US20140332328A1 - Railroad car hand brake release system - Google Patents
Railroad car hand brake release system Download PDFInfo
- Publication number
- US20140332328A1 US20140332328A1 US13/883,533 US201113883533A US2014332328A1 US 20140332328 A1 US20140332328 A1 US 20140332328A1 US 201113883533 A US201113883533 A US 201113883533A US 2014332328 A1 US2014332328 A1 US 2014332328A1
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- Prior art keywords
- hand brake
- release
- brake
- actuator
- hand
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
- B61H13/02—Hand or other personal actuation
- B61H13/04—Hand or other personal actuation by mechanisms incorporating toothed gearing
Definitions
- the invention relates generally to railroad cars and, more particularly to an apparatus and method for releasing a railroad car handbrake.
- the main brake system is an airbrake system.
- an air brake is a conveyance braking system actuated by compressed air.
- Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on Mar. 5, 1872. In various forms, it has been nearly universally adopted.
- the Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.
- the second type of brake employed on a railcar is a manual hand brake assembly that usually includes a relatively large, rotatable hand wheel disposed in a vertical plane and mounted on a shaft which, through a gear train, can rotate a chain drum to wind up a chain that is secured at its end remote from the chain drum to the brake rigging of the railway car.
- a manual hand brake assembly usually includes a relatively large, rotatable hand wheel disposed in a vertical plane and mounted on a shaft which, through a gear train, can rotate a chain drum to wind up a chain that is secured at its end remote from the chain drum to the brake rigging of the railway car.
- the hand brake usually includes a release lever that disengages the holding pawl so that the hand wheel shaft rotates in the opposite direction to disengage the brakes.
- Each railroad car employs one hand brake at one end of the car or two hand brakes, with one at each end of the car.
- Horvath discloses a system that operates off the main air brake pressure lines to automatically release the hand brakes when the air pressure of the train is brought up to a certain level.
- the disclosed system is a “add on” system and is not a fully integrated automated hand brake. The system still requires a manual reset and requires the presence of a release lever.
- an automatic hand brake system for a railcar that comprises a release mechanism operatively connected between an actuator and the spool gear that is turned by hand to set the hand brake.
- the actuator is operatively connected to a pressured fluid system.
- a threshold pressure When a threshold pressure is reached the actuator operates the release mechanism to release the spool gear so that the brakes are released.
- an automatic reset apparatus When there is a pressure drop, an automatic reset apparatus resets the release mechanism so that the hand brake can set.
- the pressurized fluid system is an air brake system.
- the pressurized fluid system is oil or hydraulic system or a combination of air and oil.
- a manual lever can be employed to allow manual release of the hand brake if desired.
- all of the operative elements of the release mechanism are contained in the hand brake housing.
- the release mechanism is actuated at a fluid system pressure of less than about 70 psi.
- the release mechanism is actuated at a fluid system pressure of about 30 psi to about 50 psi.
- the mechanism incorporates a permissive that permits the operator of the train, for example the engineer, to allow the release all the hand brakes on all the cars at one time.
- FIG. 1 is a front elevational view of a railcar hand brake employing the automatic release mechanism of the present invention
- FIG. 2 is a rear elevational view thereof
- FIG. 3 is a side elevational view thereof
- FIG. 4 is a diagram of an aspect of a permissive system of the present invention.
- FIG. 5 is schematic of other aspects of the permissive system of the present invention.
- the automatic brake release system is designed for the automatic releasing of all hand brakes of a railroad car system.
- the hand brake can employ many of the internal components of a standard hand brake. Representative internal components are disclosed in U.S. Pat. No. 5,469,941 to Horvath, U.S. Pat. No. 6,364,428 to Labriola et al and in Kanjo's U.S. Application No. 2008/0223669, all of which are incorporated herein by reference.
- the automatic brake release system can be based on a vertical wheel hand brake or can be employed in other in other types of hand brake systems such as double sided, release and hold and lever type hand brakes.
- the hand brake system of the present invention requires only one fluid flow line to operate.
- the brake system can optionally include a hand lever to manually disengage the brake as well.
- the release mechanism is powered from a pressurized fluid source, such as the main air brake pressure lines of the railcars.
- a pressurized fluid source such as the main air brake pressure lines of the railcars.
- other pressurized fluid systems such as hydraulic systems or a combination of hydraulic and air can be used.
- the pressure built up in the lines is used to release the railcar brake by energizing an air cylinder inside the hand brake.
- the air cylinder actuates the release mechanism to release the hand brake.
- pressure is removed, for example, if the pressure in the air brake pressure lines drops, the release mechanism is returned automatically to the initial position where an operator can turn the wheel or crank the lever to apply the hand brake.
- a check valve can be engaged to drop the pressure in the system.
- Hand brake system 10 includes a housing 12 having a front wall 14 and a back wall 16 .
- Back wall 16 is constructed so as to be mounted on the railcar, preferably at one end or the other.
- a railcar may employ one or two hand brake systems.
- Hand brake system 10 includes a brake hand wheel 29 positioned on the outside of front wall 14 of housing 12 .
- Hand wheel 29 is attached to one end of a shaft 30 .
- Shaft 30 is appropriately journaled in bearings so as to be rotatably mounted within the housing.
- an automatic brake release mechanism inside the housing comprising a ratchet and pawl mechanism 40 , pivot mechanism 42 and an actuator which, in the illustrated embodiment, is a cylinder 44 .
- One end of cylinder 44 is secured in the housing by bracket 46 .
- a cylinder shaft 48 that can move axially within the cylinder.
- Shaft 48 has a bracket 50 it is exposed end.
- Cylinder 44 includes an automatic cylinder return 51 , the function of which will be described in greater detail below. In any event, automatic cylinder return 51 can be spring loaded, fluid actuated or any acceptable design.
- Pivot mechanism 42 includes an arm 52 having a first end 54 pivotally attached to bracket 50 .
- the opposite end of arm 52 is pivotally attached to a shaft 56 that extend through front wall 14 of the housing.
- Ratchet mechanism 40 has gear 58 with peripheral, unidirectional teeth 60 .
- Gear 58 is attached to shaft 30 so as to rotate with the shaft when hand wheel 29 is turned.
- a clutch assembly 62 is associated with gear 58 and includes a detent seat 64 to engage and seat detent 56 when the ratchet mechanism is engaged.
- Clutch assembly includes pinion 66 that operatively engages a chain spool gear 68 for rotating chain drum 70 .
- gear 58 drives pinion 66 , which engages chain spool gear 68 to turn in one direction so as to apply the hand brakes through a chain 72 .
- chain 72 is operatively associated with breaks on the railcar wheels.
- Detent 57 also keeps spool gear 68 from unwinding chain when the pivot arm is in a first position and the brakes are set. This relationship is shown in solid lines in FIG. 1 .
- detent 57 is disengaged which lets gear 58 to free wheel.
- cylinder 44 actuates release by the extension of cylinder shaft 48 , it will be understood that withdrawal of the shaft could cause actuation of the system. Similarly, orientation of the actuator itself, in this case cylinder 44 , whether it is disposed horizontally or vertical, is incidental to the invention.
- Cylinder 44 is operatively attached to a source of pressurized fluid, for example a main reservoir 73 , through an air brake line 74 , as seen in FIG. 4 .
- a source of pressurized fluid for example a main reservoir 73
- air brake line 74 as seen in FIG. 4 .
- cylinder shaft 48 actuates the pivot mechanism 42 , as shown in dotted lines in FIG. 1 , to release the hand brake.
- the pressure level required to release the brakes is relatively low, about 30 and about 50 psi, which is well below the maximum 70 psi that railcar air system generally employs.
- automatic cylinder return 51 urges the pivot arm back to the engaged position so that the hand brakes can be set by turning hand wheel. This feature of the invention eliminates the need for a brakeman to manipulate the hand brake system before setting the hand brake.
- cylinder 44 only requires about 20.8 cubic inches of volume when actuated.
- the automatic hand brake only adds minimal time to pressurize railcar air system, for example, because the automatic hand brake uses minimal volume of air from the railcar brake system.
- the volume can be reduced by keeping the airlines connected from the railcar to the hand brake to a minimal diameter size and minimal length.
- the hand brake can also be operated manually.
- the system may include an optional release lever 75 .
- Lever 75 is positioned outside the housing and operatively associated with shaft 56 of the pivot mechanism. However, lever 75 is generally biased out of engagement with shaft 56 . The brakeman pushes lever 75 inward so that the lever engages shaft 56 so that the brakes can be released by rotating and actuating the lever.
- the automatic hand brake system may include an air filter to prevent contamination of the cylinder. It also includes a manual valve 76 , which will be described below, that can isolate the automatic brake release mechanism from the source of pressurized fluid so that it can be operated manually.
- the mechanism employs apparatus to permit the an operator, such as the engineer located at a remote location from the train cars, for example in the locomotive, to provide a permissive to allow release all of the hand brakes at one time.
- One embodiment comprises a plurality of pneumatic valves and associate components in line with the automatic release hand brake that measure the change of air pressure over a period of time.
- FIGS. 4 and 5 One aspect of a permissive system is illustrated in FIGS. 4 and 5 .
- cylinder 44 is connected to reservoir 73 by line 74 .
- Manual valve 76 which can be a diverting, 3 port ball valve located on the side of the rail car, can be manipulated to place the system in a manual or automatic mode of action.
- pneumatic valve assembly 78 that is normally closed.
- pneumatic valve assembly 78 which can measure and respond to a permissive signal or pneumatic logic, generally comprising a predetermined change in fluid pressure over a predetermine period of time, which allows the brake to be released.
- Valve 78 senses the permissive signal from the locomotive (or other site) and allows the hand brake to release.
- the permissive signal can be a sequence of changes in fluid pressure over a given period of time.
- the permissive signal is given by the locomotive engineer through fluid pressure to the main line that runs through all the rail cars so that all of the rail car brake systems have the same amount of change of pressure in a given amount of time, permitting release of all the hand brake systems at the same time.
- mechanism of the present invention can employ apparatus to release the hand brakes from any remote location, particularly a location that has a source of fluid under pressure.
- the apparatus can employ changes in air pressure, other fluid pressure, electronic signals, remotely operated valves, manual overrides or any other apparatus that can allow release of the hand brake from a location other than the train car.
- the system can be computer controlled and actuated as well. Hence, it should be understood that any system that permits the engineer to release the hand brakes is within the scope of the present invention.
- the source of pressurized fluid is air.
- any type of fluid may be used to actuate the mechanism, including air, hydraulic oil, combinations of air and oil or any other fluid.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
- Braking Arrangements (AREA)
Abstract
An automatic hand brake system for a railcar including a release mechanism operatively connected between an actuator and the spool gear that is turned by hand to set the hand brake. The actuator is operatively connected to a pressured fluid system. When a threshold pressure is reached the actuator operates the release mechanism to release the spool gear so that the brakes are released. When there is a pressure drop, an automatic reset apparatus resets the release mechanism so that the hand brake can set. In one aspect, the pressurized fluid system such is an air brake system. In another aspect, the pressurized fluid system is oil or hydraulic system or a combination of air and oil. An apparatus can be employed to permit release of the hand brake if desired.
Description
- This application claims the benefit of U.S. provisional application Ser. No. 61/410,457, filed Nov. 5, 2010, which is incorporated herein by reference.
- Not Applicable.
- The invention relates generally to railroad cars and, more particularly to an apparatus and method for releasing a railroad car handbrake.
- Generally, two sets of brakes are employed on a train to stop and secure the railcars in place. The main brake system is an airbrake system. On railcars, an air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on Mar. 5, 1872. In various forms, it has been nearly universally adopted. In general, the Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.
- The second type of brake employed on a railcar is a manual hand brake assembly that usually includes a relatively large, rotatable hand wheel disposed in a vertical plane and mounted on a shaft which, through a gear train, can rotate a chain drum to wind up a chain that is secured at its end remote from the chain drum to the brake rigging of the railway car. As the hand wheel is rotated in one direction, the brakes are applied and rotation of the hand wheel shaft in the opposite direction is prevented by a holding pawl which engages a ratchet wheel on the hand wheel shaft. The hand brake usually includes a release lever that disengages the holding pawl so that the hand wheel shaft rotates in the opposite direction to disengage the brakes. Each railroad car employs one hand brake at one end of the car or two hand brakes, with one at each end of the car.
- If the hand brakes are set and not properly released, generally through inadvertence, the railroad car is pulled without the wheels turning such that the wheels are dragged along the rails, causing damage to the brake system, the wheels and to the rails. This is a dangerous and condition. Furthermore, the damage to the railroad cars and rails is very expensive to repair.
- Various systems for releasing the hand brakes have been devised. One example is disclosed in U.S. Pat. No. 5,469,941 to Horvath, which is incorporated herein by reference. Horvath discloses a system that operates off the main air brake pressure lines to automatically release the hand brakes when the air pressure of the train is brought up to a certain level. However, the disclosed system is a “add on” system and is not a fully integrated automated hand brake. The system still requires a manual reset and requires the presence of a release lever.
- It would be advantageous, therefore, to have a fully integrated, automated hand brake system that does not require manual reset or a conventional manual release lever.
- Briefly stated, an automatic hand brake system for a railcar that comprises a release mechanism operatively connected between an actuator and the spool gear that is turned by hand to set the hand brake. The actuator is operatively connected to a pressured fluid system. When a threshold pressure is reached the actuator operates the release mechanism to release the spool gear so that the brakes are released. When there is a pressure drop, an automatic reset apparatus resets the release mechanism so that the hand brake can set. In one aspect, the pressurized fluid system is an air brake system. In another aspect, the pressurized fluid system is oil or hydraulic system or a combination of air and oil.
- In another aspect of the invention, a manual lever can be employed to allow manual release of the hand brake if desired.
- In one aspect, all of the operative elements of the release mechanism are contained in the hand brake housing.
- In another aspect of the invention, the release mechanism is actuated at a fluid system pressure of less than about 70 psi.
- In another aspect of the invention, the release mechanism is actuated at a fluid system pressure of about 30 psi to about 50 psi.
- In another aspect of the invention, the mechanism incorporates a permissive that permits the operator of the train, for example the engineer, to allow the release all the hand brakes on all the cars at one time.
-
FIG. 1 is a front elevational view of a railcar hand brake employing the automatic release mechanism of the present invention -
FIG. 2 is a rear elevational view thereof; -
FIG. 3 is a side elevational view thereof; -
FIG. 4 is a diagram of an aspect of a permissive system of the present invention; and -
FIG. 5 is schematic of other aspects of the permissive system of the present invention. - In general, the automatic brake release system is designed for the automatic releasing of all hand brakes of a railroad car system. The hand brake can employ many of the internal components of a standard hand brake. Representative internal components are disclosed in U.S. Pat. No. 5,469,941 to Horvath, U.S. Pat. No. 6,364,428 to Labriola et al and in Kanjo's U.S. Application No. 2008/0223669, all of which are incorporated herein by reference. The automatic brake release system can be based on a vertical wheel hand brake or can be employed in other in other types of hand brake systems such as double sided, release and hold and lever type hand brakes.
- The hand brake system of the present invention requires only one fluid flow line to operate. The brake system can optionally include a hand lever to manually disengage the brake as well.
- The release mechanism is powered from a pressurized fluid source, such as the main air brake pressure lines of the railcars. However, other pressurized fluid systems such as hydraulic systems or a combination of hydraulic and air can be used. In one embodiment, the pressure built up in the lines is used to release the railcar brake by energizing an air cylinder inside the hand brake. The air cylinder actuates the release mechanism to release the hand brake. When pressure is removed, for example, if the pressure in the air brake pressure lines drops, the release mechanism is returned automatically to the initial position where an operator can turn the wheel or crank the lever to apply the hand brake. In one embodiment, a check valve can be engaged to drop the pressure in the system.
- Referring to the drawing figures, the automatic hand brake system of the present invention is indicated generally by
reference number 10.Hand brake system 10 includes ahousing 12 having afront wall 14 and aback wall 16.Back wall 16 is constructed so as to be mounted on the railcar, preferably at one end or the other. A railcar may employ one or two hand brake systems. In any event, it will be appreciated that most of the operative elements of the hand brake system are contained withinhousing 12 to protect the system from dirt, debris and weather.Hand brake system 10 includes abrake hand wheel 29 positioned on the outside offront wall 14 ofhousing 12.Hand wheel 29 is attached to one end of ashaft 30.Shaft 30 is appropriately journaled in bearings so as to be rotatably mounted within the housing. - There is an automatic brake release mechanism inside the housing comprising a ratchet and
pawl mechanism 40,pivot mechanism 42 and an actuator which, in the illustrated embodiment, is acylinder 44. One end ofcylinder 44 is secured in the housing bybracket 46. There is acylinder shaft 48 that can move axially within the cylinder.Shaft 48 has abracket 50 it is exposed end.Cylinder 44 includes anautomatic cylinder return 51, the function of which will be described in greater detail below. In any event,automatic cylinder return 51 can be spring loaded, fluid actuated or any acceptable design.Pivot mechanism 42 includes anarm 52 having afirst end 54 pivotally attached tobracket 50. The opposite end ofarm 52 is pivotally attached to ashaft 56 that extend throughfront wall 14 of the housing. There is adetent 57 onarm 52 adjacent the attachment toshaft 56. -
Ratchet mechanism 40 hasgear 58 with peripheral,unidirectional teeth 60.Gear 58 is attached toshaft 30 so as to rotate with the shaft whenhand wheel 29 is turned. Aclutch assembly 62 is associated withgear 58 and includes adetent seat 64 to engage andseat detent 56 when the ratchet mechanism is engaged. Clutch assembly includespinion 66 that operatively engages achain spool gear 68 for rotatingchain drum 70. For example, whenratchet mechanism 40 is engaged,gear 58drives pinion 66, which engageschain spool gear 68 to turn in one direction so as to apply the hand brakes through achain 72. As known to the art,chain 72 is operatively associated with breaks on the railcar wheels.Detent 57 also keepsspool gear 68 from unwinding chain when the pivot arm is in a first position and the brakes are set. This relationship is shown in solid lines inFIG. 1 . When the pivot arm is urged to a second position, as illustrated in dotted lines inFIG. 1 ,detent 57 is disengaged which letsgear 58 to free wheel. - Although as illustrated
cylinder 44 actuates release by the extension ofcylinder shaft 48, it will be understood that withdrawal of the shaft could cause actuation of the system. Similarly, orientation of the actuator itself, in thiscase cylinder 44, whether it is disposed horizontally or vertical, is incidental to the invention. -
Cylinder 44 is operatively attached to a source of pressurized fluid, for example amain reservoir 73, through anair brake line 74, as seen inFIG. 4 . When the system is pressurized,cylinder shaft 48 actuates thepivot mechanism 42, as shown in dotted lines inFIG. 1 , to release the hand brake. In general, the pressure level required to release the brakes is relatively low, about 30 and about 50 psi, which is well below the maximum 70 psi that railcar air system generally employs. When the system pressure drops in the cylinder,automatic cylinder return 51 urges the pivot arm back to the engaged position so that the hand brakes can be set by turning hand wheel. This feature of the invention eliminates the need for a brakeman to manipulate the hand brake system before setting the hand brake. - In one embodiment,
cylinder 44 only requires about 20.8 cubic inches of volume when actuated. Hence, the automatic hand brake only adds minimal time to pressurize railcar air system, for example, because the automatic hand brake uses minimal volume of air from the railcar brake system. The volume can be reduced by keeping the airlines connected from the railcar to the hand brake to a minimal diameter size and minimal length. - The hand brake can also be operated manually. As seen in
FIG. 2 , the system may include an optional release lever 75. Lever 75 is positioned outside the housing and operatively associated withshaft 56 of the pivot mechanism. However, lever 75 is generally biased out of engagement withshaft 56. The brakeman pushes lever 75 inward so that the lever engagesshaft 56 so that the brakes can be released by rotating and actuating the lever. - The automatic hand brake system may include an air filter to prevent contamination of the cylinder. It also includes a
manual valve 76, which will be described below, that can isolate the automatic brake release mechanism from the source of pressurized fluid so that it can be operated manually. - In one aspect of the invention, the mechanism employs apparatus to permit the an operator, such as the engineer located at a remote location from the train cars, for example in the locomotive, to provide a permissive to allow release all of the hand brakes at one time. One embodiment comprises a plurality of pneumatic valves and associate components in line with the automatic release hand brake that measure the change of air pressure over a period of time. One aspect of a permissive system is illustrated in
FIGS. 4 and 5 . As discussed above,cylinder 44 is connected toreservoir 73 byline 74.Manual valve 76, which can be a diverting, 3 port ball valve located on the side of the rail car, can be manipulated to place the system in a manual or automatic mode of action. There is apneumatic valve assembly 78 that is normally closed. However,pneumatic valve assembly 78 which can measure and respond to a permissive signal or pneumatic logic, generally comprising a predetermined change in fluid pressure over a predetermine period of time, which allows the brake to be released.Valve 78 senses the permissive signal from the locomotive (or other site) and allows the hand brake to release. The permissive signal can be a sequence of changes in fluid pressure over a given period of time. In one example, the permissive signal is given by the locomotive engineer through fluid pressure to the main line that runs through all the rail cars so that all of the rail car brake systems have the same amount of change of pressure in a given amount of time, permitting release of all the hand brake systems at the same time. It will be understood, however, that mechanism of the present invention can employ apparatus to release the hand brakes from any remote location, particularly a location that has a source of fluid under pressure. The apparatus can employ changes in air pressure, other fluid pressure, electronic signals, remotely operated valves, manual overrides or any other apparatus that can allow release of the hand brake from a location other than the train car. The system can be computer controlled and actuated as well. Hence, it should be understood that any system that permits the engineer to release the hand brakes is within the scope of the present invention. - It will be noted that in one illustrative embodiment of the invention the source of pressurized fluid is air. However, it will be recognized that any type of fluid may be used to actuate the mechanism, including air, hydraulic oil, combinations of air and oil or any other fluid.
- The foregoing description and the accompanying drawings are intended to be illustrative and should not be construed in a limiting sense.
Claims (18)
1. A hand brake system for a railcar comprising:
a brake release mechanism operatively connected between an actuator and a spool gear, said actuator being operatively connected to a pressurized fluid system such that the actuator operates the release mechanism to release the spool gear and hence a hand brake when a threshold fluid pressure is reached.
2. The hand brake system of claim 1 wherein the brake release mechanism further comprises a pivot mechanism between the actuator and the spool gear.
3. The hand brake system of claim 2 wherein the actuator is pivotally connected to the pivot mechanism and the pivot mechanism is operatively associated with a ratchet mechanism.
4. The hand brake system of claim 1 wherein the actuator is a pneumatic cylinder.
5. The hand brake system of claim 1 further comprising an automatic reset apparatus to reset the brake release mechanism when the fluid pressure in the pressurized fluid system drops so that a hand brake can set.
6. The hand brake system of claim 1 wherein the pressurized fluid system is an air brake system.
7. The hand brake system of claim 1 wherein the pressurized fluid system is a pressurized oil system.
8. The hand brake system of claim 1 wherein the pressurized fluid system is a combination of an air and a hydraulic system.
9. The hand brake system of claim 1 further comprising a manual lever that can be engaged for manual release of a hand brake.
10. The hand brake system of claim 1 wherein the release mechanism is actuated at a fluid system pressure of less than about 70 psi.
11. The hand brake system of claim 1 wherein the release mechanism is actuated at a fluid system pressure of about 30 psi to about 50 psi.
12. The hand brake system of claim 1 further comprising a release to permit release the hand brake from a remote location.
13. The hand brake system of claim 12 wherein the release is a pneumatically actuated release.
14. An automatic hand brake system for a railcar comprising:
a housing;
a brake release mechanism, an actuator and a spool gear within the housing, the spool gear operatively associated with a railcar hand brake, said brake release mechanism being operatively connected between the actuator and the spool gear, said actuator being operatively connected to a pressurized fluid system such that the actuator operates the brake release mechanism to release the spool gear and hence the hand brake when a threshold pressure is reached; and
an automatic reset apparatus within the housing to reset the brake release mechanism when the fluid pressure in the pressurized fluid system drops so that the hand brake can set.
15. The automatic hand brake system of claim 14 further comprising apparatus that permits release of the hand brake from a remote location.
16. The automatic hand brake system of claim 15 wherein the apparatus that permits release is pneumatically actuated apparatus.
17. An automatic hand brake system for a railcar comprising:
a housing;
a brake release mechanism, an actuator and a spool gear within the housing, the spool gear operatively connected to a hand brake, said brake release mechanism being operatively connected between the actuator and the spool gear, said actuator being operatively connected to a pressurized fluid system such that the actuator operates the brake release mechanism to release the spool gear and hence the hand brake when a threshold pressure is reached;
an automatic reset apparatus within the housing to reset the brake release mechanism when the fluid pressure in the pressurized fluid system drops so that the hand brake can set; and
an apparatus that permits release of the hand brake from a remote location.
18. The automatic hand brake system of claim 17 wherein the apparatus that permits release is pneumatically actuated apparatus.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US13/883,533 US20140332328A1 (en) | 2010-11-05 | 2011-11-04 | Railroad car hand brake release system |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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US41045710P | 2010-11-05 | 2010-11-05 | |
PCT/US2011/059261 WO2012061671A2 (en) | 2010-11-05 | 2011-11-04 | Railroad car hand brake release system |
US13/883,533 US20140332328A1 (en) | 2010-11-05 | 2011-11-04 | Railroad car hand brake release system |
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US20140332328A1 true US20140332328A1 (en) | 2014-11-13 |
Family
ID=46025125
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US13/883,533 Abandoned US20140332328A1 (en) | 2010-11-05 | 2011-11-04 | Railroad car hand brake release system |
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US (1) | US20140332328A1 (en) |
WO (1) | WO2012061671A2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20160200296A1 (en) * | 2015-01-14 | 2016-07-14 | New York Air Brake, LLC | Integrated system for a powered handbrake on a locomotive |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
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US9842152B2 (en) | 2014-02-19 | 2017-12-12 | Snowflake Computing, Inc. | Transparent discovery of semi-structured data schema |
GB2583403B (en) * | 2020-02-14 | 2021-08-18 | Lancereal Ltd | A brake assembly for a rail vehicle |
Citations (5)
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US5286102A (en) * | 1991-08-13 | 1994-02-15 | Akebono Brake Industry Co., Ltd. | Brake control device |
US20020017439A1 (en) * | 2000-04-04 | 2002-02-14 | Hill John L. | Brake system and method |
US6709068B2 (en) * | 2001-08-17 | 2004-03-23 | Westinghouse Air Brake Technologies Corporation | Automatic set and release hand brake pneumatic circuit design II/automatic application function |
US7156471B2 (en) * | 2004-10-28 | 2007-01-02 | Wabtec Holding Corp. | Two-stage cylinder for applying automatic set and release hand brake |
US8794717B2 (en) * | 2009-11-10 | 2014-08-05 | New York Air Brake Corporation | Automatic release hand brake control system |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
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US5469941A (en) * | 1994-02-07 | 1995-11-28 | James T. Williamson | Automatic handbrake release system for a railroad car |
US6179093B1 (en) * | 1998-09-18 | 2001-01-30 | Westinghouse Air Brake Company | Power source activated handbrake release mechanism |
US6789855B2 (en) * | 2002-09-17 | 2004-09-14 | Westinghouse Air Brake Technologies Corporation | Automatic set and release hand brake |
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2011
- 2011-11-04 US US13/883,533 patent/US20140332328A1/en not_active Abandoned
- 2011-11-04 WO PCT/US2011/059261 patent/WO2012061671A2/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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US5286102A (en) * | 1991-08-13 | 1994-02-15 | Akebono Brake Industry Co., Ltd. | Brake control device |
US20020017439A1 (en) * | 2000-04-04 | 2002-02-14 | Hill John L. | Brake system and method |
US6709068B2 (en) * | 2001-08-17 | 2004-03-23 | Westinghouse Air Brake Technologies Corporation | Automatic set and release hand brake pneumatic circuit design II/automatic application function |
US7156471B2 (en) * | 2004-10-28 | 2007-01-02 | Wabtec Holding Corp. | Two-stage cylinder for applying automatic set and release hand brake |
US8794717B2 (en) * | 2009-11-10 | 2014-08-05 | New York Air Brake Corporation | Automatic release hand brake control system |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20160200296A1 (en) * | 2015-01-14 | 2016-07-14 | New York Air Brake, LLC | Integrated system for a powered handbrake on a locomotive |
US9758136B2 (en) * | 2015-01-14 | 2017-09-12 | New York Air Brake, LLC | Integrated system for a powered handbrake on a locomotive |
Also Published As
Publication number | Publication date |
---|---|
WO2012061671A3 (en) | 2012-08-16 |
WO2012061671A2 (en) | 2012-05-10 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |