotives – the complete BP Compact brake control system with electronic HL pressure control, including slide protection with valves adapted for the GOST market – can cope with at least -50°C.

Developing components capable of functioning at such temperatures is a huge challenge. New, cold-resistant plas-tics and elastomers have to be found or jointly developed with suppliers. And even when it comes to cast parts, new materials have to be selected. The tolerance requirements for moving parts are also extreme, as temperature changes cause different degrees of expansion of the materials in-volved and the design of components has to be adapted accordingly.

POTENTIAL FOR 200 DOuBLE LOcOMOTIvESAt 200, the number of orders clearly shows the potential expansion that operators are planning for over the next few years.

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Twenty-five new KZ8A double locomotives have been ordered for the

Kazakhstan freight fleet. For the first time ever, Knorr-Bremse will be

supplying a complete locomotive braking system compatible with the

Russian Gost standard.

Locomotive braking system for KZ8A

–55°C-systems

Up until now, the train simulator markets served by New York Air Brake (NYAB) and Sydac were clearly sepa-rated. With its TDS model series, NYAB developed and supplied an excellent platform for simulating extremely long freight trains that is currently used not only in NYAB’s home market of North America, but also in similar markets elsewhere. Sydac, on the other hand, supplies simulators for passenger trains and is well known for its highly realistic, high-definition displays of tracks, controls and pas-sengers. The company has a strong presence in Australia, Asia and the UK.

SIMuLATORS FOR SPEcIFIc REquIREMENTS The successful merger of the two companies’ platforms means that Knorr-Bremse is now in a position to combine the advantages of the two systems on a modular basis. Thus, for example, the high-definition display offered by Sydac’s passenger train simulators can be integrated into NYAB’s TDS simulators. And con-versely, NYAB’s highly complex train models can be easily reproduced on Sydac simulators.

This means that when operators are setting up customized simulators, they can choose from a wide range of new options, making it easier to meet their specific demands. A further ad-vantage is the fact that their regional supplier can now offer expertise in all types of simulators.

North American company New York Air Brake and Australian company Sydac

are well-established train simulation specialists within the Knorr-Bremse

Group. Now both companies have merged their simulator platforms to

offer train operators a wide range of new options.

Drive and training simulators

Shared platforms

TRIED-AND-TESTED MODuLES ENSuRE WORLDWIDE quALITY A global team succeeded in merging two very different concepts and moti-vating the development engineers in both companies to set aside their own personal sensitivities in the interests of the whole, enabling the best ele-ments of each system to be brought together. The new joint platform is, of course, not just available in the core markets of the two companies, but rather worldwide – for applications ranging from metros to mainline pas-senger, freight and high-speed trains.

In addition to enabling a wider range of simulators to be offered, integra-tion of the two platforms has also enhanced their quality. Because the joint platform consists entirely of tried-and-tested modules from both systems, overall quality has been en-hanced.


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This autumn, Knorr-Bremse overhauled its 1,000th screw compressor block –

despite having launched the service only three years ago. The compressors are

returned to an “like-new” condition in terms of wear, performance, service life

and appearance.

The task: to bring 50 kilograms of solid metal back up to speed after some 12,000 hours of operation. The screw com-pressor has been reliably supplying compressed air to the vehicle’s braking system for between seven and eight years. But if it were to fail because of a lack of maintenance, that would mean costly vehicle downtime for the operator. Time for an overhaul!

Screw compressors

The first thousand

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Knorr-Bremse starts by dismantling the screw block. Highly trained technicians check what individual components can be reused and then subject them to a specially developed cleaning process. The surfaces of all seals, bearings and ro-tors are refurbished, liners are carefully treated using a spe-cially developed heat process, and all seals and wear parts are replaced.

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MINuTE TOLERANcES Among the range of measures, the most important one is precise adjustment of the rotors – crucial if the overall sys-tem is to function reliably in the long term. In a specially created workshop area, the Knorr-Bremse technicians adjust them to within tolerances of a few thousandths of a millimeter (µ). Why is this so important? On the one hand, the gap clearance must be small enough for the film of oil between the rotors to form a seal, as only then will the compressor be able to function to its full capacity. On the other hand, it has to be big enough to ensure that the ro-tors and casing do not touch when the metal expands as it heats up. At the end of the overhaul process, extensive testing under real conditions ensures that the compressor has been returned to an “like-new” condition. This state-of-the-art overhaul work – using original spare parts of the usual Knorr-Bremse quality – ensures optimum reliability in day-to-day operation.

Original spare parts – or rather spare-part kits – play a cru-cial role. Knorr-Bremse can overhaul either the entire com-pressor or just the block itself, supplying original spare-part kits for the remaining work as required.

ONE-STOP SHOP Knorr-Bremse screw compressor overhaul is all about economy, reliability and practicality. It offers better value for the money than complete compressor replacement and improves vehicle availability by avoiding downtime caused by compressor failure. It also saves office work, because the customer receives the entire package from a single source. “We have been having our compressors overhauled by Knorr-Bremse since 2009,“ says Johann Eichinger of Aus- trian Railways (who also purchase the matching original- parts kits). “So far all the equipment concerned has run reli-ably and smoothly.”

Demand for the compressor overhaul service is set to in-crease over the next few years, particularly in Asia, and Knorr-Bremse has been quick to respond by setting up its own workshop line and training five Chinese colleagues, first in Munich and then locally.

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Sandingwithbuilt-inpipeheatinganddeliverysensor

A system of sand delivery sensors recently developed by Knorr-Bremse Rail

Vehicle Systems enables the proper functioning of the sanding system to

be checked in a few seconds. It is being used for the first time by the Berlin

urban train system.

Sanding systems

Sand sensors

Trains use sand to increase the traction between wheel and rail and guarantee safe braking even in poor weather conditions. To ensure that the sanding system always functions properly, it has to be checked – usually by the driver – every time the train goes into service.

For the past few weeks, this checking routine has been carried out automatically on some of the urban trains operated by the Berlin urban mass-transit system. Sand delivery sensors mea-sure and evaluate the mass flow of the sand, avoiding the need for regular, time-consuming visual checks. This saves time and helps improve the efficiency of train operations.

AN OLD PRINcIPLE ADAPTEDThe sand delivery sensor is based on a principle that was devel-oped some twenty years ago and has been used in industry, for example, to measure the mass flow of coal dust in power sta-tions and detect blockages in transport pipes. A further applica-tion is monitoring of the mass flow of abrasive material in sand-blasting equipment to ensure correct completion of subsequent painting processes.

Knorr-Bremse Rail Vehicle Systems has now adapted this prin-ciple for retrofitting rail vehicles with reliable sanding systems suitable for winter operations.

WEAR-FREE AND uNAFFEcTED BY DIRT When the sanding system is activated by the driver (or automat-ically by the system), compressed air blows the sand between the wheel and the rail. The new system measures the induction effect triggered by the electrostatically charged sand particles as they pass through a conductor loop. The principle has clear advantages: the flow is measured right across the entire cross- section of the pipe, the system is unaffected by dirt and it oper-ates without wear.

To ensure that sand actually leaves the end of the sand pipe and the pipe is not blocked, the sensor is mounted close to the end of the pipe. If the sanding process malfunctions, the driver is in-formed via a cab display.

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Sandpipewithheating(red)anddeliverysensor(graybox)

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Quality and product safety are of crucial importance for Knorr-Bremse. The

company makes great efforts to ensure the quality of its systems – and this

includes using the Poka Yoke quality management tool.

Poka Yoke

EFFECTIVE AVOIDANCE OF ERRORS


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Because Knorr-Bremse products have to comply with rigor-ous safety requirements, a methodical approach to error prevention is important for ensuring product quality.

Poka Yoke plays a crucial role in ensuring that Knorr-Bremse can guarantee the quality and safety of its products over their entire life cycle. The aim is to avoid defects caused by human errors in products and manufacturing processes.

THE uLTIMATE AIM: TO MAKE ERRORS IMPOSSIBLE Classic Poka Yoke uses technical measures and devices to prevent human errors from being made. But Knorr-Bremse also looks at the design of its products and processes with a view to minimizing or even completely eliminating errors – for example by the use of colors and shapes or of sequential processes.

Knorr-Bremse’s approach to Poka Yoke is twofold: firstly, checks and balances are built into the manufacturing pro-cesses to to identify errors as rapidly as possible. A simple example would be color-coding of storage containers to differentiate between cleaned and uncleaned products. An employee can immediately see which products are not yet ready for installation.

Second, Knorr-Bremse tries to avoid errors from the outset by introducing design modifications to the product or ma-chinery used. A plug, for example can be designed in such a way that there can be no confusion as to its use on the product.

EARLY PREvENTION OF cHAINS OF ERRORSAs part of FMEA (failure modes and effects analysis), Knorr-Bremse applies Poka Yoke to every step in the planning of its manufacturing processes. First it selects a suitable checking method: if errors cannot be avoided, for example, through product design, then they have to be corrected as soon as they are detected – or at least prevented from being carried over into the next process.

The next step is to decide on a reliable trigger for flagging errors. For example, geometrical shape or physical size, the number of work steps or the actual work sequence can be used to identify errors. Active intervention then takes place (e.g., switching off of the machine) to prevent the error from being passed on. Alternatively, a signal (acoustic warning) can alert the employee to the problem.

checking method Trigger mechanism Regulating mechanism

check source of error The potential cause of an error is prevented

contact methodGeometrical or physical values enable error to be detected

Intervention method – stop When errors occur, machines are switched off or continuation of the process blocked

check with direct feedback The error is detected and can be corrected

constant value method Error detection on the basis of the number of work steps involved

Warning method – signalAll methods of alerting operators to the error

check with indirect feedback The error is detected and cannot be transferred to the next process step

Step sequence method A standardised sequence of work steps enables the error to be detected

Under a contract running at least until spring 2013, Knorr-Bremse is respon-

sible for servicing CCBII control valves for MRS Logistica,

one of the biggest freight transportation companies in the

Brazilian rail market.

ccBII control valves for Brazil

New aftermarket partner in South America

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MRS Logistica operates 18,000 freight cars and almost 700 locomotives on the 1,643 kilometers of the southern Brazil-

ian rail network. The lines serve the three federal states of Rio de Janeiro, Minas Gerais and Sao Paulo, which

together account for some 56 percent of Brazilian GDP. Most of the freight carried by MRS consists of products such as iron ore, finished steel products,

cement and agricultural goods, which have to be transported reliably from point A to point B, often on

tight deadlines.

NEW AFTERMARKET cuSTOMER MRS has contracted Knorr-Bremse Brazil to service the CC-BII control valves on 254 of its locomotives up until spring 2013 at least – which means the company will be overhaul-ing some 200 components per year. Although this is the first such service contract, the two companies are not entirely un-known to each other – Knorr-Bremse is already extensively involved in providing equipment for the operator’s rolling stock.

Trade fairs 2012

worldwide systems expertise The next few years will see global megatrends exert a strong influence on the rail vehicle industry and confront it with considerable challenges. With its focus on energy efficiency, safety, urbanization and globalization,, Knorr-Bremse is al-ready developing tomorrow’s products and systems.

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Month Location Exhibition

February 2012 Karlsruhe, Germany IT-TRANS

March 2012 Istanbul, Turkey EuRASIA RAIL

March 2012 Turin, Italy Expoferroviaria

May–June 2012 Shanghai, china Rail + Metro china

June 2012 Ostrava, czech Republic czech Raildays

September 2012 Berlin, Germany InnoTrans

October 2012 Bucharest, Romania Railway Days

November 2012 Bejing, china Modern Railways

November 2012 São Paulo, Brazil Feira Negócios nos Trilhos

As a global player, the company will be showcasing its spe-cialized skills to industry experts all over the world during 2012, with planned appearances at trade fairs in Europe, the Middle East, America, Asia and Australia.

cOMORANcondition Monitoringfor Railway Applications

The new cOMORAN – condition Monitoring for Railway Applications – system from Knorr-Bremse is an integral part of

the brake system and identifies critical and safety-relevant conditions, such as damage to wheel set bearings, hot axle

boxes, unstable running and derailment, according to TSI requirements. The system also provides comprehensive data

that enables condition-based maintenance work to be carried out economically. | www.knorr-bremse.com |

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