Air Braking Systems Agriculture and forestry vehicles

Transcription

AIR BRAKING SYSTEMS
AGRICULTURE AND FORESTRY VEHICLES
Air braking systems
Agriculture and forestry
vehicles
Edition 9
This publication is not subject to any update service.
You will find the current version at
http://www.wabco.info/8150100823
© 2013/2014 WABCO Europe BVBA – All rights reserved
The right of amendment is reserved.
Version 1/10.2013(en)
815 010 082 3
Table of Contents
1 Symbols used ......................................................................................................................... 7
2 Disclaimer................................................................................................................................ 8
3 Introduction ............................................................................................................................. 9
4 Safety information ................................................................................................................10
5 Legal requirements...............................................................................................................11
6 Braking systems ...................................................................................................................12
6.1
Normal pressure-compressed air braking system (single line system)......................12
6.2
High-pressure braking system (single line system)....................................................12
6.3
High-pressure braking system (dual line system) ......................................................13
6.4
High-pressure braking system (combined single and dual line system) ....................13
7 Diagram..................................................................................................................................14
7.1
Compressed air generating systems..........................................................................14
7.2
Single line compressed air braking systems ..............................................................21
7.3
Dual line compressed air braking systems.................................................................22
8 Single cylinder air compressor 411 003 .............................................................................31
9 Single cylinder air compressor 411 141 .............................................................................34
10 Brake cylinder 423 000 .........................................................................................................42
11 Air dryer 432 410 / 432 415 / 432 433...................................................................................49
12 Line filter 432 500..................................................................................................................54
13 Knuckle joint 433 306 ...........................................................................................................56
14 Linkage 433 401 ....................................................................................................................58
15 Check valve 434 014 .............................................................................................................59
16 Check valve 434 021 .............................................................................................................60
17 Charging valve 434 100 ........................................................................................................62
18 Two-way valve with pressure reducer 434 200..................................................................65
19 "Agriculture" compressed air testing kit 435 002 011 0 ...................................................67
20 Pressure switch 441 009 ......................................................................................................68
21 SCR valve 446 091 ................................................................................................................71
22 Accessories for Hose Couplings 452 000 ..........................................................................73
23 Shut-off cock with venting 452 002 / 952 002.....................................................................74
24 Coupling head with pin 452 201 ..........................................................................................76
25 Coupling head with valve 452 300 ......................................................................................78
26 Duo-Matic quick-coupling 452 80........................................................................................79
27 Single pressure gauge with lighting 453 002.....................................................................82
28 Single Air-pressure Gauge 453 011 ....................................................................................84
29 Hand brake valve 461 700 ....................................................................................................86
30 Test connection 463 703 ......................................................................................................89
31 Levelling valve 464 007 ........................................................................................................91
4
Table of Contents
32 Steering brake valve 467 399 .............................................................................................. 94
33 Compensating valve 468 397 .............................................................................................. 97
34 Trailer control valve 470 015 (for two-line trailer braking systems)................................ 99
35 Trailer control valve 470 015 (for single or dual line trailer braking systems)............. 110
36 Trailer emergency valve 471 003 (for single line trailer braking systems)................... 114
37 Trailer control valve with pressure limiting 471 200....................................................... 119
38 Cable overview for solenoid valve 449 ... / 894 ... ........................................................... 122
39 3/2 way solenoid valve (vented) 472 102 / 472 173.......................................................... 123
40 3/2 way solenoid valve (inlet vent) 472 127 / 472 170 ..................................................... 128
41 Pressure reducing valve 473 301...................................................................................... 132
42 Quick release valve 473 501 .............................................................................................. 134
43 Pressure limiting valve 475 010 ........................................................................................ 136
44 Pressure limiting valve 475 015 ........................................................................................ 140
45 Hand operated load sensing valve 475 604 ..................................................................... 142
46 Automatic load sensing valve 475 713............................................................................. 145
47 Automatic load-dependent load sensing valve (LSV) 475 714 ...................................... 150
48 Plate "Set values LSV" 899 144......................................................................................... 158
49 Trailer EBS E Modulator (Multi-Voltage) 480 102 080 0 .................................................. 159
50 3/2 way valve 563 020......................................................................................................... 161
51 Compressor 912 126 .......................................................................................................... 163
52 Piston Cylinder 921 000 ..................................................................................................... 168
53 Anti-freeze pump 932 002 .................................................................................................. 171
54 Drain valve 934 300 ........................................................................................................... 175
55 Automatic drain valve 934 301 .......................................................................................... 177
56 Air reservoir 950 ... ............................................................................................................. 179
57 Coupling Head 952 200 / 452 ... ......................................................................................... 181
58 Hose coupling with integrated filters 952 201 ................................................................. 185
59 Power-operated trailer control valve 961 106 .................................................................. 187
60 Hand brake valve 961 723 .................................................................................................. 190
61 Trailer release valve 963 001 ............................................................................................. 193
62 Trailer emergency valve with adjustable predominance 971 002 ................................. 195
63 Relay valve 973 001 / 973 011............................................................................................ 205
64 Quick release valve 973 500 .............................................................................................. 209
65 Proportioning pressure regulator with straight characteristic curve 975 001 ............. 213
66 Unloader valve 975 303 ...................................................................................................... 216
67 Recommendations for installation ................................................................................... 220
67.1 Compressor.............................................................................................................. 220
67.2 V-belts and pulleys ................................................................................................... 220
67.3 Air reservoir .............................................................................................................. 222
67.4 Hand-brake valve ..................................................................................................... 222
5
Table of Contents
67.5
67.6
67.7
67.8
Tyre inflation connection ..........................................................................................222
Testing the system ...................................................................................................223
Selection and arrangement of air reservoirs ............................................................224
Maintenance and operating notes for compressed air braking systems in
tractor-trailer trains ...................................................................................................225
67.9 Retrofit ......................................................................................................................227
67.10 Brake calculation data sheet for agricultural and forestry vehicles ..........................227
6
Symbols used
1
1
Symbols used
WARNING
Potential hazard situation which can cause death or serious personal injury if the
safety instruction is not observed.
CAUTION
Potential hazard situations that can cause minor or moderate personal injury if the
safety instruction is not observed.
Important instructions, information, or tips that you should always observe.
Reference to information, publications etc. on the Internet
• List
– Step
 Consequence of an action
7
2
2
Disclaimer
Disclaimer
We assume no liability for the correctness, completeness or actuality of the information in this document. All technical information, descriptions and images are applicable for the day of printing this document or respective supplements. We retain
the right to any changes as a result of continuous further development.
The content of this document provides no guarantees nor warranted characteristics
nor can it be construed as such. Liability for damages is strictly excluded, as long
as there has been no respective intention or gross negligence on our part or any
forced legal provisions in opposition.
Text and graphics are subjected to our utilisation rights, copying or distribution in
any form require our approval.
Any brand markings, even if not indicated as such, are subject to the rules of the
labelling rights. If legal disputes arise from the utilisation of the information in this
document, these are exclusively to be handled under the regulations of national
law.
In so far as components or individual formulations of this applicable legal status
documentation are no longer or not fully relevant, the remaining parts of the documentation remain unaffected thereby in their content and validity.
8
3
Introduction
3
Introduction
Tractors of agricultural and forestry trailers equipped with a compressed air braking
system, which play an important role in the tractor industry of today.
Many vehicle manufacturers are following the trend of installing these systems inhouse delivering them via tractor-trailer unit. Also the retro-fitting of vehicles which
are already initially registered will become more popular so that the workshops
may see an increase in these retrofits.
This development is a consequence of the structural changes in agriculture. The
trend towards tractors with more engine power resulted in the use of larger trailers
for heavier loads. In view of today's traffic situation, safe braking can no longer be
ensured by conventional mechanical brakes; but only by using air or hydraulic
braking systems. Many responsible farm managers have clearly recognised the
advantages of air braking systems and equipped their tractor-trailer combinations
accordingly.
The WABCO air braking system for agricultural and forestry applications delivers
the following benefits:
• A sensitive and graduated braking of the tractor-trailer combination is possible.
• A predominant braking of the trailer prevents jack-knifing.
• Overrunning impacts are prevented.
• In case of an accidental separation of the tractor-trailer combination, the trailer
brakes automatically.
Notes
This brochure shall be a manual for workshops to provide them a survey on the
range of air braking systems for tractor-trailer combinations as well as information
on the installation.
Other publications
Open the WABCO website http://www.wabco-auto.com.
Here click on Product catalogue INFORM.
Enter the document number into the product number field.
Click the Start button.
Activate the Publications button.
Brochure Title
Brochure
Number
Retrofit for trailer air braking systems
815 020 085 3 (en)
Retrofit for agricultural and forestry vehicle air braking
systems
815 020 084 3 (en)
Air braking systems / troubleshooting
815 010 083 3 (en)
815 020 083 3 (de)
"Agricultural compressed air braking system" poster
815 010 112 3 (en)
9
4
4
Safety information
Safety information
Observe all required regulations and instructions:
– Read this publication thoroughly.
Adhere to all instructions, information and safety information to prevent injury to
persons and damage to property.
WABCO will only guarantee the security, reliability and performance of their
products and systems if all information in this publication is adhered to.
– Make sure to follow the specifications and instructions of the vehicle manufacturer.
– Maintain all accident regulations of the business as well as regional and national regulations.
– Do-it-yourself trailer constructions, unauthorised modifications of the braking
system as well as poor care and maintenance of the installed tractor and trailer
brake can cause major accidents. Each vehicle with traffic participation must
conform to all legal requirements. So a type approval must be granted for each
tractor and trailer. For production vehicles this is the "General certification (ABE),
for individual vehicles the individual certification (EBE)". In the case of any
modification to the braking system, e.g. that certification becomes invalid.
Make provisions for a safe work environment:
Only trained and qualified technicians are to perform any work on the vehicle.
– Use protective outfit if required (protective goggles, respiratory protection, ear
defenders).
Pedal actuations can lead to severe injuries if persons are in the vicinity of the vehicle. Make sure that pedals cannot be actuated as follows:
– Switch the transmission to "neutral" and actuate the park brake.
– Secure the vehicle against rolling with chocks.
– Fasten a visible note to the steering wheel indicating the work is being performed on the vehicle and that the pedals are not to be actuated.
Prevent accidents through regular checks / visual inspections of the braking system:
– Regularly check the following components and replace them as soon as you
identify wear or damage:
• Brake pedal (check for slip-resistance)
• Brake shoes, linings and linkage.
• Hoses
• Compressed air ports (check for leaks)
– Use only original WABCO replacement parts when replacing devices or components.
– Regularly check the following components of the braking system for proper
function:
• Air reservoirs (pressure in the air reservoirs must not drop to less than 0.2 bar
below the shut-off pressure specified by the vehicle manufacturer within 5 minutes while the engine is idling.)
• Breakaway and parking brake
• Air reservoir (drain if there is condensation)
– Never clean the devices of the compressed air braking system with a highpressure cleaner to prevent plastic parts and gaiters from becoming damaged.
10
Legal requirements
5
5
Legal requirements
Release position
• Trailer of speeds up to 25 km/h can be equipped with a single line braking system as well as with a dual line braking system.
• Trailers with a maximum design speed above 25 km/h must be equipped with a
dual line braking system.
• Trailers with a maximum design speed above 25 km/h, which were initially registered before April 1, 1974, must be also equipped with a dual line braking system since June 1, 1989.
Tractors for towing such trailers have to be equipped with a suitable supply system,
see chapter 7 "Diagram", page 14.
The final decision concerning the type of braking system is made by the farmer's
trailer pool. Unless the farmer decides upon a combined single-line or dual-line
braking system. In this case, he has to bear in mind that the single line braking system of a trailer cannot be actuated when it is linked behind a trailer with a dual line
braking system ( or vice versa) however.
11
6
6
Braking systems
Braking systems
All following pressures are guidelines and can deviate depending on the system.
6.1
Normal pressure-compressed air braking system (single line system)
Function
Release position
Via an unloader valve the air from the compressor is supplied to the air reservoir of
the tractor.
From the air reservoir the compressed air is supplied via relay emergency valve
and handbrake valve as well as the coupling heads to the trailer emergency valve
and the reservoir of the trailer. The gauge on the tractor dash board will show the
pressure in the reservoir. When the operating pressure of 5.3 bar defined for the
single-line system has been reached, the unloader valve will change to idle running
of the compressor. As soon as the pressure in the reservoir falls below 4.8 bar (e.g.
due to a brake actuation), the unloader valve will change again. The reservoir is
pressurised again to 5.3 bar.
Braking position
When the driver operates the pedal of the trailer control valve, the passage from
the unloader valve to the trailer control line is closed and the line is vented in accordance with the position of the trailer control valve. In the trailer emergency valve
consequently the passage from the trailer air reservoir to the load proportioning
valve is opened and compressed air can flow to the brake cylinders of the trailer.
The manually adjustable load proportioning valve permits the braking force to be
adjusted to the respective trailer load and the limiting of the pressure released from
the trailer emergency valve. It also serves to release the brakes of the trailer when
the disconnected trailer shall be moved. The hand brake valve fitted in the tractor
unit between trailer control valve and coupling head, which is mechanically linked
with the hand brake lever, enables the compressed air to be used to brake the
trailer when the tractor-trailer combination is stationary.
A high-pressure system can be implemented to reduce the size of the reservoir. In
this case, double V-belt pulleys, a high-pressure reservoir and an additional pressure limiting valve must be installed however.
6.2
High-pressure braking system (single line system)
Function
In principle, the high pressure braking system functions in the same way as a conventional compressed air braking system. The changes only relate to the air reservoir part, i.e. from the compressor up to the air reservoirs in the towing vehicle.
With this design, the maximum pressure level in the compressed-air generating
system is defined by the unloader valve. A pressure limiting valve fitted downstream from the air reservoir will reduce the outlet pressure to 5.3 bar – the normal
pressure of the familiar low-pressure systems.
Advantage
If the high-pressure reservoir is drained carefully under normal conditions, no water
can intrude into the braking system.
12
Braking systems
6.3
6
High-pressure braking system (dual line system)
Difference between the single line and the dual line systems
Single line system: The trailer emergency valve is actuated with dropping pressure
and the air reservoir in the trailer is filled when the trailer control valve is not actuated.
Dual line system: The trailer emergency valve is actuated through a single line with
increasing pressure and the second line continually fills the air reservoir in the
trailer when required. This means that the air reservoir in the towing vehicle can be
smaller. This means that other than the single line system, two coupling heads and
one hand brake valve and trailer control valve are required each.
6.4
High-pressure braking system (combined single and dual line system)
Function
Dual line braking system
The compressed air flows from the air reservoir to supply port 1 on the trailer control valve via the pressure reducing valve, to port 11 of the hand brake valve and
the automatic coupling head marked red.
When the service braking system is actuated, an air pressure that is proportional to
the applied foot force is controlled at port 2 of the trailer control valve and reaches
the coupled trailer via the hand brake valve and the automatic coupling head. This
process ensures that the trailer is decelerated in a manner that is aligned with the
braking condition of the tractor.
The same sequence applied when the tractor's parking braking system is operated
via the coupled hand brake valve, only that in this case the trailer deceleration can
not be graduated.
Single line braking system
The air from the reservoir will flow via the pressure reducing valve to the valves
listed under "Dual line braking system" and also to port 1 of the air-controlled trailer
control valve, and via the valve to the coupling head of the single line braking system. The outlet pressure at port 2 is limited to 5.2 bar by means of the pressure reducing valve integrated in the trailer control valve.
When the service braking system is operated, an air pressure is controlled at port 4
of the trailer control valve that increases proportionally to the applied foot force and,
due to the reversing function of the device, a proportionally decreasing air pressure
is controlled at port 2. This means that at full brake application, the pressure at port
4 will be 7.2 bar, and at the coupling head it will be 0 bar.
The decreasing pressure at the coupling head and its related line will again reverse
the pressure development in the trailer emergency valve, causing braking of the
trailer corresponding to the braking condition of the tractor.
13
7
Diagram
7
Diagram
7.1
Compressed air generating systems
Legend
A from motor filter
B Single line brake
C Supply (red)
D Brake (yellow)
E From the service braking system
F alternatively:
G Switch opens upon brake actuation
Diagram 841 400 012 0
Normal pressure – single and dual lines with pedal valve
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
Air reservoir (20 litres)
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
Single pressure gauge
453 002 000 0
7
1
Trailer control valve
961 106 ... 0
9
2
Fabric hose
828 876 913 6
10
1
Hand-brake valve
461 700 000 0
11
1
471 200 008 0
1
471 200 110 0
12
1
Coupling head "Supply"
952 200 221 0
13
1
Coupling head "Brake"
952 200 222 0
14
1
Coupling head "Single line"
452 300 031 0
No longer available:
8
14
1
Compensator
933 802 ... 0
7
Diagram
Diagram 841 400 013 0
Normal pressure – combined single and dual line system hydraulically actuated
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
453 002 000 0
7
1
470 015 5.. 0
8
1
952 200 221 0
9
1
952 200 222 0
10
1
452 300 031 0
15
7
Diagram
Diagram 841 400 015 0
High pressure – combined single and dual line system hydraulically actuated
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 580 0
3
1
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Automatic drain valve
934 301 000 0
1
Drain valve
934 300 001 0
6
1
453 011 000 0
7
1
Pressure limiting valve
475 010 009 0
1
475 015 001 0
1
471 200 110 0
1
471 200 008 0
9
1
470 015 0.. 0
10
1
952 200 221 0
11
1
952 200 222 0
12
1
452 300 031 0
8
16
7
Diagram
Diagram 841 400 016 0
Normal pressure – combined single and dual line system hydraulically actuated,
with mechanical pilot control
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
453 002 000 0
7
1
471 200 008 0
8
1
470 015 25. 0
9
1
3/2 directional control valve
563 020 ... 0
10
1
Master cylinder
in the vehicle
11
1
952 200 221 0
12
1
952 200 222 0
13
1
452 300 031 0
17
7
Diagram
Diagram 841 400 017 0
Normal pressure – combined single and dual line system hydraulically actuated
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
453 002 000 0
7
1
471 200 008 0
8
1
470 015 2.. 0
9
1
470 015 0.. 0
10
1
952 200 221 0
11
1
952 200 222 0
12
1
452 300 031 0
18
7
Diagram
Diagram 841 400 018 0
Normal pressure – combined single and dual line system hydraulically actuated with a solenoid valve controller
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
950 ... ... 0
4
1
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
453 002 000 0
7
1
471 200 ... 0
8
1
470 015 25. 0
9
1
Solenoid valve
472 170 637 0
10
1
Cable for solenoid valve
894 600 451 2
11
1
952 200 221 0
12
1
952 200 222 0
13
1
452 300 031 0
19
7
Diagram
Diagram 841 400 022 0
Normal pressure – combined single and dual line system hydraulically actuated,
with retarder-pilot control
Item
Pieces
Designation
Order number
1
1
Compressor
411 141 ... 0
2
1
Unloader valve
975 303 473 0
3
1
Tank
950 ... ... 0
4
2
Clamping band
451 999 ... 2
5
1
Drain valve
934 300 001 0
6
1
Pressure gauge
435 002 000 0
7
1
Trailer control valve "Single line"
471 200 008 0
8
1
Trailer control valve "Dual line"
470 015 300 0
9
1
Solenoid valve
472 173 701 0
10
1
Cable for solenoid valve
894 600 451 2
11
1
Coupling head "Supply" (Red)
952 200 221 0
12
1
Coupling head "Brake" (Yellow)
952 200 222 0
13
1
Coupling head "Single line" (Black)
452 300 031 0
14
1
Hand-brake valve
467 410 011 0
15
1
Pump
in the vehicle
16
1
Tank
in the vehicle
20
7
Diagram
7.2
Single line compressed air braking systems
Diagram 841 500 012 0
For 1 and 2 axle trailers or for tandem axle
Item
Pieces
Designation
Order number
1
1
Coupling head
452 201 010 0
2
1
Line filter
432 500 020 0
3
1
Trailer emergency valve with load-sensing valve
471 003 530 0
4
1
Air reservoir
950 ... ... 0
5
1
Clamping band
451 999 ... 2
6
1
Drain valve
934 300 001 0
7
1
Brake chamber
423 ... ... 0
1
Piston cylinder
921 ... ... 0
8
1
Coupling head
452 300 031 0
9
1
Pressure test connection
463 703 100 0
10
1
463 703 ... 0
21
7
7.3
Diagram
Dual line compressed air braking systems
Legend
A
B
Supply (red)
Brake (yellow)
Diagram 841 500 042 0
For 2-axle trailers, also tandem-axle trailers
Item
Pieces
Designation
Order number
1
1
Coupling head with filter
952 201 004 0
2
1
952 201 003 0
3
1
Plate "Supply"
899 140 201 4
4
1
Plate "Brake"
899 140 200 4
5
2
Dummy couplings with fastening
452 402 000 0
7
1
971 002 ... 0
8
1
Air reservoir
950 ... ... 0
9
1
Clamping band
451 999 ... 2
10
1
Drain valve
934 300 001 0
11
1
Brake chamber
423 ... ... 0
12
1
Brake chamber
423 ... ... 0
13
1
Coupling head
952 200 221 0
14
1
Coupling head
952 200 222 0
15
1
463 703 100 0
16
1
463 703 ... 0
22
7
Diagram
Diagram 841 600 259 0
For central-axle trailers with LSV control, mechanically suspended
Item
Pieces
Designation
Order number
1
1
952 201 004 0
2
1
952 201 003 0
4
1
Trailer emergency valve with release valve
971 002 533 0
5
1
Air reservoir
950 ... ... 0
6
1
Clamping band
451 999 ... 2
7
1
Drain valve
934 300 001 0
8
2
463 703 100 0
9
2
452 402 000 0
10
1
LSV controller with integrated knuckle joint
475 713 ... 0
11
1
Linking for LSV
433 401 004 0
12
1
463 703 ... 0
13
1
Plate "LSV set values"
899 144 630 4
14
2
Test connection (on port 1)
463 703 ... 0
15
2
Cylinder
423 ... ... 0
2
Cylinder
921 ... ... 0
16
2
Small items kit / link (provide if brake chambers are used)
423 ... 53. 2
17
2
Cylinder
423 ... ... 0
2
Cylinder
921 ... ... 0
18
2
Small items kit / link (provide if brake chambers are used)
423 ... 53. 2
19
1
Adaptor valve (optional, use according to requirements)
975 001 0.. 0
20
1
Coupling head
952 200 221 0
21
1
Coupling head
952 200 222 0
23
7
Diagram
Diagram 841 600 797 0
Pneumatic-hydraulic two-line braking system for 2 axle trailer or central axle trailers,
with Release Valve and Load Sensing Valve
Item
Pieces
Designation
Order number
1
1
Coupling head, supply line
952 201 004 0
2
1
Coupling head, brake
952 201 003 0
3
2
452 402 000 0
4
1
Trailer emergency valve with release valve and controller
971 002 620 0
5
1
Air reservoir
950 ... ... 0
6
2
Clamping band
451 999 ... 2
7
1
Drain valve
934 300 001 0
8
1
463 703 100 0
9
1
463 703 ... 0
10
1
Compact Unit
921 399 ... 0
24
7
Diagram
Diagram 841 600 557 0
Retrofit from single line- to dual-line compressed air system for 2 axle trailer with manual controller
Item
Pieces
Designation
Order number
1
1
952 201 004 0
2
1
952 201 003 0
4
1
971 002 570 0
5
2
452 402 000 0
6
1
475 010 305 0
7
1
Drain valve
934 300 001 0
8
1
463 703 100 0
9
1
Air reservoir
950 ... ... 0
10
2
Clamping band
451 999 ... 2
11
2
Brake chamber (when retrofitting)
in the vehicle
12
1
Test connection (when retrofitting; on port 2
in the vehicle
25
7
Diagram
Diagram 841 600 809 0
Dual line compressed air braking system for 3-axle central axle trailers
LSV controller, optionally mechanical / air
Item
Pieces
Designation
Order number
1
1
Coupling head with integrated line filter
952 201 0.. 0
2
1
952 201 0.. 0
3
1
Double release valve
963 001 05. 0
4
1
Trailer emergency valve
971 002 ...0
5
1
Air reservoir
950 ... ... 0
6
2
Clamping band
451 999 ... 2
7
1
Drain valve
934 300 001 0
8
1
LSV controller with integrated knuckle joint X)
475 713 50. 0
9
1
LSV controller with integrated test valve X)
475 714 5.. 0
10
1
Plate "LSV set values" air X)
899 144 631 4
11
1
Plate "LSV set values" Mechanical X)
899 144 630 4
12
1
Linking for LSV
433 401 004 0
13
2
Brake chamber
423 ... ... 0
14
2
Accessories pack (optional)
423 ... 53. 2
15
4
Tristop® cylinder
925 ... ... 0
16
4
Accessories (optional)
423 903 532 2
17
2
452 402 000 0
26
7
Diagram
Item
Pieces
Designation
Order number
18
1
Anti-Compound Relay Valve
973 011 201 0
19
1
463 703 ... 0
20
2
463 703 120 0
21
2
463 703 115 0
22
1
463 703 036 0
23
1
LSV controller
475 714 60. 0
24
1
Data plate
899 200 922 4
Diagram 841 600 817 0
Dual line compressed air braking system for 2-axle central axle trailers
LSV controller, optionally mechanical / air, hydraulic
Item
Pieces
Designation
Order number
1
1
952 201 ... 0
2
1
952 201 ... 0
3
1
Release valve
963 006 001 0
4
1
971 002 ... 0
5
1
Air reservoir
950 ... ... 0
6
2
Clamping band
451 999 ... 2
7
1
Drain valve
934 300 001 0
27
7
Diagram
Item
Pieces
Designation
Order number
8
1
LSV controller with integrated knuckle joint X)
475 713 50. 0
9
1
LSV controller with integrated test valve X)
475 714 5.. 0
10
1
Plate "LSV set values" air X)
899 144 631 4
11
1
Plate "LSV set values" mechanical X)
899 144 630 4
12
1
Linking for LSV (optional)
433 401 004 0
13
1
Brake chamber
423 ... ... 0
14
4
Accessories (optional)
423 ... 53. 2
15
2
452 402 000 0
16
1
Test port (optional)
463 703 ... 0
17
2
463 703 120 0
18
2
463 703 115 0
19
1
LSV controller X)
475 714 60. 0
28
7
Diagram
Legend
A Supply (red) B Brake (yellow) C Diagnosis * Supply line: 1x18x2 or 2x15x1.5, max. length 3 m, laid without elbow
Diagram 841 601 302 0
Trailer EBS E for 3-axle central axle trailer, 4S/2M or 2S/2M, Multi-Voltage Modulator
Item Pieces Designation
Order number
1
1
952 201 ... 0
2
1
952 201 ... 0
3
1
971 002 703 0
4
1
Air reservoir
950 ... ... 0
5
2
Clamping band
451 999 ... 2
6
1
Drain valve
934 300 001 0
7
1
Trailer modulator
480 102 08. 0
8
1
Pressure sensor hydraulics oil
Cannot be ordered via
WABCO
9
6
Brake chamber
423 10. ... 0
10
6
Accessories (not applicable for disc brake)
423 000 ... 2
11
1
Cable pressure sensor
449 812 ... 0
12
1
463 703 115 0
13
2
463 703 120 0
14
2
Sensor extension cable
449 723 ... 0
15
2
Sensor extension cable
449 723 ... 0
29
7
Diagram
Item Pieces Designation
Order number
16
1
Power supply cable
449 173 ... 0
17
1
24N cable
449 349 ... 0
18
1
Diagnostic cable (optional; only possible with Premium variant)
449 611 ... 0
19
4
ABS sensor
441 032 8.. 0
20
1
Pressure sensor hydraulic oil (optional, only possible with
TEBS E2)
Cannot be ordered via
WABCO
21
1
Pressure sensor cable (optional, only possible with TEBS E2)
449 812 ... 0
If used as 2S/2M (Standard variant) two sensors and two sensor extension cables can be omitted.
Sensing of the axle optional.
30
Single cylinder air compressor 411 003
8
8
Purpose
Generating compressed air in vehicles, in particular in tractors, self-propelled and
towed machinery.
Setup
The compressor is designed as a single-stage piston compressor and its major
parts are as follows: Crankcase, air-cooled cylinder head, a crankshaft in composed-material plain bearings, a connecting rod, a piston with piston rings, the intake and pressure valve, shaft seals for sealing the input and a dip-stick.
Operation
As the piston of the compressor moves downward, it sucks fresh air via suction
tube 0 and the intake vanes.
As the piston moves upwards, the air is compressed and forced through the pressure vane and pressure pipe 2 into the line leading to the air reservoir.
The moving parts are lubricated with engine oil which is filled manually and directly
into the crankcase of the compressor through a filler pipe. The oil then flows to the
bearing positions through oil ducts (in the crankshaft) or in form of an oil mist.
Maintenance and installation recommendations
"Installation recommendation and maintenance for compressors" brochure
(de/en)
Enter the document number 826 001 099 3 into the product number field.
– Check the oil level regularly (daily).
 If the oil level is too low, you must top the oil up.
31
8
Technical data
Order number
411 003 011 0
Bore diameter
75 mm
Stroke
34 mm
Swept volume
150 cm³
Max. operating speed
2600 rpm
Max. operating pressure
8 bar
Type of lubrication
Immersion lubrication, (replenished by hand)
Weight
6,4 kg
Installation dimensions
Suction filter arrangement (optionally I or II)
Connections / Threads
0
32
Air intake port
M 26x1.5
2
Legend
Energy delivery (compressed air port)
M 26x1.5
*
Admissible inclination for installation
8
Performance diagrams
Average rated performance
Flow rate
Legend
Q
Free air [l/min]
P
Power (kW)
n
Rotational speed [rpm]
33
9
9
Compressor with electrical coupling
Purpose
Generating compressed air in vehicles.
Setup
parts are as follows: Monoblock housing, lamellar valve, valve plate, air-cooled cylinder head. Further a crankshaft on two composed-material plain bearings. The
drive sealed with a shaft seal, a connecting rod with a composed-material plain
bearing, pistons with piston rings.
Operation
tube 0 and the intake vanes.
As the piston moves upwards, the air is compressed and forced through the pressure vane and pressure pipe 2 into the line leading to the air reservoir.
For lubricating the moving parts, the compressor is connected to the engine's oil
circuit, the oil reaching the individual bearings via oil ducts (in the crankshaft), or in
the form of oil mist. The oil is returned either directly into the engine's crankcase
through the compressor's base or a pipe.
(de/en)
34
9
Technical data
Order numbers
411 141 000 0
Bore diameter
75 mm
Stroke
36 mm
Swept volume
159 cm³
3000 rpm
18 bar
Cooling air speed
8,5 bar
≤ 8 bar 4 m/s, > 8 bar 6 m/s
Weight
Order numbers
411 141 102 0
8,8 kg
Connection with
Cooling A B C D
E
Comment
F
G
H
K
KS
411 141 000 0
Air
** 0
2 ** ** 81 82 82 82*
1
general (for all types)
411 141 002 0
Air
** 2
0 ** ** 81 82 82 82*
1
for Same Deutz-Fahr and others
411 141 004 0
Air
2
–
411 141 005 0
Air
** 0
411 141 006 0
Air
2 ** 0 **
411 141 007 0
Air
411 141 102 0
–
0
–
81
–
82
–
1
2 ** 81
–
–
82
**
–
for CASE and others
–
81
–
82
–
–
0 ** ** 2
–
81
–
82
–
–
Air
0
0 ** 2
–
81
–
–
82
2
411 141 552 0
Water
0
–
–
2
–
81
–
82
–
1
411 141 845 0
Air
–
0
–
2
–
81
–
–
82
1
for John Deere, and others with pulley
Legend
*
If G or H is not connected, remove the connection bolt in K for the return.
**
with screw plug
35
9
411 141 000 0
Head position 1
0 Air intake port
M 26x1.5
36
2
M 26x1.5
8.1
Lubricant oil feed
M 10x1 (2x)
8.2
Lubricant oil drain
M 22x1.5
9
411 141 004 0
411 141 552 0
0 Air intake port
M 26x1.5
2
M 26x1.5
8.1
Lubricant oil feed
M 10x1
8.2
Lubricant oil drain
M 22x1.5
37
9
411 141 102 0
0
Air intake port
M 26x1.5
2
M 26x1.5
8.2
Lubricant oil drain
M 26x1.5
8.3
delivery
M 10x1.5
38
8.1
Lubricant oil feed
M 10x1 (2x)
9
Admissible inclination for installation
Order number
α
β
γ
δ
30°
20°
30°
30°
20°
20°
15°
45°
20°
20°
45°
15°
20°
20°
15°
45°
30°
20°
30°
30°
20°
20°
45°
15°
411 141 006 0
411 141 007 0
20°
20°
45°
15°
411 141 102 0
20°
20°
45°
45°
411 141 552 0
20°
20°
15°
45°
411 141 845 0
30°
20°
30°
30°
411 141 000 0
411 141 002 0
411 141 004 0
411 141 005 0
39
9
Installation of compressors with electrical coupling (schematic diagram)
Legend
A
Electrical
coupling
B
Coupling
disengaged
Compressor is idling
C
Coupling applied
Compressor
delivers
411 141 100 0
Compressor
975 303 474 0
Unloader valve
441 014 025 0
Pressure switch
40
950 ... ... 0 Tank
9
Average rated performance
Flow rate
Legend
Q
Free air [l/min]
P
Power (kW)
n
Rotational speed [rpm]
41
10
10
Brake cylinder 423 000
Brake chamber
for Cam Brakes
for disc brakes
Purpose
To generate the brake force for the wheel brakes.
It can also be used to actuate other facilities, e.g. for clamping, raising or gearshifting.
Operation
If the diaphragm (b) is applied with compressed air via connection A or B, it moves
to the right together with the piston (a). The generated piston force is applied via
the push-rod (c) to the hinged brake lever (slack adjuster) and therefore onto the
wheel brake. When draining the brake cylinder, the spring (d) presses the piston (a)
and the diaphragm (b) back into slack position. The force output of the diaphragm
cylinder depends on the effective diaphragm surface – which can vary in size depending on the camber – and the pressure applied on the diaphragm (b).
Maintenance
– Remove the diaphragm cylinder, even when functioning properly (no leaks, actuation pressure not greater than 0.5 bar) at least every 2 years.
– Remove and clean the diaphragm cylinder.
– Replace the worn parts.
Special maintenance that extends beyond the legally specified inspections is
not required.
Installation recommendation
– Install the diaphragm cylinder at an upward slant to the yoke joints so that any
water that is let in can run out again.
42
10
– Make sure that the brake line is not lower than the cylinder heads when installing, so that the brake line and the connection points will not be damaged (by
ground-contact).
Two couplings on the diaphragm cylinder simplify the line route, which can be
used optionally by implementing the screw-plug.
When installing the cylinder or when adjusting the brake, the push-rod cannot
be pulled out.
– Make sure that in slack position the piston and the diaphragm are pressed
against the housing by the spring built into the device (see the following installation diagram).
– To prevent damages to parts of the cylinder, make sure that a rod that is acting
on the brake lever does not pull out the mechanical parking brake assembly for
the push-rod when operating the mechanism.
Instead of the round-hole yoke joint, equip the diaphragm cylinder with a yoke
joint with a slot. This enables a separate actuation of the parking brake assembly over 2/3 of the maximum cylinder stroke.
If the diaphragm cylinders have been installed standing up for trailing steering axles
( piston rod pointing up), the sealed version is recommended by the axle manufacturers:
Order number 24": 423 106 905 0 (with accessories)
Technical data
Order numbers
423 106 905 0
Order
numbers
423 106 905 0
Type
8,5 bar
Thermal range of application
-40 °C ... +80 °C
Deflection of the push rod
Z: 3° on all sides
Max.
stroke
[mm]
Volumestroke at
2/3
stroke
[litres]
Torque [Nm]
A
B
C
1) 2)
24
75
0,93
80 ±10
180 +30
45 ±5
423 008 919 0
36
76
1,65
80 ±10
180 +30
60 ±5
3)
423 008 919 0
Accessories
pack
Weight
[kg]
423 000 533 2
3,0
–
4,5
Legend
1)
with fording capability: Drain
with pipe
2)
Delivery with
fitting kit
3)
Diaphragm cylinder type 36 (connecting thread M 22x1.5) is delivered complete
with fastening nuts and screw plug, but without yoke joint (see following table
"Fitting kits that can be delivered special order").
43
10
Install dimensions [mm]
Type
D1
D2
G1
24
161
185
36
–
230
H
L1
L2
L3
L4
L5
L6
R1
R2
R3
X
α
M 16x1.5 120,7
27
34
96
113
134
85
112
15
45
96
19,5°
M 16x1.5 120,7
27
33
136
152
176
112
133
21,5
55
134
15°
Technical data
Order number
Type
Max.
stroke
Max.
volumestroke at
2/3 stroke
[litres]
Torque [Nm]
A
B
Order number for fitting kit
C
Slot
423 102 900 0
(with bellows)
9
60
0,28
80 ±10 70 +16
423 103 900 0
(with bellows)
12
60
0,40
80 ±10 70 +16 40 ±5
423 104 900 0
16
75
0,75
80 ±10 70 +16 40 ±5 423 902 533 2 423 902 534 2
2,5
423 105 900 0
20
75
0,85
80 ±10 180 +30 40 ±5 423 000 534 2 423 000 535 2
2,8
423 106 900 0
24
75
0,93
80 ±10 180 +30 40 ±5 423 000 534 2 423 000 535 2
3,0
423 107 900 0
30
75
1,15
80 ±10 180 +30 40 ±5 423 000 534 2 423 000 535 2
3,2
44
–
Round hole
Weight
[kg]
423 902 537 2 423 902 536 2
423 902 533 2 423 902 534 2
2,5
2,5
10
423 902 534 2
1
1
1
1
1
1
1
2
Sealing washer
A 16x20
811 401 057 4
1
1
1
1
1
1
1
1
1
M 12
810 304 026 4
2
2
M 12x1.5
810 304 027 4
2
2
2
M 16x1.5
810 304 031 4
M 14x1.5
810 306 013 4
M 16x1.5
810 319 029 4
M 16x1.5
895 801 310 2
M 14x1.5
895 801 312 2
M 16x1.5
895 801 513 2
M 14x1.5
895 801 511 2
M 14x1.5
810 612 020 2
14x45x35.6
810 601 100 4
14x45x31.2
810 601 097 4
12x45x34
810 601 084 4
4
5
6
-
Hexagon nut
Yoke joint
with bolts Ø 14
Yoke joint
with bolts Ø 14
Pins
2
2
1
1
1
2
2
2
1
1
1
1
1
1
1
2
2
2
1
1
2
423 903 530 2
423 902 533 2
1
423 902 537 2
423 902 532 2
1
423 902 536 2
423 000 535 2
893 011 710 4
423 902 535 2
423 000 534 2
M 16x1.5
Hexagon nut
423 901 538 2
423 000 533 2
Screw plug
3
423 901 533 2
423 000 532 2
1
2
423 103 532 2
Designation
Order
numbers
423 002 530 2
Pos.
423 000 531 2
Fitting kit
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-
Washer
15
810 403 011 4
2
-
Split pin
4x22
810 511 034 4
2
2
2
2
2
2
2
45
10
Round-hole yoke joint
Slot yoke joint
Renewal
423 005 300 4 D = M 14x1.5
423 005 301 4 D = M 16x1.5
Install dimensions [mm]
Type
D1
D2
9
112
135
12
123
16
L1
L2
L3
L4
L5
L6
R1
R2
R3
X
a
M 12x1.5 76,2
20
25
97
108
–
63
86
23
32
91
22,5°
144
M 12x1.5 76,2
20
25,5
103
114
136
66
94
22
34
98
22,5°
141
166
M 12x1.5 76,2
20
25,5
96
112
133
75
101
17
35
96
20,5°
20
151
174
M 16x1.5 120,7
27
34
96
112
134
80
105
15
45
96
20,5°
24
161
185
M 16x1.5 120,7
30
34,5
96
113
134
85
111
15
45
103
19,5°
30
162
209
M 16x1.5 120,7
27
34,5
104
113
134
92
123
15
45
102
30°
46
G1
H
10
Characteristic curve of brake cylinder type 9 to 30
Legend
F
The average piston force is the force determined with half an integration
of the values between 1/3 and 2/3 of the overall piston stroke (hmax).
p
Pressure in brake cylinder
h
The usable piston stroke is the stroke at which the piston force is 90 %
of the average piston force F.
t
Type
Type
F [N]
h [mm]
hmax [mm]
9
606 x p - 242
0.64 x p + 44
60
12
766 x p - 230
0.57 x p + 46
60
16
1056 x p - 317
0.86 x p + 68
75
20
1218 x p - 244
0.74 x p + 69
75
24
1426 x p - 285
0.56 x p + 70
75
30
1944 x p - 389
0.67 x p + 62
75
47
10
Installation diagram
Free position
(No play between piston
and diaphragm permitted)
Operating position
(at maximum stroke)
Legend
*
48
Return spring is contained in the delivery from the axle manufacturer.
Air dryer 432 410 / 432 415 / 432 433
11
11
Air dryer 432 410 / 432 415 / 432 433
Single chamber air dryer 432 410 / 432 415
Purpose
Drying of the compressed air supplied by the compressor by extracting the moisture present in the air.
Operation
The compressed air entering the air dryer at port 1 and chamber A flows via the
fine filter 4 and the annular duct b to the upper side of the granulates cartridge 2.
From here (chamber a) the compressed air flows through the cartridge 2, its humidity being adsorbed by the surface of the granulate 3. Dried compressed air then
flows via the opening check valve 5 to port 21 and from there to the downstream
components of the compressed air supply system. At the same time, compressed
air flows through the throttling port (c) and port 22 to the regenerating reservoir.
The cut-off pressure reaches chamber D via the hole I and acts on the diaphragm
(m). After the spring force has been overcome, the inlet (n) opens and the piston (d)
which is now pressurised opens the outlet (e). The air delivered by the compressor
now escapes via chamber A, duct C and vent (3). Piston (d) simultaneously acts as
a relief valve. When the pressure is excessive, the piston (d) automatically opens
the outlet (e). If air consumption causes the supply pressure within the system to
fall below the cut-in pressure, the inlet (n) closes and the pressure from chamber B
is reduced through the vent of the unloader valve. The outlet (e) closes and the
drying process begins again.
Maintenance
– Check the air reservoirs for condensation when the vehicle is in operation.
– If the condensation is detected, check the regeneration function and replace the
granulate cartridge if necessary.
Experience has shown that it may be necessary to replace the granulate after
approx. 2 years.
Complete cartridges or the granulate is hazardous waste. Upon replacement, the
exchanged cartridge should be taken back.
49
11
Air dryer 432 410 / 432 415 / 432 433
Test
– Check the air dryer for proper seal and correct regeneration function.
You have to fill the compressed air system until the pressure regulator switches
off and then shut the engine off for this.
 At the vent of the air dryer, the regenerating air must flow out for approx. 10
seconds.
Technical data
Order numbers
Retrofitter
432 410 064 0
432 410 221 0
432 415 921 0
John Deere
AGCO
CNH/SDF
13 bar
-40 °C to +65 °C
Current
Direct current
Voltage
-
12 V
Max. permitted frequency
12 V
50 Hz
Heat "Switch-on point"
-
7 ±6 °C
Heat "Shut-off point"
-
29,5 ±3 °C
Power "without current"
-
100 W
Power "with 12 V"
-
95 +0/-5 W
Cut-out pressure
8,2 ±0,2 bar
Operating range
Return limit valve (no regeneration reservoir required)
Heater plug
Silencer
8,1 ±0,2 bar
8,3 +0,4 bar
0,6 +0,4 bar
0,7 +0,5 bar
No
Yes
-
Bayonet
Kostal
Yes
No
Yes
Replacement cartridges:
432 410 020 2
432 901 223 2
50
Heating
Cable
Connection
Length
894 260 044 2
894 600 454 2
M 27x1.5
5m
894 260 044 2
894 600 458 2
M 27x1.5
10 m
Air dryer 432 410 / 432 415 / 432 433
11
432 410 064 0 – Single chamber air dryer
1
From the compressor
M 22x1.5
21
To the air reservoirs
M 22x1.5
22
To the reservoirs for regenerated air
M 12x1.5
4/23
Control port / to the compressor
M 12x1.5
51
11
Air dryer 432 410 / 432 415 / 432 433
Legend
A Compressor
B Single chamber air dryer
with unloader valve
C Reservoir for regeneration
D Four circuit protection valve
Twin chamber air dryer 432 433
Order number
Retrofitter
AGCO
13 bar
-40 °C to +65 °C
Current
Direct current
Voltage
12 V
Max. permitted frequency
50 Hz
Heat "Switch-on point"
Heat "Shut-off point"
Power "without current"
7 ±6 °C
29,5 ±3 °C
100 W
Power "with 12 V"
95 +/-5 W
Cut-out pressure
8,5 ±0,2 °C
Operating range
0,6 +0.7 bar
Return limit valve (no regeneration reservoir required)
Heater plug
Silencer
52
432 433 297 0
No
Bayonet
No
11
Air dryer 432 410 / 432 415 / 432 433
432 433 297 0 – Twin chamber air dryer
11
External filling (alternative: compressor)
M 22x1.5
21
To the protection valve
M 22x1.5
22
Tyre inflation connection
4/23
Control port
M 16x1.5
31/32/33
Exhaust for compressed air
53
12
12
Line filter 432 500
Line filter 432 500
Purpose
Protecting the air-braking system from contamination.
Operation
The compressed air delivered to the line filter via port 1 flows through the filter cartridge. Due to this any particles of dirt are retained and the compressed air is
cleaned before reaching any down stream appliances from port 2.
The filter cartridge is pushed upward against the force of the pressure spring if the
line filter is blocked. The compressed air then will pass through the line filter without being cleaned.
If port 1 is exhausted while the filter cartridge is blocked, the pressure in port 2 can
push the cartridge downwards against the force of the pressure spring. This ensures a return flow from port 2 to port 1.
Maintenance
– Clean the line filter – depending on operating conditions – normally every 3 to 4
months.
This requires taking the filter cartridge out and blowing it out with compressed
air.
– Replace the damaged filter cartridges.
Technical data
Order numbers
Free passage
Pore size of filter
Weight
432 500 020 0
432 500 021 0
20 bar
12 mm = 1.13 cm²
80 to 140 µm
-40 °C to +80 °C
0,44 kg
– Install the filter without fastening in the pipe system.
Make sure that there is sufficient space for removing the filter cartridge (see installation dimensions below).
54
12
Line filter 432 500
1 Energy supply
M 22x1.5 (for
432 500 020 0)
M 16x1.5 (for
432 500 021 0)
Legend
2 Energy delivery
M 22x1.5 (for
432 500 020 0)
M 16x1.5 (for
432 500 021 0)
* Space required for removing
filter cartridge
55
13
13
Knuckle joint 433 306
Purpose
Prevents damages on load-independent control valve or automatic brake force
controller.
Only vehicles with leaf-spring suspension.
Operation
In the event of large axle movements in excess of the range of movement of the
automatic load sensing valve, arm (e), which is horizontal while at rest, is deflected
about a fixed point in housing (c). Pressure springs (a and b) exert pressure on ball
(d) providing constant tensional contact with housing (c) until arm (e) again returns
to its normal horizontal position where it is again in full contact with the front face of
the housing. Deformation of the connecting linkage to the automatic load sensing
valve is prevented by a ball joint (f) attached to arm (e).
Maintenance
Special maintenance that extends beyond the legally specified inspections is not
required.
Installation regulations
– Choose the knuckle joint that guarantees that the path exceeding the adjustment range of the controller is not greater than the possible deflection h.
– For trailers – single and dual-axle – take the dimension for the deflection h from
the following diagram:
Legend
h Deflection fmax Max. spring deflection according to the specifications of the axle
manufacturer
56
13
– Fasten the knuckle joint to the single axle or between the two axles of the dualaxle assembly.
Observe the respective instructions of the vehicle manufacturer in this regard.
– Install the knuckle joint so that its ball joint is seated in the neutral point of the
axle or axles.
The neutral point is the point that is free of outside influence:
• Twisting movement of the axle during braking procedure,
• Wandering in curves with steering axles,
• One-sided load on the axle with uneven streets.
Only the static and dynamic axle changes are permitted to be the initiation for adjusting the automatic brake force controller.
– Connect the knuckle joint through a round rod with an M8 thread and hexagon
nut M8 DIN 934 (not included in delivery) with the adjustment lever of the automatic brake force controller. The length of this connection rod depends on the
mounting of the devices on the vehicle.
Depending on the existing fastening capabilities for the connecting rod of the
brake force controller to be used, either leave the connecting rod smooth or apply an M8 thread of approx. 25 mm in length.
– Thread an M8 DIN 934 hexagon nut onto the thread.
– Screw the other end into the ball joint and secure it with the hexagon nut.
– Carefully debur the smooth ends so that the rubber thrust members are not
damaged.
Order
number
Length L
[mm]
Deflection h
[mm]
433 306 002 0
260
100
Displacement [N]
F1
F2
90
190
57
14
14
Linkage 433 401
Linkage 433 401
433 401 003 0
Purpose
An elastic connection for the guiding the air suspension valve 464 00. ... .
– Use a flat iron to fasten the linkage on the vehicle axle.
The ø 6 pipe for the connection between the two rubber sleeves (adjustment
lever of the air suspension valve and the linkage) does not belong in the scope
of delivery.
58
15
Check valve 434 014
15
Check valve 434 014
434 014 001 0: constant throttling Ø 1 mm
Purpose
To protect the pressurised lines against unintentional venting.
Operation
Air can only pass in the direction indicated by the arrow. Return flow of the air is
prevented by the check valve closing the inlet in the event of a drop in pressure in
the supply line.
When the pressure rises in the supply line, the spring-loaded check valve again
opens the passage which results in an equalisation of pressure.
Maintenance
required.
Technical data
Order numbers
Nominal diameter
Weight
434 014 000 0
434 014 001 0
20 bar
Ø 8 mm
-40 °C to +80 °C
0,17 kg
– Install the valve anywhere within the flow of the pipe lines.
Pay attention to the arrow on the housing that shows the direction of flow.
59
16
16
Check valve 434 021
Check valve 434 021
Purpose
To protect the pressurised air reservoirs against unintentional venting.
Operation
The compressed air delivered through the supply line opens the valve (a) and flows
into the air reservoir, provided its pressure is greater than the pressure in the reservoir. Valve (a) will remain open until the pressures in the feed pipe and the reservoir are equal.
Any backflow of air from the reservoir is prevented by valve (a), which closed via
pressure spring (b) by the pressure drop in the supply line and the now greater
reservoir pressure.
In the check valve, the air can only flow in the direction from the supply line to the
reservoir.
Maintenance
required.
Technical data
Order number
434 021 000 0
20 bar
-30 °C to 80 °C
Weight
0,15 kg
– Bolt the check valve directly into one of the pipe connections for the air reservoir.
– Seal it with a suitable gasket (A 22x27 DIN 7603 Fi).
60
Check valve 434 021
16
61
17
17
Charging valve 434 100
Purpose
Charging Valve with Return Flow
The passing of compressed air to second air brake reservoir only when the rated
pressure for the system in the first reservoir has been reached.
If the pressure in the first reservoir falls below that of the second reservoir there is
a feedback supply of air from the second reservoir.
Charging valve without return flow
The passing of compressed air to auxiliary equipment (e. g. door actuation, auxiliary and parking braking systems, servo clutch, etc.) only when the rated pressure
for the braking system has been reached.
Charging valve with limited return flow
The passing of compressed air to other consumers (e. g. auxiliary and parking
braking systems) only when the rated pressure for the braking system has been
reached. Also the protection of pressure for the towing vehicle in the event of the
trailer's supply line failing.
If the pressure in the air reservoirs of the service braking system drops, part of the
compressed air will return until the closing pressure (which is dependent on the
opening pressure) is reached.
Operation
with back-flow
without backflow
with limited back-flow
Connections
1
Energy supply
2
Energy delivery
With all charging valves, the compressed air passes in the direction of the arrow
into the housing and through port (g) under diaphragm (d) which is pressed into its
seat by adjusting spring (b) and piston (c). When the charging pressure has been
62
17
reached, the force of the adjusting spring (b) is overcome so that the diaphragm (d)
is lifted from its seat, opening port (e). The air flows directly or after opening of
check valve (h) to the reservoirs or consumers in the direction of the arrow.
With charging valves with return flow the compressed air can flow back from the
second reservoir after the opening of check valve (f) if the pressure in the first reservoir has dropped by more than 0.1 bar.
In the case of charging valves without return flow, return flow is not possible
since non-return valve (h) is kept closed by the higher pressure in the second reservoir.
Charging valves with limited return flow allow the air to flow back until the closing pressure of diaphragm (d) is reached. When this is reached, adjusting spring (b)
presses diaphragm (d) into its seat via piston (c), thus preventing any further pressure compensation in the direction opposite to the direction of the arrow.
The charging pressure can be adjusted on all types by turning adjusting screw (a).
Turning clockwise increases charging pressure, turning anti-clockwise has the opposite effect.
Maintenance
required.
Technical data
Nominal diameter
Ø 8 mm
Weight
Order numbers
13 bar
-40 °C to +80 °C
0,45 kg
Valve type
Charging pressure [bar]
(Tolerance -0.3)
434 100 024 0
with back-flow
6,0
434 100 027 0
with back-flow
0,5
434 100 122 0
without backflow
4,5
434 100 124 0
without backflow
5,5
434 100 125 0
without backflow
6,0
434 100 126 0
without backflow
6,5
434 100 222 0
with limited back-flow
6,2
Closing pressure =
Charging pressure -15 %
– Install the charging valve anywhere within the flow of the pipe lines.
Pay attention to the arrow on the housing, which shows the flow direction, when
installing.
63
17
Charging Valve with Return Flow
434 100 0.. 0
Charging valve without return flow
434 100 1.. 0
64
18
Two-way valve with pressure reducer 434 200
18
Purpose
Alternating pressurising of two separate lines or circuits where the pressure applied
to port 12 is reduced.
Operation
If there is pressurisation via port 11, the piston (a) is pressed against the upper
stop position in the housing. The regulated pressure reaches the line going out
from port 2 without being reduced.
If there is pressurisation via port 12, the piston (a) is pressed downwards. The
valve body (b) seals port 11 and opens inlet (c). The compressed air flows into
chamber A to the downstream devices via port 2. If the forces on the lower side of
the piston (a) with a surface being 1.3 times larger than the upper side, is equal to
the one on the upper side, piston (a) will move into its final position and closes inlet
(c). More compressed air will only flow when there is a pressure reduction at port 2.
Maintenance
required.
Technical data
Order numbers
434 200 000 0
10 bar
-40 °C to +80 °C
Nominal diameter
11.3 mm
Pressure reduction 12 => 2
i = 1.3 : 1
Weight
0,36 kg
– Install the two-way valve in any position.
– Fasten the two-way valve with one M8 bolt.
65
18
Suction filter arrangement optionally I or II
2 Energy delivery
M 22x1.5
66
11
Unreduced energy supply
M 22x1.5
12
Reduced energy supply
M 22x1.5
"Agriculture" compressed air testing kit 435 002 011 0
19
19
"Agriculture" compressed air testing kit 435 002 011 0
Purpose
Testing the compressed air braking system in agricultural or forestry (aof) trailers.
Test kit contents
Quantity Components
2
Pressure gauge "16 bar"
1
Test hose "blue"
1
Test hose "white"
2
Test connection M 16x1.5
2
Test connection M 22x1.5
1
Coupling head "red" M 16x1.5
1
Coupling head "yellow" M 16x1.5
1
Coupling head "1 line" M 22x1.5
1
Publication "815 020 083 3 Air Braking Systems in Vehicles for Agriculture and Forestry / Fault finding" (de)
1
Publication "815 010 083 3 Air Braking Systems in Vehicles for Agriculture and Forestry / Fault finding" (en)
Documents attached to this kit include:
• instructions on maintenance and leak tests
• diagrams on fault finding and fault elimination
• instructions on setting the predominance of the trailer brake valve
• settings for the LSV controller/manual controller,
• a description of how to converting a single-line into a dual-line compressed air
supply system.
67
20
20
Pressure switch 441 009
Purpose
For switching electrical devices or indicator lights on or off.
Operation
On switch (working contact sensor)
Shut-off switch (idle contact sensor)
Legend
gnd
Ground
On switch (unpressurised open)
If the defined pressure value is reached on the switch, the contacts (b) are closed
by the diaphragm (c) as it is arched upward. If the pressure drops on connection 4,
the contacts (b) open again.
68
20
Shut-off switch (unpressurised closed)
If the defined pressure value is reached on the switch, the contacts (d) are opened
by the diaphragm (e) as it is arched upward. If the pressure drops on connection 4,
the contacts (d) close again.
To adapt to the different switching tasks, the actuation pressure values for both
switch types can be changed within certain ranges with the set screw (a).
Connection (f) is for the cable connection.
Maintenance
required.
Technical data
Order numbers
On switch
441 009 001 0
Off switch
441 009 101 0
Actuating pressure
10 bar
Set at
5,0 ±0.2 bar
Can be set from
1.0 to 5.0 bar
Max. operating voltage (DC voltage)
30 V
Max. electrical breaking capacity with inductive load and direct
current
2A
Weight
-40 °C to
+80 °C
0,22 kg
– Install the 1-pin pressure switch in any location in the pressure line.
– Fasten the pressure switch with one M8 bolt.
Make sure that the ground contact is properly done (do not fasten to plastic
parts).
Put a cable eyelet on the cable to be connected.
69
20
70
Port threads
Legend
M 22x1.5
X
Adjusting screw
21
SCR valve 446 091
21
SCR valve 446 091
Legend
A
Engine
B
Tank
C
Pump
D
Dosing unit
Purpose
The SCR valve (Selective Catalytic Reduction) is used to control the temperature
of the aqueous urea solution (Ad blue) in SCR system tanks.
Operation
In order to be able to carry out the function, the SCR system must be maintained at
a specific temperature level. The engine and vehicle manufacturers use the cooling
water of the engine for this purpose.
The SCR valve is used to control the flow of cooling water through the system
components. It is actuated through the engine's electronic system and controls the
flow of cooling water through the SCR system components relative to the outside
and coolant temperature.
Depending on the SCR system design (compressed-air assisted, airless), 2/2 or
3/2 directional control valves are used for this purpose.
Maintenance
required.
Technical data
Function
Order number
Pipe Couplings
Electronic
connector
2/2 directional control
446 091 303 0 (12 V)
2x Voss
Tyco HDSCS
446 091 307 0 (12 V)
2x Norma
Tyco HDSCS
446 091 310 0 (12 V)
3x Voss
Tyco HDSCS
446 091 305 0 (12 V)
2x Norma
1x Voss
Tyco HDSCS
71
21
SCR valve 446 091
– Install the valve in upright position with a maximum angle of 30° to the perpendicular.
72
446 091 307 0
446 091 305 0
446 091 303 0
446 091 310 0
22
Accessories for Hose Couplings 452 000
22
Accessories for Hose Couplings 452 000
Technical data
Order number
452 402 000 0
For coupling heads
452 200 / 952 200
In accordance with standard
VDA 74 344
Weight
0,3 kg
Identification plates
Technical data
Order numbers
899 140 202 4
899 140 203 4
Identification plate
Brake
Supply
Colour
yellow
red
VDA 74 345
73
23
23
Shut-off cock with venting 452 002 / 952 002
452 002 132 0
Connections
1
Energy supply
2
Energy delivery
Purpose
Shutting off compressed air lines.
Operation
In the position of the lever (a) parallel to the longitudinal axis of the shut-off cock
presses the eccentric shaft (c) of valve (d) against the compression spring (e) to
the left. The compressed air is routed unreduced from connection 1 through the
inlet (f) into the line going from connection 2.
If the lever (a) is turned 90° to the stop, the compression spring (e) moves the
valve (d) to the right and the inlet (f) is closed. The line going from connection 2 is
vented via the outlet bore hole (b).
Maintenance
required.
Technical data
Order numbers
452 002 131 0
452 002 132 0
452 002 133 0
Symbol
10 bar
Lever actuation a/b
90°
Weight
74
-40 °C to +80 °C
0,26 kg
0,26 kg
0,26 kg
23
Position of the shut-off cock
Order numbers
90° left
0°
90° right
452 002 131 0
closed
open
closed
452 002 132 0
Vented
Pressurized
Vented
452 002 133 0
closed
Pressurized
Vented
– Fasten the shut-off cock with two M8 bolts.
Make sure of the flow direction (arrow direction) when installing and that there is
sufficient room for actuating the lever (a).
Port threads
Legend
M 22x1.5
View X
75
24
24
Coupling head with pin 452 201
Purpose
For single-line braking systems, to connect the air braking system of the towing
vehicle to that of the trailer.
Operation
When connected, the pin will push open the spring-loaded valve of the towing vehicle's coupling head, thus establishing a connection between the braking systems
of both vehicles.
Technical data
Order number
452 201 010 0
8,0 bar
B DIN 74 294
-40 °C to +80 °C
Weight
0,245 kg
Maintenance
– Make sure that the washer is clean and undamaged when the connection is
made.
– Then check the connection for a proper seal.
not required.
– Install the coupling head with the pin on the coupling hose of the trailer so that
the opening points to the right.
 The coupling heads have to interlock in such a way that in the event of the
trailer braking away they unhitch automatically.
76
24
Port threads
M 22x1.5
Legend
*
Shut-off cock is not required with automatic coupling head.
77
25
25
Coupling head with valve 452 300
Coupling head with valve 452 300
Purpose
For single-line braking systems, to connect the air braking system of the towing
vehicle to that of the trailer.
Operation
Valve (b) is held closed by the force on pressure spring (a) and the compressed air
acting on the lower side of the valve. When the trailer's hose is connected, the pin
of the matching coupling head will force valve (b) downwards so that the compressed air of the towing vehicle can flow to the trailer.
Due to smaller surface under pressure, valve (b) of the automatic coupling head
will open even if it is under pressure. This means that if this type of coupling head
is used, no shut-off cock needs to be fitted for releasing the pressure in the pipe
connected.
When disconnecting the hose from the trailer valve (b) will be pushed upwards due
to the force of the pressure spring (a) and the passage is closed. If the coupling
head is not used it's opening has to be closed with the closing cover (c) to stop dirt
from entering into the compressed air pipes.
Maintenance
– When connecting make sure all the sealing surfaces are clean.
– Replace the damaged sealing washers.
not required.
Technical data
Order number
452 300 031 0
8,0 bar
-40 °C to +80 °C
A DIN 74 294
Thread of pipe connections:
M 22x1.5
Weight
0,3 kg
– Attach the coupling head at the rear of the tractor vehicle on the right of the
trailer coupling so that the opening points to the left.
78
26
Duo-Matic quick-coupling 452 80.
26
Purpose
Connecting the air braking system of the motor vehicle to that of the drawbar trailer.
With Duo-Matic quick couplings, the trailer vehicles can be coupled quicker and
more securely than with standard couplings.
Operation
During the connection of the trailer the handle (b) is pushed down in which case
the protective covers (a and d) will open. The Duo-Matic-Trailer part has to be laid
underneath the protective covers and the handle (b) is released. The torsion spring
(e) acts on the protective covers (a and d) and pulls the trailer parts against the
automatically closing valves (c), in which case those will open and the compressed
air flows into the trailer.
Maintenance
– When connecting, make sure that the sealing surfaces which come into contact
with each other are clean.
– Replace the valves or seal rings if there are leaks.
not required.
Technical data
Order numbers
452 802 009 0
Vehicle part
452 804 012 0
Trailer part
10 bar
Nominal diameter
9 mm
Weight
-40 °C to +80 °C
1,0 kg
0,2 kg
– Install the Duo-Matic quick-coupling according to ISO 1728 standard (see following installation diagram).
79
26
Connections
1
80
Energy supply
Legend
4
Control port
A
Vehicle part
B
Trailer part
26
81
27
27
Single pressure gauge with lighting 453 002
Purpose
Monitoring the pressure in the air reservoirs.
Operation
The pressure from the air reservoir stretches the tube spring in the housing thus
moving, via a lever and toothed rack, the pointer which is fastened to a rotatable
shaft.
The pressure reading can be taken from the face which is divided into sections between 0 and 10 bar.
If the pressure drops, the pointer is returned to the reading of remaining pressure
by means of a torsion spring.
Maintenance
required.
Compared with test devices, permitted deviations must be lower than ±0.2 bar.
Technical data
Order number
453 002 000 0
10 bar
Measuring range
0 - 10 bar
Display tolerance
±0,2 bar
Face
Off-white with black lettering
Pointer
Black
Cover
Glass
Edge ring
Chrome-plated
Light connection
12 V
-25 °C to +65 °C
Weight
0,2 kg
It should be placed in such a way that it is clearly visible by the driver.
Use a 6x1 pipe from the reservoir to the pressure gauge.
– Insert the pressure gauge into a round opening in the dashboard and turn the
holder in the catch.
– Use a bracket to fasten the pressure gauge from the rear.
82
27
Port threads
M 12x1.5
83
28
28
Single Air-pressure Gauge 453 011
Purpose
Monitoring the pressure in the air reservoirs.
Operation
The pressure from the air reservoir stretches the tube spring in the housing thus
moving, via a lever and toothed rack, the pointer which is fastened to a rotatable
shaft.
The pressure reading can be taken from the face which is divided into sections between 0 and 25 bar.
If the pressure drops, the pointer returns to the residual pressure value.
Maintenance
required.
Technical data
Order number
453 011 000 0
25 bar
Display range
0 to 25 bar
Gauge angle
270°
Excess pressure safety
Conforming with DIN 16007
-20 °C to +50 °C
Face
white with black lettering
Pointer
Black
Device
with glycerine filling
Weight
0,26 kg
It should be placed in such a way that it is clearly visible by the driver.
Use a 6x1 pipe as a supply line to the pressure gauge.
– Insert the pressure gauge into a corresponding opening in the dashboard.
– Turn the holder into the catch.
84
28
Legend
*
Device fastening pieces enclosed
**
for pipe with ø 6 mm
85
29
29
Hand brake valve 461 700
Purpose
For dual line braking system.
Direct, non-graduated pressurising of the braking system's pilot line for the trailer in
connection with the mechanical tractor hand brake.
Operation
Inlet valve (b) is closed when in release position. Port 3 leading to the brake cylinder line is connected to port 2 via the open outlet valve (d). The line connected to
that port leading to the relay valve is thus also depressurised.
When the handbrake is actuated, lever (a) is pulled out of its ball catch and the
valve rod (c) is raised. Due to this the outlet valve (d) it closed and the inlet valve (b)
is opened. Port 2 receives non-graduated pressure from port 1 of the air reservoir
and the trailer is braked via the relay valve.
When the service brake is actuated, compressed air will flow from port 3 to port 2
and causes the trailer to be braked as well via the relay valve.
Technical data
Order number
461 700 000 0
Design
waterproof
8,0 bar
Lever hole A (see figure below)
6 mm
-40 °C to +80 °C
Nominal diameter
12 mm corresponds with 1.13 cm²
Weight
0,9 kg
Maintenance
required.
86
29
– Install the valve as a throughput valve into the brake line and connect it with the
hand brake rod (see installation diagram at the end of the chapter).
– Fasten the valve optionally on the left or right side in any position with two
screws M 8.
 The valve can be actuated in both directions.
– After loosening the two bolts (SW6), you can turn the lever to the desired zero
setting.
– After adjustment, fasten the ball cage by re-tightening the screws.
Legend
1 Energy supply
M 22x1.5
A Lever positions, closed to approx. 8° opening,
lever positions opened as of 10° opening
2 Energy delivery
(Trailer control valve)
M 22x1.5
B Free path with open valve (no force increase)
3 Exhaust
(Towing vehicle brake valve)
*
with closed valve = 99.5 mm;
with open valve = 104 mm
87
29
88
Test connection 463 703
30
30
Purpose
Creation of a connection "for test hoses" in the line system and on the brake unit
for test purposes.
Operation
When screwing a test hose on (or a pressure switch), the check valve (c) is pushed
with the tappet (b) and the connection to the pressure line is made.
After removing the test hose, the check valve (c) closes on its own.
To protect against contamination of the connection during non-use, cap (a) is to be
pressed onto the screw neck.
Maintenance
– Check the valve (c) regularly for proper closing.
89
30
Order
numbers
D1
463 700 002 0 M 18x1.5
D2
L1
L2
L3
L4
SW 1
SW 2
SW 3
Fig.
–
46,3
22,5
–
–
22
–
–
1)
463 703 005 0
10x1*
10x1 1)
60
30
30
49
19
19
17
4)
463 703 024 0
8x1*
M 12x1.5
65
28
33
52
17
17
–
4)
–
36
9
–
–
22
–
–
1)
M 22x1.5
96
45
51
42
27
27
17
3)
463 703 303 0 M 22x1.5 M 22x1.5
96
42
54
42
27
27
17
3)
M 16x1.5
94,5
33
61,5
37
22
22
17
3)
463 705 103 0 M 22x1.5
–
36
10
–
–
27
–
–
1)
463 703 316 0
–
45
14
–
–
19
–
–
1)
463 703 995 0 M 12x1.5
–
43
7
–
–
17
–
–
2)
463 705 105 0 M 16x1.5,
1:16
Coned
–
36
10
–
–
17
–
–
1)
463 703 114 0 M 16x1.5
463 703 301 0
463 703 306 0
12x1.5*
12x1.5*
3/8"-18
NPTF
Legend
*
90
Outer diameter x wall thickness
31
Levelling valve 464 007
31
Purpose
Controlling the air suspension bellows responsible for providing driving comfort in
the driver's cabin.
Technical data
Order number
464 007 001 0
Working pressure (supply)
max. 11 bar
Permissible medium
Air
-40
Check valve port 2
0.6 bar
to +80
– Install the levelling valve to the chassis in the vicinity of the driver's cabin using
two M8 screws.
To facilitate installation and adjustment of lever and connecting linkage the levelling valve shaft can be fixed in position by inserting a mandrel in the idle position.
91
31
Connections
1
92
Energy supply
Legend
2
Energy delivery
A
Exhaust
B
delivery
31
Flow with P1 = 8 bar and P1 = 11 bar
Legend
A
Exhaust
B
delivery
C
Over travel
D
Lever travel
93
32
32
Steering brake valve 467 399
Brake pedal
Legend
L
Left
R
Right
Purpose
Support for steering action of tractors with hydraulic braking systems by optional
braking of the right or left rear wheel.
Operation
In the idle position, both tractor brake pedals are attached to the valve tappets (1),
closing the ball valves (2) by virtue of the pedal's retracting springs. The ball valves
(2) close the passage from P to A and B.
As both braking pedals are pushed down when driving on the road, the pressure
on the valve tappets (1) is reduced, causing the ball valves (2) to be opened and
release the passage from P to A and B.
When the steering brake is actuated, only one pedal is pushed down and only one
ball valve is opened while the other ball valve remains closed. A connection is established either from P to A, or from P to B.
The purpose of two cone check valves (3) is to relieve the pilot line between the
steering brake valve and the wheel brake cylinders if the brake pedals – and ball
valves (2) – are returned more rapidly than the brake shoes are released.
Maintenance
required.
94
32
Technical data
Order number
467 399 015 0
180 bar
Residual pressure in ports A and B
0 to 0.1 bar
Permissible medium
Mineral oil
-20 °C to +80 °C
Actuation stroke [mm]
0,8+0,5
Overtravel [mm]
0,6+0,4
Installation position
horizontal, with exhaust port on the top
Flange fixation
2 threads
Weight
1.3 kg
467 399 015 0
A
Circuit 1
M 12x1
B
Circuit 2
M 12x1
P
From brake master cylinder
M 12x1
95
32
Pressure pattern
Legend
p
96
Braking pressure
F
Actuating force
33
Compensating valve 468 397
33
Service brake position
Purpose
Balance the control pressures of the two master brake cylinders when the service
brake is actuated, and to shut off the oil flow from the two master brake cylinders to
the front axle and to the trailer control valve when the steering brake is actuated.
Operation
When not actuated, the two brake pedals are in contact with valve tappet (1), pushing it against the force of compression spring (3) to the right. This closes valves (2),
blocking the passage between ports A, B and X (see figure under "Installation dimensions" below.)
When both brake pedals are pushed down, valve tappet (1) is released and
pushed towards the left by the force of compression spring (3). Valves (2) open
and a connection is established between ports A, B and X. This causes the braking
pressures of the rear axles (ports A and B) to be balanced, and the brake cylinders
of the front axle and the control piston of the trailer control valve receives braking
pressure from port X.
On the other hand, when the steering brake is actuated, valves (2) remain closed
since the brake pedal which is not pushed down holds valve tappet (1) in its end
position on the right hand side.
Maintenance
required.
Technical data
Order number
468 397 003 0
150 bar
Ambient temperature
-30 °C to +80 °C
Permissible medium
Brake fluid
Operating temperature range
-30 °C to +80 °C
Stroke before opening
0,5 +1.2 mm
Actuating force
< 80 N
Retaining pressure at port X
< 2.8 bar
Weight
approx. 0.5 kg
97
33
– Install the compensating valve in any installation position.
The valve tappet must have passed a stroke of at least 1.7 mm before the braking pressure in the wheel brake cylinders begins to build up.
The compensating reservoirs of the two master brake cylinders must be connected to each other.
98
A Circuit 1
M 12x1 conforming with EL DIN 74235
B Circuit 2
X Supply
*
M 8 - 12 deep
Trailer control valve 470 015
(for two-line trailer braking systems)
34
34
Trailer control valve 470 015 (for two-line trailer braking
systems) Trailer control valve 470 015 0.. 0 and 470 015 2.. 0
Purpose
To control the dual line braking system of the trailer in connection with the trailer's
hydraulic master brake cylinder or its hydraulic transmitter.
With many 2-circuit, hydraulically controlled trailer control valves (see * in following
table), there is an additional actuation, by which a trailer braking procedure is already actuated before the tractor brake becomes effective.
Operation
In the release position, compression spring (e) pushes valve sleeve (d) onto inlet
(c), keeping it closed. Port 2 is connected with exhaust 3 via outlet (b).
When the brake pedal is depressed, the hydraulic control pressure will act on piston (h) via port 4, displacing that piston, together with graduating piston (a), to the
right. Outlet (b) is closed, inlet (c) opens and the compressed air present at port 1
flows to the trailer emergency valve via port 2. The compressed air acting on
graduating piston (a) moves it to the left against the hydraulic control pressure and
inlet (c) is closed. The end position has now been reached.
The 1-circuit hydraulically actuated and pneumatically pre-actuated trailer control
valves (see * in following table) are equipped with an additional pneumatic control
connection. This permits an upstream 3/2-way valve to pressurise port 42 and thus
chamber A with a supply pressure when the brake pedal is depressed. Piston (a)
closes outlet (b), opening Inlet (c). Thus a small amount of control pressure
reaches the trailer emergency valve via port 2 before control pressure builds up at
port 4.
Any increase in the hydraulic control pressure will also cause the pressure at port 2
to be increased. As the brake pedal is released, ports 4 and 42 will be depressurised, causing the pressure in port 2 to return graduating piston (a) to its original position. Outlet (b) opens, and port 2 is vented via exhaust 3.
The trailer control valve also has a hand brake lever (f) which, as the hand brake is
actuated, will push piston (a) against valve sleeve (d), thus opening inlet (c), causing full braking of the trailer.
Maintenance
required.
99
34
Technical data
Max. operating pressure "Pneumatic part"
10 bar
Max. operating pressure "Hydraulic part"
120 bar
Medium
Air (control medium, see previous table)
-40 °C to +80 °C
Weight
approx. 1 kg to 1.4 kg (depending on the type)
Order
number
Corresponding with
Fig.
Actuation
pressure
[bar]
Hydraulic part
Limit pressure
[bar]
Adsorption volume
[cm³]
Control medium
1-circuit actuation
470 015 002 0
1
7
30
1,5
470 015 006 0
1
7
40
1,5
470 015 010 0
1
7
70
1.5
470 015 011 0
1
7
70
1,5
470 015 051 0
1
5
15
2,2
470 015 052 0
1
5
20
2,2
470 015 054 0
1
5
30
2,2
470 015 055 0
1
5
30
2,2
470 015 090 0
1
7
45
1,5
470 015 096 0
1
5
15
2,2
470 015 098 0
1
4
25
2,2
470 015 099 0
1
4
20
2,2
Brake fluid
Mineral oil
Brake fluid
Mineral oil
Brake fluid
Single circuit
470 015 201 0
2
3,5
8
2 x 2.2
470 015 203 0
2
3,5
12
2 x 2.2
470 015 214 0
31)
8
73
2 x 0.6
470 015 215 0
4
3
19
2 x 1.0
470 015 217 0
2
3,5
14
2 x 2.2
470 015 218 0
2
8
35
2 x 2.2
470 015 221 0
42)
3
19
2 x 1.0
470 015 223 0
2
3
20
2 x 0.85
100
Mineral oil
Brake fluid
Mineral oil
Brake fluid
Mineral oil
34
Order
number
Corresponding with
Fig.
Actuation
pressure
[bar]
Hydraulic part
Limit pressure
[bar]
Adsorption volume
[cm³]
Control medium
* 1- circuit, hydraulically actuated and pneumatically pre-actuated
A
470 015 252 0
3
0,0 - 1,0
20
2
Brake fluid
470 015 253 0
3
0,0 - 1,0
20
2
Mineral oil
470 015 254 0
3
0,0 - 1,0
11
2
Brake fluid
470 015 255 0
3
0,0 - 1,0
11
2
Mineral oil
470 015 256 0
3
0,0 - 1,0
19
2
Brake fluid
470 015 257 0
3
0,6 - 1,2
19
2
Mineral oil
470 015 258 0
3
0,0 - 1,0
14
2
Brake fluid
470 015 259 0
3
0,0 - 1,0
8
2
470 015 261 0
3
0,0 - 1,0
14
2
470 015 263 0
3
0,0 - 1,0
4
5,5
470 015 265 0
3
0,6 - 1,6
11
2
470 015 267 0
3
1,0 - 1,6
14
2
470 015 269 0
3
0,0 - 1,0
14
2
470 015 271 0
3
0,0 - 1,0
20
2
Mineral oil
Legend
1)
41 and 42 = M 10x1
2)
Control portion rotated 90°
(in top view 41, 42 and 2)
A Pressure at coupling head Brake at p42 = 7.4 bar
– Install the trailer control valve so that the vent valve for the hydraulic part points
upward and is easily accessible.
– Fasten the trailer control valve with two of the four extended housing bolts.
– Connect the hand brake lever with the existing hand brake linkage of the agricultural tractor.
101
34
Lever position
I
II
p1
7 bar
7 bar
p2
0 bar
7 bar
Fig. 1
470 015 008 0
1
102
Energy supply
M 16x1.5
2
Energy delivery
M 16x1.5
3
Exhaust
34
Fig. 2
470 015 201 0
1
Energy supply
M 16x1.5
2
Energy delivery
M 16x1.5
3
Exhaust
41, 42
Hydraulic control port
M 12x1
103
34
Fig. 3
470 015 252 0
1
Energy supply
M 16x1.5
2
Energy delivery
M 16x1.5
41
M 10x1
42
M 12x1.5
104
3
Exhaust
34
Fig. 4
470 015 215 0
Legend
1
Energy supply
M 16x1.5
2
Energy delivery
M 16x1.5
3
Exhaust
41, 42
M 10x1
H
Stroke
105
34
106
34
Trailer control valve 475 015 30. 0
Purpose
To control the dual line braking system of the trailer in connection with the trailer's
hydraulic master brake cylinder or the towing vehicle's hydraulic transmitter.
With these 2-circuit, hydraulically controlled trailer control valves, there is an additional actuation, by which a trailer braking procedure is already actuated before the
tractor brake becomes effective.
These trailer control valves also have a stepped hand brake function. The hand
brake is actuated hydraulically and reduces the pressure.
Operation
In the release position, compression spring (e) pushes valve (d) onto inlet (c),
keeping it closed. Port 2 is connected with exhaust 3 via outlet (b).
When the brake pedal is depressed, an upstream 3/2-way solenoid valve is actuated - via the stop light switch for example - and the supply pressure is applied to
port 43 and thus chamber A. Piston (a) closes outlet (b), opening Inlet (c). Thus a
small amount of control pressure reaches the brake coupling head and then the
trailer emergency valve via port 2 before a hydraulic control pressure builds up at
ports 41 and 42. The compressed air acting on graduating piston (a) moves it to
the left against the pilot control pressure in chamber A and inlet (c) is closed. The
end position has now been reached.
Then the hydraulic control pressure starts to act on the pistons (h1 und (h2)) via
ports 41 and 42 and the graduating piston (a) is moved to the right. Outlet (b) is
closed, inlet (c) opens and the compressed air present at port 1 flows to the brake
coupling head and then on to the trailer emergency valve via port 2. The compressed air acting on graduating piston (a) moves it to the left against the hydraulic
control pressure and inlet (c) is closed. The end position has now been reached.
The increased hydraulic control pressure causes a proportional pneumatic pressure to be generated on port 2.
As the brake pedal is released, ports 41, 42 and 43 will be depressurised, causing
the pressure in port 2 to return the graduating piston (a) to its original position. Outlet (b) opens, and port 2 is vented via exhaust 3.
A hydraulic, stepped hand brake function is integrated in the trailer control valves.
In driving position, hydraulic pressure is applied to port 44, the piston (f) is pushed
against a spring (i) so that it contracts.
When the hand brake is applied, the hydraulic pressure on port 44 is reduced and
the spring (i) presses the piston (f) against pistons (g) and moves it to the right together with the graduation piston (a). Outlet (b) is closed, inlet (c) opens and the
compressed air present at port 1 flows to the trailer emergency valve via port 2.
The compressed air acting on graduating piston (a) moves it to the left against the
hydraulic control pressure and inlet (c) is closed. The end position has now been
reached.
107
34
Maintenance
required.
Technical data
Order numbers
470 015 300 0
Actuation pressure [bar]
Hydraulic part limit pressure [bar]
Adsorption volume
Control medium
470 015 301 0
0,0 – 0,5
60
95
1.0 cm³
Mineral oil
8.5 bar
120 bar
Weight
-40
…+80
1.034 kg
– Fasten the trailer control valve to a bracket with two of the four extended housing bolts.
108
34
470 015 300 0
470 015 301 0
1
Supply
M 16x2.5
42 Control port braking
circuit 2
M 10x1
2
Brake
M 16x2.5
43 Control port pilot control
pressure
M 12x1.5
3
Exhaust
41 Control port braking
circuit 1
M 10x1
44 Control port hand brake
circuit
M 10x1
109
35
35
(for single or dual line trailer braking systems)
Purpose
To control the single or dual line braking system of the trailer in connection with the
trailer's hydraulic master brake cylinder or its hydraulic transmitter.
Operation
In the valve's release position, compression spring (e) pushes valve sleeve (d)
onto inlet (c). The air supplied via port 1 flows via hole A into chamber B, raising
piston (h) which takes with it piston (k) and valve (i). Inlet (l) is opened, permitting
the air supplied to flow via port Z into the trailer's (single) control line. When the
forces of pistons (h and k) are balanced, inlet (l) is closed and the pressure at port
Z is limited to 5.2 bar. Port 2 is vented via outlet (b) and exhaust 31.
When the brake pedal is depressed, the hydraulic control pressure will act on piston (m) via port 4, displacing that piston, together with graduating piston (a), to the
right. Outlet (b) is closed, inlet (c) opens. The compressed air can now flow via port
2 to the control line trailer's dual line braking system. The compressed air acting on
graduating piston (a) moves it against the hydraulic control pressure, and inlet (c)
is closed. A final braking position has now been reached. At the same time, the
pressurised piston (h) is pushed downwards. The outlet (j) opens and the pressure
at port Z is partly reduced via the exhaust 32. A final braking position has been
reached when the force in chamber B acting on the underside of piston (h) is
greater than the force acting on the top of pistons (h and k). Piston (h) is raised to a
point where outlet (j) and inlet (l) are closed.
Any increase in the hydraulic control pressure will also increase the pressure at
port 2 or drop the pressure in port Z.
When the brake pedal is released, port 4 is depressurised, causing the pressure in
port 2 to return graduating piston (a) to its original position, opening outlet (b). Port
2 is vented via exhaust 31. At the same time, the pressure acting on the top of piston (h) is reduced and the supply pressure in chamber B pushes it to its top end
position. Via opened inlet (l), port Z is once again pressurised up to 5.2 bar.
The trailer control valve also has a hand brake lever (f) which, as the hand brake is
actuated, will push piston (a) against valve sleeve (d), thus opening inlet (c), causing full braking of the trailer.
110
35
Maintenance
required.
Technical data
10 bar
120 bar
Medium
Air (control medium, see previous table)
-40 °C to +80 °C
Weight
approx. 1.9 kg
Order
numbers
Actuation pressure [bar] Limit pressure [bar] Adsorption volume [cm³] Control medium
470 015 506 0
7
40
1,5
470 015 510 0
7
70
1,5
470 015 522 0
7
30
1,5
470 015 551 0
5
15
1,5
470 015 588 0
7
45
1,5
470 015 590 0
7
45
1,5
470 015 595 0
4
20
2,2
Mineral oil
470 015 599 0
4
20
2,2
Brake fluid
Brake fluid
Mineral oil
Brake fluid
– Fasten the trailer control valve with two of the four extended housing bolts.
– Connect the hand brake lever with the existing hand brake linkage of the agricultural tractor.
111
35
Legend
1
Supply
M 16x1.5
2
Output pressure (dual-line)
M 16x1.5
3
Exhaust
4
Hydraulic control pressure
112
Z
Output pressure (inlet)
35
The modular design ensures better ability to graduate the brake than with the compact solution shown here.
( see chapter 37 "Trailer control valve with pressure limiting 471 200", page 119,
schematic diagram for device 471 200)
Dual line trailer control valve 470 015 ... 0 with the single line trailer control valve
471 200 ... 0
113
36
36
Trailer emergency valve 471 003
(for single line trailer braking systems)
Purpose
To control the single line air braking system of the trailer.
Operation of the trailer emergency valve
When the towing vehicle's brake is released, pressure from the air reservoirs
reaches port 1-4 of the relay emergency valve via the coupling hose, passing cup
collar (g) and port 1-2 and on to the trailer's air reservoir. When the brakes are actuated, the pressure in the trailer's pilot line and thus port 1-4 is reduced, causing
cup collar (g) to be pushed upward by the reservoir pressure acting on its underside. Via piston rod (e), it pulls piston (c) against valve (a), closing outlet (b) and
opening inlet (f). Compressed air from the trailer's air reservoir now flows via port 2
to the load-sensing valve and from there to the brake cylinders. After a pressure
has built up which corresponds to the fall in pressure in port 1-4 above piston (c),
that piston and piston rod (e) and cup collar (g) will move downwards, closing inlet
(f). A final braking position has now been reached.
When the trailer's pilot line is pressurised once again, the pressure from port 1-4,
supported by spring (h), will push cup collar (g) with piston rod (e) and piston (c)
into their lower end position. The outlet valve's seat of piston (c) is raised off valve
(a), and the compressed air from the brake cylinders is emitted to atmosphere
through hole (d) and exhaust 3. Abrupt venting of the line leading to port 1-4 in the
event of a broken coupling hose will cause automatic full braking of the trailer.
Operation of the trailer release valve
When using the trailer emergency valve in combination with an automatic loaddependent brake force adjustment or with mechanically adjustable load-sensing
valves that have no release position, trailer release valve 963 001 … allows the
trailer to be moved even when it is not attached to a motor vehicle. For this purpose, piston rod (i) needs to be pulled out all the way. The passage from port 1-4 is
thus blocked and a connection established between port L and port 1-4 of the relay
emergency valve. The trailer's supply pressure present at port L flows via chamber
A to port 1-4 of the flanged relay emergency valve, causing it to reverse to its release position, and the brake cylinders to be depressurised.
If, when re-connecting the trailer to its towing vehicle, piston rod (i) has not been
manually pushed into the release valve, it will be pushed home by the filling pressure received from the towing vehicle via port 1-4. The release valve will then once
again be in its normal position in which ports 1-4 are connected.
Piston rod (i) has a vent hole which prevents building up of either an air cushion inside the valve as it is pushed in, or a vacuum as it is pulled out.
114
36
Maintenance
required.
Technical data
Order number
471 003 020 0
5,3 bar
-40 °C to +80 °C
Weight
0,9 kg
Flange accessories for trailer release valve
Designation
Order numbers
1 O-ring 24x2
897 086 680 4
(included in delivery)
1 O-Ring 8.9x1.9
897 086 670 4
(included in delivery)
2 cylinder bolts M 8x25 DIN 6912-8.8-Zn
810 128 037 4
2 spring washers 8 WN 7
810 420 006 4
– Fasten the brake valve vertically so that the vent opening faces downward.
– Fasten the brake valve with two M10 bolts.
For flanging a trailer release valve 963 001 ... . to the trailer emergency valve,
the parts listed in the table below are required, the o-ring seals being supplied
with the release valve.
115
36
1-2
Energy supply or delivery
M 22x1.5
1-4
Energy supply or control port
M 22x1.5
2
Energy delivery
M 22x1.5
3
Exhaust
M 22x1.5
Technical data
116
Order number
471 003 530 0
5,3 bar
Max. brake cylinder pressure in lever position (supplied)
"Release"
0 bar
"Unladen"
1.4 to 1.6 bar
"Half laden"
3.2 to 3.4 bar
"Fully laden"
Air reservoir pressure
Setting range "Unladen" in lever position "Half laden"
0.8 to 1.7 bar
2.8 to 3.7 bar
-40 °C to +80 °C
Weight
1,8 kg
36
1-2
Energy supply or delivery (supply reservoir)
M 22x1.5
2
Energy delivery
M 22x1.5
1-4
Energy supply or control port (towing vehicle)
M 22x1.5
3
Exhaust
117
36
In Austria and Czech Republic manual control devices are permitted only without
release position.
Pressure pattern
118
Trailer control valve with pressure limiting 471 200
37
37
Purpose
To control the single line air braking system of the trailer in combination with the
trailer control valve attached to the foot brake lever for the tractor's dual line trailer
braking system and for limiting the output pressure to 5.2 bar.
Operation
In the release position, compression spring (a) will hold diaphragm piston (b) with
valve sleeve (c) in its lower end position. Outlet (d) is closed and inlet (e) open.
The compressed air from the tractor's air reservoir flows via port 1 to port 2 and
reaches the trailer emergency valve via the coupling heads. At the same time, the
compressed air flows, via hole C, into chamber D below piston (h), and via hole A
into chamber E above piston (h). As soon as the pressure in chamber B and in the
line to the trailer has reached 5.2 bar, valve (g) is forced downwards against the
force of compression spring (f) until inlet (e) is closed.
When the tractor's foot brake is actuated, the output pressure from the trailer control valve which is affixed to the foot brake lever for the dual line trailer braking system will, via port 4, reach chamber F. Pressure will now build up below the cup collar which forces diaphragm piston (b) with valve sleeve (c) upwards against the
force of compression spring (a). Outlet (d) opens. Through valve sleeve (c) and
exhaust hole 3, sufficient air will now be emitted to atmosphere to achieve the
abrupt reduction in pressure required for advanced retardation of the trailer.
At the same time, the pressure in chamber D will fall and piston (h) is forced
downwards by the supply pressure in chamber E acting on its upper portion. It
takes with it valve sleeve (c) which in turn closes outlet (d) as it settles on the double cone valve.
As described above, the increased braking effect of the tractor causes the pressure
of the trailer's control line to be further reduced whilst the advanced retardation of
the trailer is maintained. When the tractor brake is released, the pressure in chamber F is reduced once again, causing diaphragm piston (b) and valve sleeve (c) being forced downwards through the force of compression spring (a). Inlet (e) opens
and the supply air present at port 1 flows to the trailer's control line via port 2.
Maintenance
required.
119
37
Technical data
Order numbers
471 200 008 0
Nominal diameter
471 200 110 0
8,0 bar
10 mm corresponds with 78.5 mm²
-40 °C to +80 °C
Weight
2,3 kg
– Install the valve at the rear end of the tractor in order to keep the line leading to
the trailer as short as possible.
It can be mounted either vertically – with the rubber cap for the vent pointing
upwards – or with the valve axle in a horizontal position.
– Fasten the trailer control valve with extended housing bolts M10.
120
1
Energy supply
M 22x1.5
3
Exhaust
2
Trailer control line
M 22x1.5
4
Control port
M 22x1.5
37
Pressure pattern
121
38
38
Air braking sys-
Cable overview for solenoid valve 449 ... / 894 ...
Cable overview for solenoid valve 449 ... / 894 ...
Order numbers
L [m]
449 415 060 0
6
449 415 080 0
8
449 415 100 0
10
449 515 004 0
0,4
449 515 020 0
2
449 515 050 0
5
449 515 100 0
10
449 515 120 0
12
449 515 150 0
15
449 521 050 0
5
449 521 100 0
10
449 521 150 0
15
"Cable ends" type
DIN bayonet, straight plug
Socket
DIN 72585
B1-2.1-Sn/K1
2-pin
(2x1.5 mm²)
with cable
shells
Elbow socket
DIN 72585
B1-2.1-Sn/K1
2-pin
(2x1.5 mm²)
Socket M
27x1
(2-pin)
2-pin
(2x1.5 mm²)
ends stripped
5 mm
0,30
Elbow socket
M 27x1
(2-pin)
2-pin
(2x1.5 mm²)
5
Elbow socket
M 27x1
(2-pin)
2-pin
(2x1 mm²)
DIN bayonet, elbow plug
Socket Kostal
Elbow socket Kostal
894 600 451 2
Elbow socket Kostal
894 600 454 2
122
3/2 way solenoid valve (vented) 472 102 / 472 173
39
39
472 102 040 0
472 173 701 0
Purpose
To vent an air line when current is supplied to the solenoid.
Operation
The supply line from the air reservoir is connected to port 1 and thus air is allowed
to flow through chamber A and port 2 into the working line. The armature (d) which
forms the core of the valve is forced down by spring (b), closing outlet (c). When a
current reaches solenoid coil (a), the armature (d) is lifted, inlet (e) is closed and
outlet (c) is opened. The compressed air from the working line will now escape to
atmosphere via port 3 and the downstream operating cylinder is exhausted.
When the current to solenoid coil (a) is interrupted, pressure spring (b) will return
armature (d) to its original position. Outlet (c) is closed and inlet (e) is opened,
again allowing air to pass to the working line via chamber (A) and port 2.
Maintenance
required.
123
39
Technical data
Order numbers
Operating voltage (DC)
Nominal diameter
Nominal current
472 102 040 0
472 173 701 0
10,8 V to 28.8 V
9 V to 16 V
Pressurising: Ø 2.6 mm
Venting: Ø 2.2 mm
Pressurising: Ø 4 mm
Venting: Ø 4 mm
at 10.8 V = 0.33 A
at 28.8 V = 0.87 A
1,41 A
Solenoid rating
100 %
Weight
8 bar
<13 bar
-40 °C to +70 °C
-40 °C to +80 °C
0,6 kg
0,5 kg
– Install the 3/2 way valve in any position.
– Fasten the 3/2 way solenoid valve with two M8 bolts.
In trailers which have electronic systems (e. g. ABS, ECAS) fitted, no solenoid
valves may be installed without protective wiring if they have the same source of
power as the electronics.
If solenoids are used without any protective circuitry, use diode plug 894 101 620 2.
Diode plug 894 101 620 2
124
39
472 102 040 0
Legend
1 Energy supply 2 Energy delivery
M 12x1.5
M 12x1.5
A to turn the magnets,
loosen hexagon nut SW 19
3 Exhaust
4 Electrical control connection
M 12x1.5
125
39
126
1
Energy supply
M 12x1.5
2
Energy delivery
M 12x1.5
3
Exhaust
4
Electrical control connection
M 27x1
39
127
40
40
3/2 way solenoid valve (inlet vent) 472 127 / 472 170
472 127 140 0
472 170 601 0
472 170 637 0
Purpose
To pressurise an air line when current is supplied to the solenoid.
Operation
The supply line, coming from reservoir is connected to port 1. The armature (b)
which forms the valve core keeps inlet (c) closed by the load in pressure spring (d).
When a current reaches solenoid coil (e), armature (b) is lifted, outlet (a) is closed
and inlet (c) is opened. The compressed air from the supply line will now flow from
port 1 to port 2, pressurising the working line.
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40
When the current to solenoid coil (e) is interrupted, pressure spring (d) will return
armature (b) to its original position. Inlet (c) is closed, outlet (a) is opened and the
working line is exhausted via chamber (A) and exhaust 3.
Maintenance
required.
Technical data
Order numbers
Operating voltage (DC)
Nominal diameter
Nominal current
472 127 140 0
Connector
Weight
472 170 637 0
10,8 V to 28.8 V
12 +0.4/-1.2 V
Ø 2.2 mm
Ø 4 mm
at 12 V = 0.33 A
at 24 V = 0.65 A
1,41 A
Solenoid rating
472 170 601 0
100 %
8 bar
10,2 bar
-40 °C to +70 °C
-40 °C to +80 °C
–
Kostal M 27x1
DIN bayonet
0,5 kg
– Fasten the 3/2 way solenoid valve with two M8 bolts.
In trailers which have electronic systems (e. g. ABS, ECAS) fitted, no solenoid
valves may be installed without protective wiring if they have the same source of
power as the electronics.
If solenoids are used without any protective circuitry, use diode plug 894 101 620 2.
Diode plug 894 101 620 2
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40
472 127 140 0
1 Energy
supply
M 12x1.5
130
2 Energy
delivery
M 12x1.5
Legend
3 Exhaust 4 Electrical control A To turn the magnets,
loosen the wheel nut
connection
M 12x1.5
40
472 170 601 0
1 Energy supply
M 12x1.5
2 Energy delivery
M 12x1.5
3 Exhaust
6 Electrical control connection
M 27x1
472 170 637 0
1
Energy supply
M 16x1.5
2
Energy delivery
M 16x1.5
3
Exhaust
131
41
41
Pressure reducing valve 473 301
Purpose
Reducing the input pressure in a certain ratio, and quick venting of the downstream
brake unit.
Operation
Compressed air is forced into chamber A through connection 1 and moves the
graduated piston (d) downward against the force of the compression spring (a).
The outlet valve (b) is closed and the Inlet valve (c) opens. The compressed now
flows through port 2 to the downstream brake devices.
At the same time, pressure builds up in chamber B, acting on the underside of piston (d). As soon as the force is equal on the underside and the smaller top side of
the graduated piston (d), the piston is raised and the inlet valve (c) is closed. The
ratio of the pressures then corresponds with the ratio of the two surfaces of the
graduated piston.
If the pressure drops on connection 1, the high pressure in chamber B now moves
the graduated piston (d) upward. Outlet valve (b) opens and depending on the control pressure, either a partial or a complete venting occurs on the downstream
brake device through the vent 3. The compression spring (a) always keeps the
graduated piston at the top end position, even in an unpressurised state.
Maintenance
required.
Technical data
Order number
Pressure reduction ratio
473 301 000 0
473 301 001 0
473 301 002 0
473 301 003 0
2:1
1,5:1
1,35:1
1,15:1
Port threads
Weight
10 bar
-40 °C to +80 °C
0,9 kg
– Install the pressure reducing valve vertically so that the drain 3 points downward.
– Fasten the pressure reduction valve with two M8 bolts.
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41
1
2
Energy supply
M 22x1.5
3
Energy delivery
M 22x1.5
Exhaust
Flutter valve
Pressure pattern
Legend
p1
Output pressure
p2
Input pressure
133
42
42
Quick release valve 473 501
Purpose
Rapid evacuation of longer control lines or brake lines and brake cylinders. The
brake is therefore released immediately.
Operation
When there is no air on the valve, the outer edge of diaphragm (a), which is slightly
prestressed, seats against exhaust 3, closing the passage from port 1 to chamber
A. Compressed air from port 1 pushes back the outer edge and reaches the downstream brake cylinders via port 2.
When the pressure at port 1 is reduced the higher pressure in chamber (A) forces
diaphragm (a) to arch upwards. Depending on the reduction in pressure at port 1
the downstream brake cylinders are now partially or completely exhausted via exhaust 3.
Maintenance
required.
Technical data
Order number
473 501 000 0
Port 1, 2 with filter
Nominal diameter
Weight
473 501 001 0
473 501 004 0
10 bar
–
–
X
Ø 14 mm
-40 °C to +80 °C
0,3 kg
– Install the quick release valve vertically so that the drain 3 points downward.
– Fasten the quick release valve with two M8 bolts.
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42
1
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
3
Exhaust
M 22x1.5
135
43
43
Pressure limiting valve 475 010
475 010 0.. 0
475 010 3.. 0
Purpose
To limit the output pressure to a preset level.
Operation
The compressed air reaching chamber (A) via port 1 (high pressure) flows through
inlet (d) into chamber (B) and on to port 2 (low pressure). At the same time, piston
(e) is pressurised but is initially held in its upper end position by the pressure spring
(f).
When the pressure in chamber (B) has reached the level preset for the lowpressure side, piston (e) is moved downwards against the force of the pressure
spring (f). The following valves (a and c) close inlet (b and d). When the pressure in
chamber B has risen above the preset value, the piston (e) will continue to move
downwards, thus opening outlet (h). The excess compressed air now escapes to
atmosphere via the centre hole in piston (e) and vent 3. When the preset pressure
has been reached, outlet (h) is closed once more.
In the event of a leakage in the low-pressure line and thus a loss in pressure, piston (e) will, due to the fall in pressure, raise valve (a). Inlet (b) opens and a corresponding additional amount of compressed air is fed in. In the 475 010 3 ... 0 series, piston (e) lifts the valve (c) and with this opens inlet (d).
When port (1) is vented, the higher pressure in chamber (B) raises valve (c) and
with it valve (a). Inlet (d) opens and the low-pressure line is vented via chamber (A)
and port (1). In this process, piston (e) is returned to its upper end position by the
force of the pressure spring (f).
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43
The preset pressure limit can be adjusted within a certain range by changing the
initial tension of the pressure spring (f) by turning the adjusting screw (g).
Maintenance
required.
Technical data
Order numbers
475 010 0.. 0
475 010 3.. 0
20 bar
Thermal range
of application
-40 °C to +80 °C
Weight
0,54 kg
Order numbers
Output pressure
0,37 kg
Setting range [bar]
p2 [bar]
at input pressure
p1 = ... bar
475 010 000 0
7,0+0,3
10,0
6.0 to 9.0
475 010 015 0
7,0+0,2
10,0
6.0 to 9.0
475 010 302 0
5,3+0,3
7,5
1.5 to 6.0
475 010 305 0
6,0-0,3
7,5
6.0 to 7.5
475 010 307 0
1,8+0,3
8,0
1.5 to 6.0
Further variants on request.
– Install the pressure limiting valve vertically so that the vent 3 points downward.
– Fasten the pressure limiting valve with two M8 bolts.
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43
472 010 000 0
475 010 302 0
1
138
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
3
Exhaust
43
139
44
44
Purpose
To limit the output pressure to a preset level.
Operation
The setting of the pressure limiting valve is such that only a pressure of a certain
level is output on the low-pressure side (port 2). Spring (a) constantly acts on Pistons (c and d), holding Piston (c) in its upper end position where it is in contact with
Housing (h). Inlet (b) is open. The supply pressure entering at port (1) flows from
chamber (C) into chamber (D) and, via port 2, on to the downstream components.
When the pressure building up in chamber (D) overcomes the force of pressure
spring (a), pistons (c and d) move downwards. Valve (g) closes inlet (b), and a final
position has been reached.
Due to the air consumption on the low-pressure side, the balance of pressures on
piston (c) is neutralised. Spring (a) forces pistons (c and d) upwards again. Inlet (b)
opens and more air is fed in until the preset pressure has been reached and the
balance has been established once more.
Maintenance
required.
Technical data
Order numbers
Operating pressure (high
pressure, port 1)
Output pressure p2 at p1
(low-pressure side, port 2)
Nominal diameter
475 015 005 0
p1max = 20 / 10 bar p1 max = 10 bar, if p1 = variable / p1
max = 20 bar, if p1 = permanent
7,4 +0.3/-0.1 bar
(at p1 = 16 bar)
8,0 +0.3/-0.1 bar,
(at p1 = 12 bar)
10 mm corresponds with 78.5 mm²
Max. opening pressure of
safety valve
p2 +2.5 bar
-40 °C to +80 °C
Further variants on request.
140
475 015 001 0
44
– Install the pressure limiting valve vertically so that the vent 3 points downward.
– Fasten the pressure limiting valve with one M8 bolt.
1 Energy supply (high pressure)
M 16x1.5
2 Energy delivery (low pressure)
M 16x1.5
3 Exhaust
141
45
45
Hand operated load sensing valve 475 604
Purpose
Limit for the actuated pressure according to the load status of the trailer vehicle.
Operation
Unladen position
In the "unladen" position the compression spring (9) is preloaded by the cam (7)
via the spring barrel (5). This causes the pressure limiting piston (4) to move to its
upper position. The outlet valve (2), relieved from pressure, is closed, and the inlet
valve (3), raised via piston (4), is open.
Pressure Limiting Position
When the brakes are applied, the pressure output from the trailer emergency valve
flows through port 1 of the load-sensing valve via the opened inlet valve (3) into
chamber (b). At the same time the pressure acts on the whole of the surface of the
piston (4) via hole (a). When the force of the piston (4) is greater than that of spring
(9), the pressure limiting piston (4) moves downwards, and the inlet valve (3) is
closed by the force of spring (1). The compressed air in chamber (b) now flows via
port (2) to the trailer’s brake cylinders.
"Partially laden"
As the load on the trailer is increased, the lever’s position has to be changed from
"unladen" to "half laden". The position of the cam (7) now allows spring (9) to be
preloaded further. During a braking process, a higher pressure is now required in
chamber (b). Pressure limiting is then achieved as described under "Pressure Limiting Position" above.
Fully laden
If the load-sensing valve is at the "fully laden" position, the spring (9) has been preloaded even further. The pressure entering chamber (b) is now no longer great
enough to force the piston (4) downwards. The inlet valve (3) remains open, allowing the full input pressure to reach the brake cylinders.
Release
When the trailer’s pilot line is disconnected, the trailer emergency valve outputs the
full pressure. When the brake load-sensing valve is moved from one of its three
positions to the "release" position, the force of spring (9) is reduced. The pressure
in chamber (b) forces the piston (4) downwards, and its tube of the piston (4) lifts
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45
off the outlet valve (2), releasing the vent. Thus the pressure from chamber (b) and
the brake cylinders escapes.
Maintenance
required.
Technical data
Order number
Setting range [bar]
Set to [bar]
Release
Unladen
1/2 load
Laden
Unladen
1/2 load
475 604 010 0
0
0,8...2,2
2,8...3,7
p1
1,6-0,2
3,4-0,2
475 604 011 0
0
1,4...2,8
3,4...4,3
p1
2,1-0,2
4,0-0,2
10 bar
-40 °C to +80 °C
Order additionally for attaching to the trailer emergency valve:
Flange seal
897 010 300 4
Nut (2x)
810 304 017 4
Screw (2x)
810 126 062 4
1
Input
M 22x1.5
2
Output
M 22x1.5
Settings for the load-sensing valve
When adjusting the bolts (A1) and (A2), the controller is always to be unpressurised.
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45
Unladen pressure setting
–
–
–
–
Change the set screw (A1).
Turn the lever (C) to setting "Fully laden".
Remove the protective plug (B).
Adjust the set screw (A1) with a hexagon wrench.
Unscrew = Increase height
Screw inward = Decrease height
Setting 1/2 load
– Turn the lever (C) to setting "Release".
– Adjust the set screw (A2) with a hexagon wrench.
Unscrew = Increase height
Screw inward = Decrease height
On controllers with a "Release" setting, the set screw (A2) is reached by setting
the controller to "Unladen" position and unscrewing the screw-plug that is
seated on the side of the housing only with these modifications.
In Austria and Czech Republic manual control devices are permitted only without
release position. In these instances, the release function is to be installed with a
separate release valve 963 001 012 0 / 963 001 013 0.
144
Automatic load sensing valve 475 713
46
46
Purpose
Automatic control of the braking force in pneumatic brake cylinders depending on
the vehicle load.
Operation
The load sensing valve is mounted on the vehicle chassis and is actuated via a
connecting cable attached to the axle by means of a tension spring. When the vehicle is empty, the distance between the axle and the valve is greatest and lever (f)
is in its lowest position. As the vehicle is loaded, this distance is reduced and lever
(f) moves from its empty position towards its fully laden position. The movement of
lever (f) causes cam plate (g) to move valve tappet (i) to a position corresponding
to the vehicle load. Output pressure from the trailer emergency valve reaches
chamber (A) via port 1, acting on piston (b).
Which is forced down, closing outlet (c) and opening inlet (k). The air now flows to
chamber E below diaphragm (d) and via ports 2 to the downstream air-brake cylinders. At the same time, air flows into chamber D via opened valve (a) and channel
B, and acts on the upper side of diaphragm (d). This pressure predominance
causes the reduction in the partially-laden range to be neutralised at low actuating
pressures. If the control pressure increases further, piston (l) is forced up against
the load in pressure spring (m) and valve (a) closes.
The downward motion of piston (b) releases diaphragm (d) from its seat in the load
sensing valve, pushing it against the fanned-out portion of piston (b). The effective
surface area of the diaphragm is thus increased continuously until it exceeds the
area of the upper side of the piston. Thus, piston (b) is raised again and inlet (k)
closed. The end position has now been reached. (Inlet (k) will remain open only in
fully laden condition "1:1"). The pressure delivered to the actuators of the fully
laden vehicle corresponds to the pressure in the load sensing valve delivered from
the trailer emergency valve, with a partially laden or unladen vehicle, however, this
pressure is reduced accordingly. When the braking pressure has been reduced,
145
46
piston (b) is forced up by the pressure in chamber E. Outlet (c) opens and the air is
exhausted to atmosphere via valve tappet (i) and exhaust 3.
With each brake application, air flows into chamber (F) via passage (C), acting on
washer (e). Which is pushed against valve tappet (i) and at a braking pressure
> 0.8 bar, a frictional connection is established between valve tappet (i) and the
housing. The load sensing valve's reducing ratio is thus locked and remains so
even when the distance between the axle and the chassis is changed further. Tension spring (h) compensates these variations in travel. An integral torsion spring in
the load sensing valve moves valve tappet (i) into the "fully laden" position in the
event of the linkage fracturing.
Technical data
Order numbers
475 713 500 0
475 713 501 0
10 bar
Max. control ratio
8:1
Nominal diameter
Ø 10 mm
2 Nm (p1 = 0 bar)
Required adjusting torque
M1
20 Nm
Max. permissible adjusting torque M2
Control stroke
Weight
α = 20°
α = 33°
-40 °C to +80 °C
1,8 kg
– Use the following nomograph to determine the required lever length for the
load-sensing valve and set it on the device.
Using an adjustment tool and a ø 3 mm pin, you can set the empty braking
pressure at a certain input pressure (e.g. 6 bar) and clamp with the bolt SW 10.
– Before adjustments can be made on load sensing valve (cable length, lever position, etc.), there is to be no pressure on the valve.
 After fitting the load sensing valve in the vehicle (unladen) and the knuckle
joint on the axle shaft (In the process, the spring of the knuckle joint has to
be prestressed by 15 mm using the fastening screw) and after tightening and
fixing the connecting cable (cable length: at least 50 mm but no more than
450 mm), the connecting cable must hang vertically below its fastening on
the lever.
When the pin is removed and the load sensing valve is again pressurised, its
output pressure must be the load sensing valve's "empty"pressure.
– Make small corrections to the empty braking pressure by threading the fastening bolt in or out (max. 5 mm).
 If the empty pressure is correct, the knuckle joint is prestressed or raised by
the amount of spring travel of the trailer (difference in travel laden - empty).
When the load sensing valve is pressurised again, its output pressure must
be similar to its input pressure.
In the case of the output pressure being less than the input pressure, either
the lever is too long or the spring excursion is insufficient.
In the case of the output pressure being the same as the input pressure, the
lever is lowered by approx. 10 % of the spring excursion towards "unladen".
146
46
The resulting output pressure must be less than the input pressure. If this is
not the case, this is either due to the load sensing valve's lever being too
short, or to excessive spring excursion.
Nomograph for load-sensing valve 475 713 501 0
Nomograph for load-sensing valve 475 713 500 0
Legend
i
Control ratio = pon -0.8 / poff -0.5
f
Spring deflection
L
Lever length
Load sensing valve program (LSV)
The required lever length can be determined with our calculation program instead
of with Nomographs as well.
Here click the link Diagnosis.
Then click the link Download Center.
Then click the link WABCO LSV.
147
46
475 713 500 0
Legend
1/4
Energy supply
M 22x1
1)
Stop at break of linkage
3)
Control stroke
2
Energy delivery
M 16x1
2)
Over travel
4)
Stop
3
Exhaust
148
46
Characteristic curves
475 713 500 0
475 713 501 0
Legend
p1
Control pressure
p2
Output pressure
α
Lever travel in degrees
149
47
47
Automatic load-dependent load sensing valve (LSV)
475 714
Automatic load-dependent load sensing valve (LSV) 475 714
Automatic load-dependent load sensing valve (LSV) 475 714 50. 0
Purpose
Static controller for air-suspension vehicles without EBS.
Automatic control of braking pressure from air brake cylinders on air-suspension
axles (axle assemblies) depending on the control pressure of the air-suspension
bellows (air-bags).
Operation
The air pressure (control pressure) from the air-suspension bellows affects the pistons (m and k). Depending on the air pressure (corresponds with the load status),
the guide sleeve (i) is pushed against the spring (z) with the control curve indicated
(h) and set to a control position corresponding with the load status.
When actuating the compressed air braking system, pressure output from the
trailer emergency valve reaches chamber A via port 1, acting on piston (d). The
piston (d) is forced down, closing outlet (e) and opening inlet (c). The air now flows
to chamber B below diaphragm (f) and via ports 2 to the downstream air-brake cylinders. At the same time, compressed air flows via the opened valve (b) and channel F into chamber C and pressurises the top side of diaphragm (f). This pressure
predominance causes the reduction in the partially-laden range to be neutralised at
low actuating pressures. If the control pressure increases further, piston (a) is
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47
475 714
forced up against the load in pressure spring (s) and valve (b) closes. The downward motion of piston (d) releases diaphragm (f) from a seat in the control valve,
pushing it against the fanned-out portion of piston (d). The effective diaphragm surface on the underside of the diaphragm (f) expands continuously until the forces
from the top of the piston and the bottom of the piston are equal to the underside of
the diaphragm. Thus, piston (d) is raised again and inlet (c) closed. The end position has now been reached. (Inlet (c) will remain open only in fully laden condition).
The pressure that is then measured in the brake cylinders corresponds with the
charged status and the braking pressure applied by the towing vehicle or the trailer
emergency valve.
When the braking pressure has been reduced (brake released), piston (d) is forced
up by the pressure in chamber B. Outlet (e) opens and the air is exhausted to atmosphere via valve tappet (r) and vent 3. With each brake application, air flows
into chamber E via channel D, acting on rubber seal (p). This seal (p) is pushed
against valve tappet (r) and at a braking pressure > 0.8 bar, a pressure contact is
established between valve tappet (r) and the housing. The controller reduction ratio
is therefore blocked and remains blocked during the braking procedure with dynamic axle load transfers. If the pressure in the air-suspension bellows should be
increased in the partially laden range, the roller (g) is pressed against the spring (o).
The tappet (r) remains in the control position as it was when introducing the braking process.
Maintenance
– To test the LSVs, fasten a test hose to connection 43.
 Screwing on presses the piston (n) into the housing, thereby interrupting
connections 41 and 42 to the pistons (m and k). At the same time, a compressed air connection from connection 43 to the pistons (m and k) is created. In this state, the LSV generates a control position according to the
compressed air in the test hose.
Technical data
Order numbers
Max. operating pressure p1
Max. control ratio
475 714 500 0
475 714 509 0
10 bar
8:1
Max. control pressure p41, 42
12 bar
-40 °C to +80 °C
Weight
1,8 kg
– Fasten the LSV onto the frame of the vehicle so that vent 3 faces downward.
– Make connections 41 and 42 with the air-suspension bellows (air-bags) on the
right and left vehicle sides.
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47
475 714
475 714 500 0
Legend
1/4 Energy
supply
M 22x1.5
2
Energy delivery
M 16x1.5
3
41,
42
Control port
M 12x1.5
Exhaust
152
43 Pressure test connection
* When releasing the air from the device, air can escape
at the sealing surfaces.
47
475 714
Setting instructions
Load sensing valve program (LSV)
The required lever length can be determined with our calculation program instead
of with Nomographs as well.
Here click the link Diagnosis.
Then click the link Download Center.
Then click the link WABCO LSV.
Description of the nomographs I and II for setting the LSVs 475 714 500 0:
Nomograph I for determining the compression spring and spring length L1
Legend
i
pon -0.8 / poff -0.5
S2
Bolt
896 512 360 4
Pressure spring
(wire ø 4 mm)
ΔpL
Air suspension bellows - pressure difference;
Unladen-Laden
D
Separator
896 512 370 4
Pressure spring
(wire ø 3.2 mm)
153
47
475 714
Nomograph II for determining the bolt set length L2 and the spacers N as well as L3
Legend
L1 Spring length
N
Number of spacers
H1 Subsidiary line
1
896 512 370 4 Pressure
spring
L2 Bolt length
i
Control ratio
(pon - 0.8) / (poff - 0.5)
H2 Subsidiary line
2
896 512 360 4 Pressure
spring
L3 Unladen stop bolt
(W)
p41/p42 Air-suspension bellows pressure
"Unladen"
Determining the compression springs and set length L1
Required adjustment values
pon (p1) = 6.5 bar
pBellows laden = 4.1 bar
pBellows unladen = 0.2 bar
poff = p2 unladen = 1.75 bar
– Calculating the control ratio:
i = (pon - 0.8) / (poff - 0.5) = (6.5 - 0.8) / (1.75 - 0.5) = 4.56
– Enter the control ratio in nomographs I and II (point A).
– In addition, mark the air-suspension bellows pressure difference in nomograph I
(pbellows laden - pbellows unladen), here 3.9 bar (point B).
– Connect points A-B to obtain point C at the cross-point with the identified suspension.
 You can now read the spring length L1 (free hanging) and the springs to be
used here.
– In nomograph II, enter the spring length L1 (point D) and the used spring with
spring length L1 (point E).
– After you have entered the air-suspension bellows pressure for the unladen vehicle (point F), connect points A-D and E-F together and extend them past D
and E up to help-lines 1 and 2.
 Connect the resulting points G and H with one another.
154
475 714
47
At the crossing point with the help lines, you have point J, at which you can
read the required number of spacers and the length of bolt L2.
The values that are determined using the nomograph are guidelines and
may have to be corrected.
Setting the LSVs
Before each adjustment to the bolts and pressure p4, connection 1 must be depressurised, otherwise the integrated LSV statics will not be able to be set to the
required values.
Because of the production tolerances and the hysteresis, after adjusting the pressures (p1 and p41/42), it is always a good idea to readjust starting from 0 bar, if nothing else is specified.
– After you have installed the right springs with clamp X (set dimension L1) and
the number of spacers N in the LSV, thread in bolt 2 (L2) until you can feel a noticeable resistance.
Setting the unladen stop bolt
After charging p1 with the calculated pressure (in this case, 6.5 bar), the LSV must
apply the unladen braking pressure (in this case, 1.75 ±0.1 bar) at connection 2.
– If the unladen braking pressure is too high, unscrew the unladen stop bolt W
(L3); if the unladen braking pressure is too low, screw the unladen stop bolt in.
Unscrew the unlade stop bolt W to a maximum of 23 mm.
Setting the unladen braking pressure
After charging connections 41 and 42 with the unladen bellows pressure +0.2 bar
(in this case, 0.4 bar) and connection 1 with the calculated pressure, the LSV must
apply a pressure that is 0.2 bar higher than the unladen braking pressure with a
tolerance of ±0.1 bar (in this case 1.95 ±0.1 bar).
– If the pressure is too low, unscrew bolt 2; if the pressure is too high, screw in
bolt 2.
– Counter-lock bolt 2.
Setting the braking pressure for the laden vehicle
After charging connections 41 and 42 with the bellows pressure for the laden vehicle -0.1 bar (in this case, 4.0 bar), the LSV must apply the input pressure -0.3 bar
with a tolerance of ±0.2 bar (in this case 6.2 ±0.2 bar).
Output pressure too low
– Determine Δp (pressure difference between nominal value and actual value).
– Lower the input pressure to 0 bar.
– Lower the bellows pressure to 0 bar and increase the value for the unladen vehicle +0.2 bar (in this case, 0.4 bar).
– Screw out bolt 2 (Δp = 0.1 bar corresponds to 3 mm).
– Screw out the spring clamp until nominal value (in this case, 1.95 ±0.1 bar) is
achieved.
– Repeat the test "Setting the braking pressure for the laden vehicle".
Output pressure too high
– Determine Δp.
– Lower the input pressure to 0 bar.
– Lower the bellows pressure to 0 bar and increase to the value for the unladen
vehicle +0.2 bar (in this case, 0.4 bar).
– Screw in bolt 2 (Δp = 0.1 bar corresponds to 3 mm).
– Screw in the spring clamp until nominal value (in this case, 1.95 ±0.1 bar) is
achieved.
155
47
475 714
–
–
–
–
Repeat the test "Setting the braking pressure for the laden vehicle".
Actuate all test points again after setting the LSV.
Tighten the counter nuts on bolts W and 2 to the specified torque (8 +2 Nm).
Enter the data on the LSV plate (order number 899 144 631 4) and fasten it on
the vehicle.
Pressure pattern
475 714 500 0
475 714 509 0
Legend
p1
156
Input pressure
p2
Output pressure
p41 = p42
Control pressure
47
475 714
Automatic load-dependent load sensing valve (LSV) 475 714 60. 0
The hydraulic pressures of the unladen and laden vehicle must be entered into the
"WABCO Load Sensing Valve Program (LSV)" calculation program.
If it is these values can be calculated theoretically (as for air suspension), they must
be measured directly on the trailer. The vehicle must be parked on the ground for
this procedure.
475 714 600 0
475 714 603 0
Legend
1/4
Energy supply
M 22x1.5
2
Energy delivery
M 16x1.5
3
Exhaust
41, 42
Control port
M 12x1.5
A
Connection permissible
157
48
48
Plate "Set values LSV" 899 144
Plate "Set values LSV" 899 144
The vehicle is to be equipped according to the required specifications conforming
with EC Guideline 71/320 EWG Appendix II Annex to II/1.1.4.2 Paragraph 7 and
the ECE provision No. 13 Appendix 10 Paragraph 7. The respective, following
signs can be obtained through WABCO for this.
These signs correspond with the draft for standards DIN 74267 of September 1982
Form C and D. They are provided in three languages and offer the capability for
table entries for axle loads and the output pressures of the LSV controller.
The pressures to be entered in the LSV sign must be measured immediately before
and after the LSV controller, so that it is not influenced by the characteristics of
other devices of the braking system.
In the configuration of the braking systems, test connections are to be designed
according to standard ISO 3583/1974 before and after the LSV controller.
With mechanically hinged LSV controllers, the required load status for checking the
LSV controller is achieved with a manual adjustment.
Order number: 899 144 630 4 for mechanically actuated LSV controllers
With two LSV controllers with different input pressure, both pressures are to be
noted on the LSV sign, e.g. 6.5/5.7.
158
LSV controller
Nomograph
475 713 50. 0
475 713 902 3
Trailer EBS E Modulator (Multi-Voltage)
480 102 080 0
49
49
Trailer EBS E Modulator (Multi-Voltage) 480 102 080 0
Purpose
Optimum brake control, wheels that do not lock, accident protection to the side
(RSS control) when driving in curves and individual adjustment to the specific vehicle characteristics.
Optional functions are:
• Automatic lifting axle control
• Control of trailing steering axles
The modulator consists of a respectively coordinated combination of the required
solenoid valves and the electronic control system.
In the agricultural sector, the Multi-Voltage version of the EBS Modulator is used.
This allows the modulator to process voltages between 8 and 32 volts.
An integrated diagnostic memory simplifies fault finding.
Trailer EBS E system description
Enter the search term "TEBS E" in the Index filed.
Click on the Start button.
Click the link Publications.
Select the desired language from the Languages list.
Click on the Start button.
System requirements
The towing vehicle must be equipped with a connection according to the ISO 7638
standard.
If the towing vehicle is equipped with a modern EBS system with CAN bus, the
WABCO Trailer EBS E can be used for adjusted brake control of the entire tractortrailer combination.
Maintenance
The TEBS E system is maintenance-free.
159
49
Trailer EBS E Modulator (Multi-Voltage)
480 102 080 0
The reduced number of components and use of quick coupling pieces provide a
simplified and uncomplicated installation situation.
480 102 080 0
160
50
3/2 way valve 563 020
50
3/2 way valve 563 020
Purpose
To alternately control the pilot line with the supply line or the exhaust upon actuation of the brake.
Operation
When the tractor's brake pedals are actuated, piston (a) is forced to its upper position by the spring force. The compressed air from the supply line at port P2 now
reaches port A and from there the downstream trailer control valve. This causes a
braking pressure to be output for the trailer even before the hydraulic tractor brake
becomes effective.
When the tractor's brake is released, Piston (a) is pushed downward once again by
the brake pedal and the passage is closed. The compressed air from the pilot line
is now reduced via the opened passage to port R2.
Technical data
Order number
Nominal diameter
Weight
563 020 000 0
10 bar
-25 °C to +80 °C
4 mm
0,16 kg
– Fasten the valve with two bolts, using the two holes in the housing ø 6.3 mm.
161
50
3/2 way valve 563 020
P1, P2
Energy supply
M 10x1
162
Legend
R1, R2
Exhaust
M 10x1
A
Energy delivery
*
Over travel
**
Stroke
Compressor 912 126
51
51
Compressor 912 126
912 126 002 0
Purpose
Generating compressed air in vehicles.
Setup
parts are as follows: Monoblock housing, lamellar valve, valve plate, air-cooled cylinder head. Further a crankshaft on two composed-material plain bearings. The
drive sealed with a shaft seal, a connecting rod with a composed-material plain
bearing, pistons with piston rings.
Operation
tube 0 and the intake vanes. As the piston moves upwards, the air is compressed
and forced through the pressure vane and pressure pipe 2 into the line leading to
the air reservoir.
For lubricating the moving parts, the compressor is connected to the engine's oil
circuit, the oil reaching the individual bearings via oil ducts (in the crankshaft), or in
the form of oil mist.
The oil is returned either directly into the engine's crankcase through the compressor's base or a pipe.
(de/en)
163
51
Compressor 912 126
Technical data
Order numbers
912 126 002 0
Bore diameter
85 mm
Stroke
42 mm
56 mm
Swept volume
238 cm3
318 cm3
8,5 bar
3000 min.-1
Short-term overspeed
1.3 x nmax
Short-term max. pressure
12 bar
Cooling air speed
4 m /s
Weight
164
912 126 004 0
13,5 kg
12,7 kg
Compressor 912 126
51
912 126 002 0
912 126 004 0
Connections
0
Air intake port
M 26x1.5
2
Compressed air port
M 26x1.5
8.2
Oil return
9
Cooling water port
8.1
Hydraulic oil connection
165
51
Compressor 912 126
912 126 002 0
166
Compressor 912 126
51
912 126 004 0
167
52
52
Piston Cylinder 921 000
Purpose
To generate the brake force for the wheel brakes. It can also be used to actuate
other facilities, e.g. for clamping, raising or gear-shifting.
Operation
As soon as compressed air acts on the piston of the brake cylinder, that cylinder is
forced out. Via the plunger, the piston force acts on the brake lever or linkage. As
the pressure on the cylinder is reduced, the pre-stressed spring pushes the piston
back into its original position. The piston force of a brake cylinder is dependent
upon the piston surface and the pressure acting on that surface.
A fabric filter fitted in front of the cylinder cover's air outlets prevents dirt and dust
from getting inside the cylinder as the piston is retracted.
Maintenance
– If the visual or functionality test detects faults, replace the brake cylinder or repair it.
– Even if functioning properly (no leakages, response pressure not greater than
0.5 bar, bellows not damaged), replace the brake cylinders with new or reconditioned cylinders at 2-year intervals.
– If the bellow has been damaged, replace it immediately (WABCO order number:
897 752 365 4).
Technical data
Max. operating braking pressure
8,0 bar
-40 °C to +80 °C
Order number
Piston diameter
Max. stroke
A
B
C
E
F
G
K
921 002 000 0
3" (76.2 mm)
110
254
120
50-100
50
4
5
40
921 003 000 0
4" (101.6 mm)
140
307
140
60-120
60
4
7
40
921 004 000 0
5" (127 mm)
140
340
168
80-120
70,5
5
7
40
921 006 000 0
6" (152.4 mm)
175
371,5
157
120-160
87
7
7
37
Order number
L
M
N
O
P
Q
R
Weight [kg]
Volume [litres]
921 002 000 0
11,5
100
125
12
85
105
28
approx. 3.0
0,55
921 003 000 0
14,0
120
150
14
85
136
30
approx. 4.0
1,24
921 004 000 0
16,0
155
190
14
85
163
30
approx. 5.5
1,89
921 006 000 0
16,0
175
205
14
85
200
30
approx. 8.0
3,34
168
52
– Install the brake cylinders horizontally, or better still at an angle to the forked
joint to ensure that if the bellows have been damaged, any water which has
seeped in can run out.
– Please make sure that the brake lever and the piston rod form a right angle at
half stroke to achieve the most effective transmission of power possible.
 If possible the piston rod should, in its idle position, not come be contact with
the piston head but have a slight clearance (approx. 1 to 2 mm).
When the brakes are properly adjusted, the piston stroke is approx. one third
of the maximum stroke shown (readjustment is required if it is 2/3 of that
maximum stroke).
– Adapt the pipes so that they are free of tension after tightening the union nuts.
Otherwise the cylinders might be damaged, e.g. cracking in the cylinder floor. It
is better to use hoses.
921 002 000 0
Port threads
Legend
M 22x1.5
*
Stroke
169
52
Force-pressure-diagram
170
Anti-freeze pump 932 002
53
53
Purpose
To automatically inject anti-freeze fluid into the braking system to prevent any
moisture present in pipes and its downstream components to freeze.
Operation
Depending on the type of anti-freeze pump used, it can be fitted downstream or
upstream of the unloader valve.
Whilst in the anti-freeze pump which is fitted upstream of the unloader valve the pilot pulse is taken directly from the feed line via an internal hole as the unloader
valve changes from the idle to the load cycle, this pilot pulse has to be taken from a
separate line if the anti-freeze pump is fitted downstream of the unloader valve.
In either case, however, anti-freeze fluid is only injected into the system once the
unloader valve has switched the compressor over to its load cycle, i.e. to supplying
compressed air into the system.
Figure 1) with no separate control port
The compressed air supplied by the compressor flows through the anti-freeze
pump from port 1 to port 2 (hole J). The pressure thus building up via hole (H) in
chamber (F) forces piston (E) to the left. No anti-freeze fluid can reach chambers
(C) or (R) as hole (K) is closed. The fluid present in chamber (R) is displaced by
the further movement of piston (E). It passes valve seat (N), reaching hole (J) and
is dispersed in the braking system by the passing stream of air.
Once the operating pressure has been reached in the reservoir, the unloader valve
switches the compressor to idle. The pressure drops in hole (J) and thus hole (H)
and chamber (F). Compression spring (G) returns piston (E) to its original position.
Through the re-opened hole (K), more anti-freeze fluid flows from its reservoir to
chamber (R).
These processes are repeated every time the unloader actuates the compressor.
171
53
Figure 2) with separate control port
This operates similarly to the processes described under figure 1) above. With this
variant, the actuating pressure is supplied via port 4 from a separate component,
e.g. from the unloader valve.
Operation and maintenance
– At temperatures below +5 °C, the pump needs to be activated by turning lever
(B) to position I.
– Check the status of the anti-freeze fluid daily.
– As temperatures rise above +5 °C the pump can be deactivated by turning
lever (B) to Position 0.
The anti-freeze pump does not require any special maintenance.
During the warm season, the fluid reservoir does not need to be filled. The position
of lever (B) makes no difference.
Technical data
Order number
932 002 102 0
18 bar
Volume supplied per pulse
0.2 cm³
Anti-freeze agent
WABCOTHYL anti-freeze fluid,
Ethanol, methanol
-40 °C to +80 °C
-40 °C to +150 °C
Max. air admission temperature
+130 °C
Cut-in pressure
≥ 6 bar
Nominal diameter
Ø 15 mm
Direction of flow
Optional
Weight
0,5 kg
Order numbers
932 002 100 0
With reservoir
Yes
Reservoir capacity
0,5 dm³
Delivery quantity per shot
0,5 dm³
Control port 4
Symbol (see following installation diagram)
172
932 002 101 0
Yes
A
B
53
WABCOTHYL – Anti freeze fluid for air braking systems
1 litre bottle: 830 702 087 4
10 litre canister: 830 702 088 4
– Install the anti-freeze pump so that the reservoir is vertical and facing upward. A
tolerance of no more than 15° being permissible.
If the reservoir is fitted separately from the unit, you should position it above the
level of the actual pump.
The anti-freeze pump has two fastening holes ø 9.5 mm.
1
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
4
Control port
M 12x1.5
7
Anti-freeze port
M 22x1.5
173
53
174
54
Drain valve 934 300
54
Drain valve 934 300
Purpose
To drain condensation water from the air reservoir and, if necessary, to exhaust the
compressed air lines and reservoirs.
Operation
Valve (b) is held closed by spring (a) and by pressure in the reservoir. Pulling or
pushing actuating pin (c) in a lateral direction opens tilting valve (b). This permits
both compressed air and condensation water to escape from the reservoir. On releasing actuating pin (c), valve (b) closes.
Maintenance
– If contaminated, unscrew the drain valve out of the reservoir and clean it.
The drain valve does not require any special maintenance.
not required.
Technical data
Order numbers
934 300 001 0
Permissible medium
934 300 003 0
20 bar
Air, water, mineral oil
-40 °C to +80 °C
B DIN 74 292
DIN 74 292-C
Material
Brass
Weight
0,05 kg
CAUTION
Contamination by condensation
– Do not install any devices under the drainage valve.
– Screw the drain valve into the base port of the air reservoir and seal it with a
gasket.
The actuation bolt has a hole for attaching a wire pull.
175
54
Drain valve 934 300
934 300 003 0
Port thread G
M 22x1.5
176
55
Automatic drain valve 934 301
55
Purpose
Protection of the compressed-air equipment from ingress of condensate by draining of the air reservoir.
Operation
When filling the air reservoir, compressed air passes through filter (a) into chamber
B and on to the valve body (c). This lifts off the inlet (b) on its outer periphery.
Compressed air flows together with accumulated condensate, if any, out of the air
reservoir into chamber (A), where the condensate accumulates above the outlet (d).
After pressure equilibrium is established between the two chambers the valve diaphragm (c) closes the inlet (b). If, because of a braking action for example, the
pressure in the air reservoir falls, the pressure in the chamber B is reduced, while
in chamber A the full pressure is at first maintained. The higher pressure in chamber A acts from below on the insert (c) and lifts it off the outlet (d). The condensate
is forced out by the air cushion in chamber A. When the pressure in chamber A has
fallen far enough to establish a pressure equilibrium between chamber B and A
again, the insert (c) closes the outlet (d). To check the function of the drain valve
the outlet (d) can be opened manually by pressing inwards the pin (e) seated in the
outlet.
Technical data
Order number
Max. opening pressure
Permissible media
Weight
934 301 000 0
20 bar
Air, water, mineral oil
-40 °C to +80 °C
0,46 kg
177
55
Port thread G
M 22x1.5
178
56
Air reservoir 950 ...
56
Purpose
Storage of the compressed air delivered from the compressor.
Operation
The reservoir consists of the cylindrical portion in the centre with welded-in arched
bases and screw necks for connecting pipes.
A further port is located at the centre section where a draining facility can be attached for regular draining of condensate.
Maintenance
– Drain the air reservoir daily.
We recommend using drain valves which are available for both manual and automatic actuation.
Technical data
Order
number
Content
[litres]
L
[mm]
D
[mm]
At 87/404/
EWG & EN
286-2
Max.
operating
pressure
[bar]
Weight
[ kg ]
950 410 004 0
10
368
206
x
15,5
4,7
950 415 005 0
15
527
206
x
15,5
6,3
950 420 003 0
20
691
206
x
15,5
7,9
950 520 003 0
20
495
246
x
15,5
7,2
950 530 002 0
30
709
246
x
15,5
10,0
950 540 001 0
40
927
246
x
15,5
12,7
950 740 002 0
40
758
276
x
14,5
11,5
950 760 002 0
60
1108
276
x
14,5
16,2
950 060 003 0
60
893
323
x
12,5
15,2
950 060 004 0
60
580
396
x
12,5
16,3
950 080 002 0
80
750
396
x
12,5
20,5
950 100 002 0
100
915
396
x
12,5
24,5
179
56
– Attach the clamp rings so that the connecting seams do not touch the base and
the reservoir is not subjected to any tension that could jeopardize operational
safety. The fastening is done using straps or the brackets of the reservoir. Put
insulation strips between the reservoir and the straps if necessary.
– Install the reservoir horizontally or vertically. Make sure that one drain pipe is
located at the lowest point of the reservoir. Make sure that any condensation
can be emptied and/or the collection of condensation is prevented.
 The reservoir plate must be easily legible in the specified installation point
when the reservoir is installed.
No heat treatment or welding is to be done on the walls of the reservoir that are
under pressure.
Port threads
M 22x1.5
The material used is sheet steel to specification R St 37-2. The inside surface of
the reservoir is coated with a synthetic resin to provide protection against corrosion.
The outside surface is primed with a synthetic resin.
A plate is located at one end, indicating the name and address of the supplier, the
supplier's part number, the year of manufacture, the maximum operating pressure
in bar, the capacity in litres, the serial number, test mark, the volume x diameter
and – for some types only – DIN 74 281.
Clamping band
Figure
Cylinder Ø
Order number
206
451 999 206 2
246
451 999 246 2
276
451 999 276 2
310
451 999 310 2
396
451 999 396 2
Rubber spacer: 451 999 999 0 (50 m roll)
180
57
Coupling Head 952 200 / 452 ...
57
Coupling Head 952 200 / 452 ...
Type A1
Type B1
Type A
Type A2
Type B
Type B2
Type C
Purpose
To connect the tractor's pneumatic system to the braking system of the trailer in
keeping with the prevailing European regulations.
The coupling heads comply with the ISO 1728 standard.
Design
The coupling heads for the supply line shown in fig. A1, B1 and C have a red cover
and an axial feature to prevent mis-matching.
Variants A2 and B2 for the control line have a yellow cover and a lateral feature to
prevent mis-matching.
In Variants B and C, a valve is fitted blocking the passage of compressed air if its
mate is not connected.
Operation
When the trailer is connected to the tractor, the coupling head with its connected
coupling head is fitted to the coupling head attached on the tractor with a twist at
the same time as interlocking the opposing guides. The two lock and establish a
safe union after stopping at the end of the rotation.
The features to prevent mis-matching ensure that only the matching coupling
heads can be connected (see the following installation diagram).
• Connecting C to A1, B1 to A1 and B2 to A2:
As the coupling heads are connected, the sealing washer of the type A coupling
head opens the valve of the head in types B or C, establishing the connection
181
57
Coupling Head 952 200 / 452 ...
•
between their respective lines and sealing that connection. When the two coupling heads are separated, the valve will close automatically.
Connecting A2 to A2:
When connecting two identical coupling heads without a valve, the seal is
achieved by the two sealing washers pressing against each other.
Application
For tractors and Unimog
Solution No. 1: Two identical coupling heads with valves (B1 and B2) can be used.
Solution No. 2: For the control line, a coupling head without a valve (A2) can be
used; in this case, a type C coupling head (with 2 connecting holes) must be used
for the supply line. When connecting the two, the valve in the head of C will open
and the compressed air at port 1 will not only flow from the supply line to the trailer
but also via port 2 to the trailer control valve. If the tractor is operated on its own,
i.e. does not have a trailer connected, the valve in coupling head C is closed and
the line leading to the trailer control valve does not receive any compressed air.
Thus no shut-off valve is needed in the coupling head of the control line since no
compressed air will be output by the trailer control valve when the brakes are actuated.
For trailers
Always use the coupling heads without a valve (A1 and A2).
Maintenance
– When connecting, make sure that the sealing surfaces which come into contact
with each other are clean.
– Replace the damaged sealing washers.
– After decoupling, close the dust cap again.
not required.
Technical data
Coupling heads
Towing vehicle
Type
Trailer
Type
Thread
Colour
Comment
452 201 010 0
M 22x1.5
Black
Control line
452 303 031 0
452 203 031 0
M 22x1.5
red
Supply
452 303 032 0
452 203 032 0
M 22x1.5
yellow
Control line
red
Supply
yellow
Control line
red
Supply
Single line braking system
452 300 031 0
For Swiss type braking systems
Dual line braking systems
452 200 211 0
B1
452 200 011 0
A1
M 22x1.5
952 200 221 0
B1
952 200 021 0
A1
M 16x1.5
452 200 212 0
B2
452 200 012 0
A2
M 22x1.5
952 200 222 0
B2
952 200 022 0
A2
M 16x1.5
With two connections
952 200 210 0
C
2 x M 16x1.5
Using doubled pipe 893 100 138 4, the coupling head with an M 22x1.5 thread can
be replaced with a head with an M 16x1.5 thread.
182
57
Coupling Head 952 200 / 452 ...
According to the ISO 1728 standard, the coupling heads must be fitted as shown in
the drawings below.
Legend - Image on left
Legend - Image on right
A
Free space for coupling
B
Max. deviation from horizontal
A
Tractor
B
Supply line (red)
C
Control line
D
Supply line
C
Trailer
D
Control line (yellow)
183
57
Coupling Head 952 200 / 452 ...
Install dimensions – supply line
Type A1
Type B1
Connections
1
Energy supply
Type C
Legend
2
A
Energy delivery
Anti-mismatch device
B
Direction of rotation of cap
Install dimensions – brake line
Type A2
184
Type B2
Connections
Legend
1 Energy
supply
A Anti-mismatch device
2 Energy
delivery
B Direction of rotation of cap
58
Hose coupling with integrated filters 952 201
58
952 201 001 0
952 201 002 0
Purpose
To connect the tractor's pneumatic system to the braking system of the trailer in
keeping with the prevailing European regulations.
Couplings are only suitable for installation in the trailer.
The coupling heads comply with the ISO 1728 standard.
Operation
When the trailer is connected to the tractor, the coupling head with its connected
coupling head is fitted to the coupling head attached on the tractor with a twist at
the same time as interlocking the opposing guides. The two lock and establish a
safe union after stopping at the end of the rotation.
The features to prevent mis-matching ensure that only the matching coupling
heads can be connected.
The air passing through the line filter is filtered at the same time. The separately
installed line filters 432 500 … 0 are therefore no longer required.
Technical data
Order number
Design
952 201 001 0
952 201 003 0
952 201 002 0
952 201 004 0
X
X
C
D
Supply line
(Red cap)
Control line
(Yellow cap)
Variant
X
X
C
D
8.5 bar
-40 °C to +80 °C
ISO 1728
185
58
Port threads
Legend
Z
A
Control line
B
Supply line
F
Red cap
G
Anti-mismatch device
186
M 16x1.5
E
Yellow cap
Power-operated trailer control valve 961 106
59
59
Purpose
To control the trailer's dual line braking system in connection with the mechanical
or hydraulic foot brake of agricultural tractors of any make or size.
Operation
In the release position, the trailer's control line from port A is depressurised via
opened outlet (1) of valve (2) and vent valve (4). As the foot brake is actuated, the
housing affixed to the foot brake lever will turn around ball pivot (5), pulling valve
tappet (6) downwards, thus closing inlet (1). As the brake pedal is depressed further, inlet (8) opens. From the air reservoir and port V, the pressure in the trailer's
control line is increased as a function of the foot force applied.
As the pressure in chamber (a) is increased, piston (7) will overcome the force of
compression spring (3) and move downwards, closing inlet (8). The trailer control
valve is now in its end position.
Only a small amount of foot force is required to operate the trailer control valve.
The trailer brake will thus respond earlier than the brake of the tractor actuated via
the same foot brake lever. This advancement of the trailer brake prevents bumping
or jack-knifing of the trailer.
As the brake force on the tractor is increased, the pressure in the trailer line is also
increased further, its advancement being maintained, until the full reservoir pressure passes to the trailer just before full braking of the tractor.
When the brake is released, valve tappet (6) will once again open outlet (1) as it returns to its original position. The pressure in the trailer line is reduced via vent
valve (4) and the trailer brake released. Due to the fall in pressure in chamber (a),
piston (7) is returned to its original position.
The design of the trailer control valve permits highly sensitive graduation of the
braking and release processes.
Maintenance
required.
187
59
Technical data
Order number
961 106 000 0
10 bar
-40 °C to +80 °C
Nominal diameter
7 mm
Weight (without compensator)
1,2 kg
Weight (with compensator)
2,17 kg
Legend
188
A
Trailer
B
Reservoir
C
Exhaust
D
Braking position
E
Driving position
*
ON
59
Installation arrangement
961 106 000 0
– Attach the trailer control valve on the brake lever of the tractor. The pedal plates
must be removed for retrofitting.
Pressure diagrams
Legend
α Angular deflection
p Output pressure p2 in bar
F Force on the pedal plate
189
60
60
Purpose
Graduated actuation of the linkage-free auxiliary braking system and the parking
brake in combination with spring brake actuators for power-driven vehicles which
have no trailer attached.
The additional port (22) of the hand brake valve 961 723 1.. 0 enables control of
the trailer control valve and thus a transfer of the braking effect to the trailer. A control position to check the motor vehicle’s parking brake has been integrated.
In the parking position, the spring brake chambers of the Tristop® cylinder are
completely depressurised so that the tensioned springs brake the vehicle.
On vehicles with trailer capabilities, valves for which the lever can also reach an
additional check position position are used. In this test or inspection position, the
braking power of the towing vehicle can be checked. The trailer control valve is
changed again (pressurised) to release the trailer brake again while the brakes of
the towing vehicle are still applied with the spring-loaded brake. The towing vehicle
must now be able to hold the entire load on an incline of 18 %. The basis of this
test is that a tractor-trailer unit must be able to remain parked securely on a hill if
the trailer equipped with diaphragm or piston cylinders loses its air supply over time
it is parked. Since trailer is then no longer braked, the towing vehicle must be capable of holding the entire tractor-trailer combination.
The hand brake is also used for the auxiliary brake: Even if both service brake
circuits fail, the Tristop® cylinder can brake the vehicle with the spring chambers.
The hand-brake must have a gradual effect on the spring brake in this case and
must also control the trailer vehicle with the trailer brake valve.
Operation
The spring brake actuators are pressurised in the valve driving position, the brakes
are released.
Auxiliary Brake
In the driving position, valve (c) keeps the passage between chambers A and B
open and the air supply at port 1 flows through port 21 and on into the spring compression chambers of the Tristop® spring chambers. At the same time, compressed air flows through the test valve (b) into chamber C and on to port 22, acting on port 43 of the trailer control valve.
When the auxiliary braking system is actuated by means of the hand lever (a),
valve (c) closes the passage between chambers A and B. The compressed air
from the spring compression chambers escapes to atmosphere through the
opened outlet (d) at port 3. This also causes the pressure in chamber B to drop,
and the piston (e) is forced downward by the force of the pressure spring (f).
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60
As the outlet closes, a neutral position is reached in all partial braking positions,
thereby ensuring that the spring compression chambers always contain the appropriate pressure for the desired retardation.
Parking position
When the hand lever (a) is moved further beyond the working point, the parking
position is reached. The outlet (d) remains open and the compressed air from the
spring compression chambers is evacuated completely. Within the auxiliary braking
range, from the driving position to the working point, the hand lever (a) will automatically return to its driving position when released. The test valve combined with
the basic valve can be used to ascertain whether the mechanical forces of the towing vehicle’s parking braking system are capable of holding the tractor-trailer combination on a certain uphill or downhill gradient when the trailer’s braking system is
not actuated.
Test Position
In the driving position, chambers A, B and C are connected and the supply pressure flows through port 21 to the spring chambers and through port 22 to the trailer
control valve. When the hand lever (a) is actuated, the pressure in chambers B and
C is reduced until it is fully evacuated when the working point is reached.
When moved beyond the working point, the hand lever (a) reaches an intermediate
position: the locked parking position.
When the hand lever a is then moved further into the test position, the compressed
air from chamber A flows through the open valve (b) into chamber C. By acting on
port 22, the trailer emergency valve is actuated which in turn neutralises the pneumatic actuation of the brakes on the trailer caused by the use of the auxiliary or
parking brake. The entire tractor-trailer combination is now being held by the mechanical forces of the towing vehicle’s spring chamber cylinders.
As soon as the hand lever (a) is released again, it will return to its parking brake
position.
Maintenance
required.
191
60
Technical data
Order numbers:
961 723 044 0
961 723 053 0
Symbol
Position of the support
plate and the lever
Lever position and position of the ports
Characteristic line
Medium
Air
Operating pressure [P1]
10 bar
Operating pressure [P2]
6,8+0.7bar
Thermal range of
application
-40 °C … +80 °C
Port threads
M 16x1.5
Mounting holes
Ø 6.5 mm
Lever colour
192
Orange RAL 2010
961 723 144 0
61
Trailer release valve 963 001
61
963 001 012 0
963 001 013 0
Purpose
Release the braking system to move the trailer when not coupled.
Operation
With this version, the air supply flows through port 11 into chamber B. If the piston
(a) is still in release position, it is pushed out into driving position by the supply
pressure. The air supply then passes through port 2 into the trailer emergency
valve and then into the trailer's air reservoir.
Pressure in port 11 and, subsequently, chamber B is reduced in the unhitched position. To release the braking system, use the actuating knob (b) to push the piston
(a) in to the stop. This blocks the passage from port 11 to port 2 and a connection
is created between chamber A and port 2.
The air supply for the semitrailer at port 12 flows through port 2 into the trailer
emergency valve and switches it to driving position, thereby reducing the pressure
in the brake cylinder.
Maintenance
required.
Technical data
Order number
963 001 012 0
963 001 013 0
Min. nominal diameter
8,5 bar
1-1 => 2
Ø8
–
1-2 => 2
Ø6
–
Port threads
Installation
dimensions
M 16x1.5 - 13 deep
M 22x1.5 - 13 deep
M 16x1.5 - 13 deep
L1
51 mm
54,5 mm
–
L2
104,5 mm
107 mm
–
L3
36,7 mm
39 mm
–
Button colour
Black
Weight
963 001 051 0
963 001 053 0
Black/red
-40 °C to +80 °C
0,13 kg
0,21 kg
0,73 kg
193
61
– Install the trailer release valve in an accessible location in the frontal area of the
trailer vehicle.
– Install the trailer release valve vertically so that the actuation knob points
downward; a deviation of ±90° is permitted.
– Flange the trailer release valve 963 001 012 0 and 963 001 013 0 directly onto
the trailer emergency valve.
Legend
1-1
Energy supply
M 16x1.5
1-2
Energy supply
(Reservoir)
M 16x1.5
A Driving position
B Parking position
2
Energy delivery
M 16x1.5
3
Exhaust
C Release position
D Black
21
Energy delivery
(Trailer emergency brake valve)
M 16x1.5
22
Energy delivery
(Spring brake cylinder)
M 16x1.5
E
194
Red
with adjustable predominance 971 002
62
62
Trailer emergency valve with adjustable predominance 971 002
Purpose
To control the dual-line air braking system of the trailer.
Operation
Compressed air passes from the towing through the supply line coupling head to
port 1, passes grooved ring (c) and continues through port 1-2 to the trailer reservoir.
Upon actuation of the tractor brakes, compressed air flows via the coupling head in
the control line and port 4 to the upper side of piston (a). The piston is forced down
and by seating on valve (f) closes outlet (b) and opens inlet (g). Compressed air
from the trailer reservoir port 1-2 now flows via ports 2 to the downstream brake
valves and into chamber C via passage A and pressure builds up against valve (k).
As soon as the pressure in chamber (C) predominates, valve (k) opens against the
force of pressure spring (i). The air flows into chamber (D) via passage (B), acting
on the underside of piston (a). As a result of the compounding of forces in chambers (D) and (E), the control pressure acting on the upper side of piston (a) is overcome and piston (a) is forced up.
In the case of partial brake application, valve (f) closes inlet (g) and a neutral position is reached. In the case of full brake application, inlet (g) is kept open by piston
(a) over the entire braking process.
A maximum predominance of 1 bar can be established between ports 2 and 4 by
means of adjusting the tension of pressure spring (i) using set screw (h).
When the tractor brakes are released, port 4 is vented and the pressure in ports 2
forces piston (a) upward to the top of its stroke. Inlet (g) is closed and outlet (b) is
opened. The compressed air at ports 2 is exhausted to atmosphere through valve
(f) and exhaust 3. Due to the drop in pressure in chamber (C), the compressed air
in chamber (D) flows via bores (j) of valve (k) into chamber (C) and on to exhaust 3.
When the trailer is uncoupled or in the event of a rupture in the supply line, port 1 is
exhausted and the pressure acting on the upper side of piston (d) is reduced. The
load in pressure spring (e) and the supply pressure at port 1-2 forces up piston (d)
and valve (f) closes outlet (b). As piston (d) continues to move up, it moves away
195
62
from valve (f) and inlet (g) opens. The supply pressure at port 1-2 flows to the
downstream brake valves via ports 2 at a 1:1 ratio.
Trailer release valve
If the relay emergency valve is used in combination with automatic load sensing
load sensing valve or a manually adjustable load apportioning load sensing valve
without a release position, trailer release valve 963 001 permits the trailer being
moved when uncoupled. For this purpose, piston (l) is pushed home by hand via
push (m). This closes the passage from port 11 of the trailer release valve to port 1
of the relay emergency valve and a connection between port 1 of the relay emergency valve and port 12 of the trailer release valve is established. Pressure from
the trailer reservoir at port 12 flows through port 1 of the relay emergency valve,
causing it to reverse into the driving position and the brake cylinders are exhausted.
If piston (l) is not pulled out manually all the way when the trailer is re-coupled, the
supply pressure from the motor vehicle will force it out through port 11. The release
valve is then once more in its normal position where a connection is established
between port 11 of the release valve and port 1 of the relay emergency valve.
Maintenance
required.
Technical data
Order numbers
971 002 150 0 971 002 531 0 971 002 570 0 971 002 620 0
10 bar
Release valve
–
963 001 012 0
Load sensing valve
–
–
Factory setting of predominance
Max. brake cylinder pressure in
lever position as supplied
Setting range in lever position:
Dead volume in litres
963 001 012 0
475 604 011 0 475 604 013 0
0 bar
Release
–
Unladen
–
1.9 to 2.1 bar
"Partially
laden"
–
3.8 to 4.0 bar
Fully laden
–
Supply pressure
Unladen
–
1.4 to 2.3 bar
"Partially
laden"
–
3.4 to 4.3 bar
0,205
Weight
–
0
0,213
–
0,283
0,291
-40 °C to +80 °C
1,8 kg
2,1 kg
2,5 kg
2,8 kg
– Install the trailer emergency valve vertically so that the drain points downward.
– Fasten the trailer emergency brake valve with two M10 bolts.
196
62
971 002 150 0
1-2
Energy supply/delivery (supply reservoir)
M 22x1.5
1
Energy supply
M 22x1.5
3
Exhaust
4
Control port
M 22x1.5
2
Energy delivery
M 22x1.5
When not in use, second port 2 must be closed using
Order number
Screw plug M 22x1.5
893 010 070 4
Seal washer A 22x27 DIN 7603-Al
811 401 080 4
197
62
Legend
A
Yellow 2 bar
B
Red 7.3 bar
Adjustment of trailer predominance
– Loosen the rubber cap (I).
– Loosen the counter-nut (II).
– Apply full supply pressure of 7.3 bar to port 1 (red coupling head).
– Input a pressure of 2.0 bar at port 4 (yellow coupling head).
 The pressure gauge (M1) connected to the test connection of the cylinder
must show a pressure of 2+0.2 bar.
– Adjust the hexagon socket screw (III) to set the advance to max. 1 bar.
If the advance should be greater, turn the screw (II) inward.
If the advance should be less, turn the screw (III) outward.
The load sensing valve at port 2 *) must be at full load.
(When moving the vehicle, the load sensing valve must be set to the right position for the load carried on the trailer.)
– Tighten the counter-nut (II).
– Attach the rubber cap (I).
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62
Diagram
Automatic braking
Service brake application
Legend
p1
Input pressure
p2
Output pressure
p4
Control pressure
A
Initial fill
B
Setting range
Icons
Release position
Unladen
"Partially laden"
Fully laden
199
62
971 002 531 0 – combination trailer emergency valve 971 002 150 0 with release valve 963 001 012 0
1
Energy supply
M 16x1.5
1-2
M 22x1.5
3
Exhaust
4
Control port
M 22x1.5
2
Energy delivery
M 22x1.5
M 16x1.5 (with 963 001 012 0)
M 22x1.5 (with 963 001 013 0)
Seals between release valve and trailer emergency valve:
O-Ring Ø 24 – 897 086 680 4
O-Ring Ø 8.9 – 897 086 670 4
When not in use, second port 2 must be closed using
Order number
Screw plug M22 x 1.5
893 010 070 4
Sealing washer A22 x 27 DIN 7603-Al
811 401 080 4
200
62
971 002 570 0 – Combination trailer emergency valve 971 002 150 0 with load-sensing valve 475 604 011 0
1 Energy supply
M 22x1.5
1-2 Energy supply or delivery (supply reservoir)
M 22x1.5
2 Energy delivery
M 22x1.5
3 Exhaust
4 Control port
M 22x1.5
Seal washer between the load-sensing valve and the trailer emergency valve:
897 010 300 4
201
62
971 002 620 0 – Combination trailer emergency valve 971 002 150 0 with load-sensing valve 475 604 013 0
and release valve 963 001 012 0
1 Energy supply
M 22x1.5
1-2 Energy supply or delivery (supply reservoir)
M 22x1.5
2 Energy delivery
M 22x1.5
3 Exhaust
4 Control port
M 22x1.5
Seal washer between the load-sensing valve and the trailer emergency valve:
897 010 300
Seals between release valve and trailer emergency valve:
O-Ring Ø 24 – 897 086 680 4
O-Ring Ø 8.9 – 897 086 670 4
202
62
Technical data – rationalised version with three ports for energy delivery
Order number
971 002 300 0
971 002 301 0
8.5 bar
0 bar
without
-40 °C to +80 °C
Weight
1,4 kg
971 002 300 0
1-2
Energy supply or delivery
(Reservoir)
M 22x1.5
1
Energy supply
M 22x1.5
2
Exhaust
M 22x1.5
3
Energy delivery
M 22x1.5
4
Control port
M 16x1.5
203
62
Technical data
Order numbers
971 002 700 0
971 002 701 0
8.5 bar
Brake valve
971 002 300 0
971 002 300 0
Release valve
963 001 013 0
963 001 012 0
0 bar
-40 °C to +80 °C
Port 1-1 (Release valve)
M 22x1.5
Weight
M 16x1.5
1.7 kg
971 002 700 0
1
Energy supply
M 22x1.5
1-2
M 22x1.5
3
Exhaust
4
Control port
M 16x1.5
204
2
Energy delivery
M 22x1.5
63
Relay valve 973 001 / 973 011
63
Relay valve 973 001 / 973 011
Purpose
To rapidly increase or decrease the pressure of compressed air equipment and to
shorten the response and pressure build-up times in air braking systems.
Operation
When actuating the braking system the compressed air goes via port 4 into chamber A and moves piston (a) downward. This causes the outlet (c) to be closed and
the inlet (b) to be opened. The air supply at port 1 now flows via chamber B and
port 2 to the downstream brake cylinders.
The pressure building up in chamber B acts on the undersides of the pistons (a).
As soon as this pressure is slightly higher than the control pressure in chamber A,
the piston (a) moves upward. Inlet (b) closes and the relay valve is in the neutral
position.
When the pressure in the pilot line is partially reduced, piston (a) is forced upwards
once again, opening outlet (c), and the excess pressure at port 2 is evacuated
through vent 3. If the actuating pressure at port 4 is fully evacuated, the pressure in
chamber B pushes pistons (a) to their upper neutral position and the outlet (c)
opens. The downstream brake cylinders are evacuated fully through vent 3.
Maintenance
required.
Technical data
Order numbers
973 001 010 0
p1
Port threads
973 001 020 0
22 bar
13 bar
p2
8 bar
10 bar
p4
8 bar
10 bar
1 = M 22x1.5
2, 4 = M 16x1.5
M 22x1.5
Weight
973 011 000 0
1, 2 = M 22x1.5
4 = M 16x1.5
-40 °C to +80 °C
1,1 kg
0,62 kg
205
63
Relay valve 973 001 / 973 011
– Install the relay valve so that vent 3 points downward.
For version 973 011 000 0, a deviation of ±90° is permitted.
– Fasten the relay valve with either two of the four housing fastening bolts M8
973 001 010 0
1
206
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
4
Control port
M 22x1.5
63
Relay valve 973 001 / 973 011
973 011 000 0
1
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
3
Exhaust
4
Control port
M 16x1.5
207
63
Relay valve 973 001 / 973 011
Pressure diagrams
973 001 010 0
973 001 020 0
973 011 000 0
Legend
p2
208
Output pressure
p4
Control pressure
64
64
973 500 000 0
973 500 051 0
Purpose
Rapid evacuation of longer control lines or brake lines and brake cylinders.
Operation
When there is no air on the valve, the outer edge of diaphragm (a), which is slightly
prestressed, seats against exhaust 3, closing the passage from port 1 to chamber
A. Compressed air from port 1 pushes back the outer edge and reaches the downstream brake cylinders via port 2.
When the pressure at port 1 is reduced the higher pressure in chamber (A) forces
diaphragm (a) to arch upwards. Depending on the reduction in pressure at port 1
the downstream brake cylinders are now partially or completely exhausted via exhaust 3. The quick release valve 973 500 051 0 is equipped with an integrated
double cut-off valve, enabling actuation and venting of the Tristop® cylinder via an
upstream double release valve.
Maintenance
required.
Technical data
Order number
973 500 000 0
973 500 053 0
12 bar
Weight
973 500 051 0
-40 °C to +80 °C
0,3 kg
0,43 kg
0,476 kg
209
64
– Install the quick release valve vertically so that the drain 3 points downward.
– Fasten the quick release valve with two M8 bolts.
973 500 000 0
1
210
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
3
Exhaust
64
973 500 051 0
2
Energy delivery
M 16x1.5 (4x)
3
Exhaust
M 22x1.5
11, 12
Energy supply
M 22x1.5
211
64
973 500 053 0
2
212
Energy delivery
M 16x1.5
3
Exhaust
11, 12
Energy supply
M 16x1.5
Proportioning pressure regulator
with straight characteristic curve 975 001
65
65
Proportioning pressure regulator with straight characteristic curve
975 001
Purpose
To reduce the braking force of the axle to be adapted during partial brake applications and rapid exhausting of brake cylinders.
Trailers being operated in mountainous regions and frequently covering downhill
journeys always show increased wear on the brake linings of the front wheels because the arrangement of the larger front-wheel brake cylinders required for stopping will cause excess braking on the front axle. By using this adapter valve, the
brake force on the front axle is reduced on the front axle to the extent that both axles are braked evenly; this does not, however, in any way impair the brake force in
emergency braking.
Operation
Piston (b) is held at the top of its stroke by the load in pressure spring (c). Diaphragm (a) closes the passage from port 1 to ports 2. When the brakes are applied,
the air flows via port 1 to the upper side of diaphragm (a) where pressure begins to
build up. As soon as this pressure exceeds that of pressure spring (c) set by
means of screw (d), piston (b) is forced down. The air now flows past the outer
edge of diaphragm (a) and via ports 2 to the downstream brake cylinders.
The pressure building up at ports 2 also acts on the underside of diaphragm (a),
thus supporting the force of pressure spring (c). As soon as these forces exceed
the pressure acting on the upper side of diaphragm (a), piston (b) is returned to the
top of its stroke. The end position has now been reached. If the pressure at port 1
is increased further, the load in pressure spring (c) is gradually overcome and the
air finally reaches the brake cylinders at a 1:1 ratio. After a reduction in pressure at
port 1, pressure spring (c) forces piston (b) up to the top of its stroke. The pressure
in chamber (B) forces diaphragm (a) to arch upward. Depending on the reduction
in pressure at port 1, the brake cylinders are exhausted partially or completely via
chamber A and exhaust 3.
Maintenance
required.
213
65
Proportioning pressure regulator with straight characteristic curve 975 001
Technical data
Order numbers
975 001 000 0
975 001 001 0
975 001 002 0
975 001 500 0
10 bar
Setting range
0.3 to 1.1 bar
To be set at
0,7 ± 0,1 bar
1 ± 0,1 bar
Nominal diameter
0,5 ± 0,1 bar
0,7 ± 0,1 bar
12 mm
-40 °C to +80 °C
Weight
0,55 kg
0,65 kg
– Mount the adapter valve half way between the two brake cylinders of the axle to
be adapted.
– Install the proportioning pressure valve vertically so that the drain 3 points
downward.
– Fasten the proportioning pressure regulator valve with two M8 bolts.
975 001 000 0
1
214
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
65
Proportioning pressure regulator
with straight characteristic curve 975 001
975 001 500 0 – combination: Proportioning pressure valve 975 001 ... 0
with test valve 463 703 ... 0
1
Energy supply
M 22x1.5
2
Energy delivery
M 22x1.5
Pressure diagrams
975 001 000 0
975 001 500 0
975 001 001 0
975 001 002 0
215
66
66
Unloader valve 975 303
Purpose
Automatic control of the operating pressure in an air braking system and ensuring
that pipes and valves are free of contamination. Depending on the variant used, it
also serves to control a downstream anti-freeze pump or single chamber air dryer.
Operation
Unloader valve
The compressed air supplied by the compressor flows via port 1 and filter (g) to
chamber B. When check valve (e) has opened, it flows through the line leading
from port 21 to the air reservoirs and to chamber E. Port 22 is intended for controlling a downstream anti-freeze pump.
Pressure builds up in chamber E, acting the underside of diaphragm (c). As soon
as that pressure is greater than the force of compression spring (b), preset by
means of screw (a), diaphragm (c) will arch upward, taking with it piston (m). Outlet
(l) closes and inlet (d) opens, permitting the compressed air to pass from chamber
E to chamber C, forcing piston (k) downwards against the force of compression
spring (h). Outlet (i) opens and the compressed air supplied by the compressor is
released to atmosphere via exhaust 3. The fall in pressure in chamber B closes
check valve (e), thus securing the pressure in the system.
The compressor will now continue to idle until the pressure within the system falls
below the unloader's cut-in pressure. The pressure in chamber E below diaphragm
(c) continues to fall. This causes the force of compression spring (b) to push the
diaphragm, together with piston (m), downwards. Inlet (d) closes, outlet (l) opens
and the air from chamber C is released to atmosphere at exhaust 3 after passing
chamber F and a connecting hole. Compression spring (h) forces up piston (k) and
outlet (i) is closed. The air supplied by the compressor now flows into chamber B,
passing filter (g), and opens check valve (e). The system is once again being filled
until the unloader's cut-off pressure has been reached.
Unloader valve with control port 4 and port 23
This type of pressure regulator is only different from the type described in the way
the cut-off pressure is controlled. The cut-off pressure is not taken from inside the
unloader valve but from the supply line downstream from the air dryer. The passage from chamber B to chamber E is closed, and there is no check valve (e). Via
216
66
port 4 and chamber A, the air from the reservoir flows to chamber E, acting on diaphragm (c). After that it continues to operate as described under a). The passage
between chambers C and D is open, permitting control pressure from chamber C
to be taken at port 23 to actuate the single chamber air dryer.
After removing the protective cap, the tyre inflation hose is fastened by means of a
union nut moving pin (f). The passage between chamber B and port 21 is closed.
The air supplied by the compressor now flows from chamber B to the tyre inflation
hose, passing pin (f). In the event of the pressure in the system exceeding 12+2 bar
or 20 bar respectively during this process, piston (k) which is designed to act as a
safety valve will open outlet (i) and the pressure is released to atmosphere via exhaust 3.
Before using the tyre inflation facility, the reservoir pressure must be reduced to a
value below the unloader's cut-in pressure since no air can be extracted whilst the
compressor is running idle.
Maintenance
– Depending on the operating conditions, clean the filter (g) at regular intervals.
Replace it if necessary.
– If the setting of the pressure regulator (cut-off pressure) has changed and no
longer corresponds to the values shown in the table, it can be readjusted by
means of adjusting screw (a), taking care not to turn adjusting nut (n).
Technical data
25 bar
-40 °C to +150 °C
Ambient temperature
-40 °C to +100 °C
Installation position
α = 0° to 15°
Order
numbers
Cut-out pressure
[bar]
Operating
range
[bar]
975 303 060 0
No
8,1 ±0,2
975 303 441 0
Yes
975 303 447 0
Connection
22
23/4
Operating pressure
of integrated safety
valve
0,6+0,4
Yes
No
12 +2 bar
7,8 ±0,2
0,6+0,4
Yes
No
12 +2 bar
Yes
7,3 ±0,2
0,6+0,4
Yes
No
12 +2 bar
975 303 473 0
Yes
8,1 ±0,2
0,6+0,4
Yes
No
12 +2 bar
975 303 580 0
Yes
14 ±0,3
1+1,5
Yes
No
20 +1/-2 bar
Further variants with different cut-out pressure are available on request.
217
66
– Install the unloader valve so that the drain points downward.
– Fasten the unloader valve with two M8 bolts.
To permit the heated compressed air to cool, a pipe 18 x 1.5 of up to 2 m in length
should be fitted (possibly in a coil), to ensure that the temperature of the air stream
at the unloader valve's air inlet does not rise above +150 ×°C. Because of the danger of renewed heating in the air pressure line, never run the line close to an exhaust pipe or other heat radiating parts of the engine.
To prevent any harmful effects from the oscillation from either the compressor or
the engine on the Unloader's connected and mounted on the vehicle's bulkhead or
chassis, part of the pressure line must be made flexible by using a special hose.
– When installing the unloader valve, make sure that it is located above the air
reservoir.
 The flow rate of the air must not exceed 400 l/min.
975 303 461 0
1
Energy supply
M 22x1.5
3
Exhaust
4
Control port
M 12x1.5
21
Energy delivery
M 22x1.5
22
Energy delivery uncontrolled
(ancillary consumers)
M 12x1.5
23
Energy delivery (control port
for e.g. 1-chamber air dryer)
M 12x1.5
218
66
219
67
67
Recommendations for installation
Installation of compressed air generating equipment and compressed air braking
systems in tractors and trailers require specific qualifications of workshop staff.
For this reason, this task should entrusted only to authorised workshops (WABCO
brake service) which, by regularly sending their staff on our technical courses, ensure proper installation and functioning of the system as a whole. This also applies
to inspecting the system in the event of any faults developing in operation.
Although some tractor manufacturers already offer kits for retrofitting which are
usually intended for a specific type of vehicle, it is often tractors and trailers which
have to be retrofitted for which the manufacturer has not made any special provisions to accommodate pneumatic systems. This is where the specialist knowledge
of the workshop becomes vital.
For safely mounting and driving the compressor, consoles, mountings and additional V-belt pulleys have to be provided or specially made by the workshop.
Amongst other things, pneumatic systems in tractors should be fitted in such a way
that both the tractor's outer appearance and the use of additional equipment are
not impaired.
67.1 Compressor
– Attach the compressor under the engine hood.
– During the installation, note that the console (about 8 mm plate thickness) is
solid and form-fitting against the engine housing. This ensures that the compressor runs without being subjected to excessive vibration and thus the risk of
damage.
– Connect the suction side of the compressor with the engine filter (e.g. as suction line).
– For heat-resistance reasons, seal the fitting required for the pressure connection with an aluminium ring on the outside and with a zinc ring on the inside. A
common fibre seal would carbonise in this location.
At the pressure joint, the temperature of the air stream must not exceed 220 °C.
– Choose the location for the compressor so that a maximum of cooling air
reaches the compressor from the fan.
– To lubricate the moveable parts, connect the compressor to the engine oil circuit with a 6x1 mm pipe.
 The oil must be permitted to freely flow back to the oil sump. This means
that there must be no rise in its reflux, and that a pipe with an inside diameter of at least 12 mm must be used.
67.2 V-belts and pulleys
Basically the values for the compressor's driving mechanism apply as defined by
the tractor manufacturers. Accurate alignment, the correct groove profile for the Vbelt and an appropriate belt tension are vital for the driving mechanism to function
properly. The eccentricity values provided by the V-belt manufacturers are maximum values determined under specific circumstances.
Experience has shown that when fitting compressors to diesel engines, these eccentricity values can be excessive. The V-belt can expand and be destroyed prematurely. For this reason the eccentricity should be kept as small as possible.
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67
Narrow V-belts are preferably used in general engineering and in the motor vehicle
industry. They permit top belt speeds whilst transmitting a maximum of energy. The
small minimum diameters for the pulleys permit very small dimensions for the driving mechanism. In V-belt drives, the increased friction achieved by the V-shaped
groove is utilized. The flanks of the fitted V-belt very effectively transmit the energy
through their adherence friction and work practically without slipping.
If properly designed, the efficiency of V-belt drives is more than 95 %. It is important that through the use of narrow V-belts, very small eccentricity values can be
selected. Tension pulleys often used for increasing the arc of contact are required
only if they are to serve to tighten the belt; in this case, however, they should be
used only so that they work from the inside outwards. The only maintenance required is to watch the tension of the V-belt.
The eccentricity A should remain within predefined limits, i.e. it should be larger
than 0.7 (Dw + dw) and smaller than 1.5 (Dw + dw).
Dw = Effective diameter of the large pulley
dw = Effective diameter of the small pulley
Example
Crankshaft pulley Dw = 180 mm
Compressor pulley dw = 100 mm
Dw + dw = 280 mm
A = 0.9 (Dw + dw) = 0.9 x 280 = 252 mm
0.9 is an experimental value lying between 0.7 and 1.5.
Misalignments
Before fitting the V-belt, always make sure that the pulley is not misaligned as shown above.
Proper eccentricity and alignment are vital to a long life
of V-belts.
Experience has shown that nearly all the complaints
regarding the drive following retrofitting are attributable
to the errors shown above.
For this reason, please make sure that proper and accurate V-belt pulley arrangements are selected and
fitted.
This saves a lot of trouble and money.
Detailed information about V-belt pulleys are available
free of charge from their manufacturers.
Fundamentals for the utilisation of V-belts
– Make sure that the driving mechanism receives V-belts of the right number, type
and size for the application.
To ensure that the V-belt sits properly in the groove of its pulley, V-belt pulleys
to DIN 2217 and Draft DIN 2211 must be used.
– Before you mount the V-belt pulleys, make sure that the grooves are free of
burrs, rust and dirt.
– Put the V-belt on by hand without using any excessive force and at the smallest
possible eccentricity - without the use of any mechanical implements.
– Put tension on the V-belt.
 After a running-in period of approx. 15 minutes (at full load) the V-belt will
have "adapted" to the pulley grooves and undergone a certain amount of
stretching.
– Retighten the V-belt.
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67
A standard value is an initial expansion of between 0.5 and 1% of the V-belt's
overall length.
– After initial re-tightening, the tension should be checked at intervals. Insufficient
tension can cause premature damage to the V-belt as a cause of slipping.
Standard V-belts must be adequately kept away from and protected against oil,
grease and chemicals. It may be necessary to use special "OS" types.
The use of belt wax or similar materials is not only unnecessary but harmful.
Standard V-belts are suitable for permanent temperatures of up to 70 °C; at higher
temperatures, their life will be negatively affected.
Excess strain on the V-belt is an indication that the driving mechanism is not properly designed. Trying to achieve a higher performance by excessively tightening a
V-belt will result in broken V-belts and slight bearing damage.
Multi-groove V-belt pulleys require the use of a properly designed set of V-belts. By
submitting the V-belts to dynamic tests, the manufacturers ensure that the lengths
of the V-belts in the set do not exceed the very small band of permissible tolerance.
For this reason, use only tested and properly configured sets. If individual V-belts
have to be replaced, the driving mechanism should be given a complete set of new
V-belts since if course used and new V-belts do not run together satisfactorily because of their different lengths (expansion). Used V-belts can, of course, be combined to produce a set.
If, because the eccentricity cannot be changed, the use of a tension pulley is inevitable, that pulley should only act on the V-belt from its inner circumference.
67.3 Air reservoir
Additional information see chapter 67.7 "Selection and arrangement of air reservoirs", page 224.
– Install the air reservoir e.g. beneath the running board since it there is less
chance of it disturbing the functionality of anything else in this position. Never
mount an air reservoir on a mudguard!
 It will then also form the lowest point in the compressed air system. Thus it is
possible to fit the piping without water pockets forming, and the system can
be drained at the most favourable location for that purpose.
67.4 Hand-brake valve
For pneumatic trailer braking when the tractor-trailer train is at a standstill.
– Install the hand brake valve as close to the hand brake lever as possible and
connect the two with the ball and socket joints.
– Set it so that in the release position the balls rest in their sockets without any
strain.
67.5 Tyre inflation connection
The tyre inflation connection should always be part of the unloader.
There are numerous unloader variants with an integrated tyre inflation connection.
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67
67.6 Testing the system
Leak test
– Fill the system up until the unloader valve shuts off.
– Shut the engine off.
– Check all connections for leaks using soap suds.
The system is considered to have no leaks if the pressure does not fall by more
than 0.2 bar within a period of 5 minutes.
– Particularly with high-pressure systems, all screw unions should be checked,
especially in the high pressure portion, after an initial warm-up and after the cutout pressure has been reached, before applying soap suds to the connections.
"Single line braking system" functionality test
– Connect a pressure gauge to the coupling head of the single line braking system (display range approx. 10 bar).
Park brake
When the hand brake is released, the trailer's pilot line must be pressurised
(pressure reading at the coupling head between 5.0 and 5.4 bar).
When the hand brake is actuated, the trailer control line must be depressurised
(pressure reading at the coupling head 0 bar).
– Readjust the linkage if necessary and secure the setting with the counternut.
Trailer control valve (961 103 ... 0)
– Ensure that the pressure gauge on the coupling head shows 5.0 to 5.4 bar
when the brake is not actuated.
– Block the tractor with its rear axle up so that you can turn the wheels freely.
– Check for whether both wheels brake evenly by actuating the parking brake and
the service brake.
 Readjust the brakes if necessary.
– Connect a gauge to the coupling head "Brake" (yellow) as well.
– Slowly push down the pedal-operated brake valves (trailer control valve and
compensator) while locked.
 At a pressure of 1.0 bar on the coupling head "Brake" (yellow), a pressure
drop of 0.5 to 2.0 bar must take place on the gauge of the coupling head "1line" (black).
At full brake application in the tractor, the pressure gauge at the black coupling must not show any pressure reading.
– Make any required corrections using the return springs on the foot brake lever.
"Dual line braking system" functionality test
– The pressure gauge connected to the coupling head of the supply line (red)
must show a pressure of between 7.0 and 8.1 bar.
– Connect a pressure gauge to the coupling head of the brake line (yellow) (display range approx. 10 bar).
Hand-brake valve
When the hand brake is released, the trailer's control line (yellow) must be
pressureless (pressure reading at the coupling head = 0 bar).
When the hand brake is tightened, the trailer's control line must be pressurised
(pressure reading at the coupling head between 7.0 and 8.1+0.2 bar).
– Readjust the linkage if necessary and secure the setting with the counternut.
Trailer control valve (961 106 ... 0)
– Make sure that the reading at the coupling head (yellow) does not show any
pressure when the brake is not actuated.
– Block the tractor with its rear axle up so that you can turn the wheels freely.
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67
– Check for whether both wheels brake evenly by actuating the parking brake and
the service brake.
 Readjust the brakes if necessary.
– Slowly push down the pedal-operated brake valves (trailer control valve and
compensator) while locked. At the same time, manually turn one rear wheel.
 As the brake starts to take effect (wheel can still be turned easily), the pressure gauge at the coupling head must show a rise in pressure of 1.5 bar.
– Make any required corrections using the return springs on the foot brake lever.
– After the performance test, the system must be inspected by the respective authorities.
67.7 Selection and arrangement of air reservoirs
Air reservoirs for the braking system
The values listed in the table below have been taken from the basis for calculation
by the VDA (German Association of the Automotive Industry) and the annex to
StVZO (German Motor Vehicle Construction and Use Regulation).
For selecting the right volume for the air reservoir, refer to the brake cylinder volume at maximum permissible stroke. It can be taken from the specifications for the
respective brake cylinders.
Operating pres- Calculated pressure [bar]
sure [bar]
Max. permissible drop in pressure
per full brake application [bar] **)
Volume of
air reservoir
Single-Line Braking System
Towing
vehicle
4.8 to 5.3
4,5
0,3
at least brake cylinder volume x 20
Towing
vehicle
6.2 to 7.3
6,0
0,7
Trailer *)
4.8 to 5.6
4,5
0,3
0,5
(piston cylinder)
(diaphragm cylinder)
Dual-line braking system
Towing
vehicle
6.2 to 7.3
6,0
0,7
Trailer
6.2 to 7.3
6,0
0,7
(piston cylinder)
(diaphragm cylinder)
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67
These values also apply to trailers fitted with a combined single and dual line braking system.
**) The permissible drop in pressure can also be computed as follows:
p1 x V1 = p2 x V2 or p2 = p1 x V1 / V2
Then Δp = p1 – p2 or Δp = p1 - p1 x V1 / V2
p1
Reservoir pressure (absolute pressure) [bar]
p2
Reservoir pressure (absolute pressure) after one full brake application [bar]
Δp Pressure drop per full brake application [bar]
V1 Reservoir volume [litres]
V2 Reservoir volume plus all volumes of a full brake application [litres]
67.8 Maintenance and operating notes for compressed air braking systems in tractortrailer trains
Compressors
– Hand-filled compressors must have their oil level checked daily . To top up, use
the same oil as for the engine. Change the oil at the same time as that of the
engine.
 The oil level shown must be between the markings on the dipstick.
Compressors with a pressure oil connection do not need to have their oil level
checked.
– Check the tension of the drive belt. Observe the respective specifications of the
vehicle manufacturer.
Air reservoir
– Drain the reservoir daily.
– Lock the trailer control valve with the compensator actuation.
– Check both units to ensure that they pivot easily.
– Oil the pivot points.
Coupling head
– Close the cover on the coupling head during runs with no trailer.
– When driving the tractor with a trailer, make sure that the sealing washers of the
coupling heads are not damaged or dirty.
– Grease the seals regularly to increase the life-span.
Load sensing valve
– Before moving off, bring the lever of the load-sensing valve into position for the
load carried.
– Check the ease of movement of the lever.
Coupling head
– Connect the coupling heads of the tractor unit after uncovering and hang the
trailer coupling heads in the holders on the towbar bracket.
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67
Air reservoir
– Drain the reservoir daily.
Weekly maintenance
– Make sure that the pressure on the gauge in the driver's cap is not more than
0.2 bar after 5 minutes with the engine stopped.
 Rectify any detected pressure loss.
– If the stroke of the brake cylinders on the trailer is 2/3 of the total stroke, the
brake needs to be readjusted.
– Make sure that the status and seat of the dust protection gaiters are good.
Quarterly maintenance
– Clean all pipe filters of the brake unit with gas and then dry them.
– Grease all moving parts and linkage on brake valves, brake cylinders and brake
linkage.
General operating information
– When a trailer is connected, do not move off until the pressure gauge shows a
reading of 5.0 bar.
– Check operation of foot and hand brakes, taking into account the condition of
the road surface: The trailer must not overrun the towing vehicle.
WARNING
Disconnecting the Trailer
– When disconnecting the trailer, always disconnect the red coupling head (supply) first. Then disconnect the yellow coupling head (control).
 This is important to prevent the trailer from unintentionally rolling away.
WARNING
Connecting the Trailer
– When connecting the trailer, always connect the yellow coupling head (brake)
first. Then disconnect the red coupling head (supply).
 This is important to prevent the trailer from unintentionally rolling away.
WARNING
226
Towing Different Trailer Vehicles
– You have a tractor with an air compression system and two trailers, one of
which has an compressed air braking system and the other an overrun brake.
For safety reasons, the tractor-trailer combination should be connected as follows:
Tractor, trailer with run-up brakes, trailer with compressed air brakes
Reason: Provided the braking system has been properly adjusted, the trailer
that uses air for its braking system has a slight advance. This means that this
trailer is braked slightly sooner than both the tractor and the trailer with the
overrun brake.
The tractor with its trailers cannot jackknife during braking!
To supply the rear trailer (the one with the air braking system) with compressed
air, the trailer with the overrun brake which runs between the tractor and the
trailer with the air brake must have an air line fitted.
Tests have proved that it is only this type of arrangement for tractor-trailer combinations which allows safe braking!
67
For the use of trailers designed to run at speeds in excess of 25 km/h., service
must be done at the intervals laid down in Annex VIII of StVZO.
CAUTION
Cleaning the devices
– At cleaning services the components of the air braking system must not be
exposed to the jet of a high-pressure cleaner.
 This could damage the devices.
67.9 Retrofit
Your new tractor and trailer vehicles can be fitted with a WABCO air pressure braking system by the factory, which gives you an optimum brake safety even off road
and increases driving comfort.
A WABCO compressed air braking system can be retrofit as well. This is worthwhile for older vehicles, even from a view of driving and operating safety.
Adaptor kits consist of original WABCO brake devices, accessories, diagrams, attachments and installation manual.
Your WABCO partner can inform you of the companies that can support you in your
retrofitting task with complete adaptor kits.
67.10 Brake calculation data sheet for agricultural and forestry vehicles
If you want to equip a trailer vehicle with a compressed air braking system at any
time, the required cylinder sizes, lever lengths and reservoir sizes must be calculated properly. This requires that you fill out the following data sheet in full.
We will perform all brake calculations that you require for registering your vehicle
with the proper authorities. Please contact your WABCO partner.
227
67
228
and transmission automation
systems supplied to the world’s
leading commercial truck, bus and
trailer manufacturers. With sales
of $2.5 billion in 2012, WABCO is
headquartered in Brussels, Belgium.
For more information, visit
www.wabco-auto.com
© 201/20143 WABCO Europe BVBA – All rights reserved – 815 010 082 3 / 10.2013
WABCO (NYSE: WBC) is a leading
global supplier of technologies
and control systems for the safety
and efficiency of commercial
vehicles. Founded nearly 150
years ago, WABCO continues to
pioneer breakthrough electronic,
mechanical and mechatronic
technologies for braking, stability

Air Braking Systems Agriculture and forestry vehicles

Transcription

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