CA2689530A1 - Brake for a rail vehicle - Google Patents
Brake for a rail vehicle Download PDFInfo
- Publication number
- CA2689530A1 CA2689530A1 CA2689530A CA2689530A CA2689530A1 CA 2689530 A1 CA2689530 A1 CA 2689530A1 CA 2689530 A CA2689530 A CA 2689530A CA 2689530 A CA2689530 A CA 2689530A CA 2689530 A1 CA2689530 A1 CA 2689530A1
- Authority
- CA
- Canada
- Prior art keywords
- cable
- rail vehicle
- actuator
- sheath
- inner section
- Prior art date
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
- B60T11/046—Using cables
-
- 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
Abstract
Disclosed is a hand brake mechanism for a rail vehicle. The hand brake is operated by rotation of one of a pair of hand wheels (70,75). Rotation of the hand wheel causes rotation of a screw (62) within brake actuator (60), which in turn moves a nut (66) in a linear manner. Movement of the nut causes a pair of cables (40 and 50) to operate two wheel brake mechanisms (30), one on each wheel of an axle (20). Cable (50) is operated by pushing or pulling its inner part (54) whereas cable (40) is operated by pushing or pulling its outer sheath (42) while its inner part (44) is held at the actuator (60). This action causes a corresponding pushing or pulling at the cable's brake mechanism end.
Description
Brake for a rail vehicle This invention relates to a brake for a rail vehicle, particularly but not exclusively a hand brake which can be operated by a handwheel.
Conventionally hand brakes use a system of= levers to apply a friction pad to the brakes of a rail vehicle, such as a goods wagon. One example of such a known mechanism is disclosed in US published patent application US2005034933.
Regulations, at least in the UK, dictate that hand brakes should be applied using a handwheel and that each wagon should have its own hand brake. Known levers connected to such handwheels wear during use, which results in an increase number of turns to apply the hand brake. Applying hand brakes to many wagons is time consuming and increasing the number of turns to apply the hand brake increases this time considerably Additionally, mechanical linkages need constant maintenance and often 15, become damaged or corroded in use, necessitating frequent repair. Such maintenance and repair is awkward when, as is usually the case, the linkages are inboard of the wheels.
Embodiments of the present invention address the problems mentioned above.
According to a first aspect the present invention consists in a rail vehicle brake apparatus including at least one cable and an actuator, the or each cable having an inner section and an outer sheath moveable relative to the inner section, the or each cable being connected, at an actuator end, to said actuator, and connectable at a brake end, to a rail vehicle wheel brake mechanism, an CONFIRMATION COPY
element of the actuator being rotatable about - an axis to cause relative substantially linear movement between the inner section and the sheath of the or each cable, in the direction of the axis, for operating the brake mechanism.
In this way there can be movement of the brake mechanism without intervening lever movements between the actuator and the brake mechanism.
Consequently there are no non-linear losses in movement. The inner section of the cable and/or the outer sheath may be rigid in the direction of movement, and may be resilient laterally to the direction of movement.
In an embodiment said at least one cable comprises first and second separate cables each connectable at said brake ends to separate brake mechanisms and wherein, at the actuator ends, they approach the actuator from opposing directions.
Preferably the actuator comprises a screw and a complementary nut and said element is the screw or nut, relative rotation of which causing substantially linear movement in_said axis, one of the screw or nut being operably connected to an inner section of the first cable and to a sheath of the second of the cables, at said actuator ends.
When the apparatus is arranged as mentioned immediately above, said linear movement results in a pulling of the inner section of the first cable relative to its sheath and in a pushing of the sheath of the second cable relative to its inner section. In each cable of the pair, at the,actuator end of each cable, the distance between the end of the inner section and its respective sheath is caused to increase and this results in a pulling of the inner section relative to the sheath at the brake ends. This pulling can be used to apply the brakes.
CONFIRMATION COPY
Conventionally hand brakes use a system of= levers to apply a friction pad to the brakes of a rail vehicle, such as a goods wagon. One example of such a known mechanism is disclosed in US published patent application US2005034933.
Regulations, at least in the UK, dictate that hand brakes should be applied using a handwheel and that each wagon should have its own hand brake. Known levers connected to such handwheels wear during use, which results in an increase number of turns to apply the hand brake. Applying hand brakes to many wagons is time consuming and increasing the number of turns to apply the hand brake increases this time considerably Additionally, mechanical linkages need constant maintenance and often 15, become damaged or corroded in use, necessitating frequent repair. Such maintenance and repair is awkward when, as is usually the case, the linkages are inboard of the wheels.
Embodiments of the present invention address the problems mentioned above.
According to a first aspect the present invention consists in a rail vehicle brake apparatus including at least one cable and an actuator, the or each cable having an inner section and an outer sheath moveable relative to the inner section, the or each cable being connected, at an actuator end, to said actuator, and connectable at a brake end, to a rail vehicle wheel brake mechanism, an CONFIRMATION COPY
element of the actuator being rotatable about - an axis to cause relative substantially linear movement between the inner section and the sheath of the or each cable, in the direction of the axis, for operating the brake mechanism.
In this way there can be movement of the brake mechanism without intervening lever movements between the actuator and the brake mechanism.
Consequently there are no non-linear losses in movement. The inner section of the cable and/or the outer sheath may be rigid in the direction of movement, and may be resilient laterally to the direction of movement.
In an embodiment said at least one cable comprises first and second separate cables each connectable at said brake ends to separate brake mechanisms and wherein, at the actuator ends, they approach the actuator from opposing directions.
Preferably the actuator comprises a screw and a complementary nut and said element is the screw or nut, relative rotation of which causing substantially linear movement in_said axis, one of the screw or nut being operably connected to an inner section of the first cable and to a sheath of the second of the cables, at said actuator ends.
When the apparatus is arranged as mentioned immediately above, said linear movement results in a pulling of the inner section of the first cable relative to its sheath and in a pushing of the sheath of the second cable relative to its inner section. In each cable of the pair, at the,actuator end of each cable, the distance between the end of the inner section and its respective sheath is caused to increase and this results in a pulling of the inner section relative to the sheath at the brake ends. This pulling can be used to apply the brakes.
CONFIRMATION COPY
In a particularly preferred embodiment, the screw is rotatable within a fixed support and the nut is slidably held in the support on the screw. More particularly, the nut is operably connected to the inner section of the first cable and to the sheath of the second cable. Furthermore the sheath of the first cable and the inner section of the second cable are held by the fixed support. The inner section of the first cable and to the sheath of the second cable may be held on either side of the screw by a yoke which may be pivotally mounted to the nut about a pivot axis which may be approximately normal the axis of rotation of the screw.
In a particularly preferred embodiment the screw is in rotational communication with at least one hand wheel. Preferably said at least one hand wheel includes to wheels one of which includes means between the wheel and.
screw for reversing the sense of rotation. Thus when a pair of wheels are used, one on each side of a wagon, the rotation direction, for example clockwise, for applying the brakes is the same on each side of the wagon.
Preferably the brake apparatus includes an indicator to show the state of the brakes, for example, on or off..
Although the invention has been outlined above it is to be understood that it includes any novel features or any novel combination of features herein, whether or not such features are described herein in that combination.
The invention may be performed in various ways and a specific embodiment will now be described, by way of example, with reference to the accompanying drawings, wherein:
Figure 1 shows a simplified schematic representation of a. hand brake for.
CONFIRMATION COPY
In a particularly preferred embodiment the screw is in rotational communication with at least one hand wheel. Preferably said at least one hand wheel includes to wheels one of which includes means between the wheel and.
screw for reversing the sense of rotation. Thus when a pair of wheels are used, one on each side of a wagon, the rotation direction, for example clockwise, for applying the brakes is the same on each side of the wagon.
Preferably the brake apparatus includes an indicator to show the state of the brakes, for example, on or off..
Although the invention has been outlined above it is to be understood that it includes any novel features or any novel combination of features herein, whether or not such features are described herein in that combination.
The invention may be performed in various ways and a specific embodiment will now be described, by way of example, with reference to the accompanying drawings, wherein:
Figure 1 shows a simplified schematic representation of a. hand brake for.
CONFIRMATION COPY
a railway wagon; and Figures 2a and 2b show views of a hand brake and bogie assembly.
Figure 1 shoWs a simplified schematic representation of a hand brake mechanism. A railway bogie 10 is supported, in part, by an axle 20. The axle has a hand brake lever mechanism 30 on each wheel 22 of the axle 20. In this simplified drawing each lever mechanism includes a brake pad 32, a bell crank 34 and a cable support 36. The lever mechanism is operated by two cables 40 and 50 which are in turn operated by a hand brake actuator 60. The actuator is driven by one of two handwheels 70, 75 on either side of the bogie 10, such that turning of either handwheel in the direction of the arrows A causes -the application of the brakes at the wheels 22, and. turning of the handwheels in the opposite direction releases the brakes.
Actuator 60 has a screw 62 which is rotatably held in a support 64. The screw is, in this instance, in direct rotary communication with handwhee1.70 and is geared to handwheel 75 so that the rotation from the handwheel 75 is reversed, to give the same sense of rotation on each side of the wagon.
Rotation i of the screw causes a nut 66 to move linearly, in the direction of arrow B
when the handwheels are turned in the direction of arrow A, and in the reverse direction when the handwheel rotation is reversed. A yoke 68 is pivotably connected to the nut 66 at a pivot point 67 and the linear movement of the nut 66 causes movement of elements of the cables 40 and 50.
On one side of the screw 62 an inner part 54 of cable 50 is connect to the yoke 68, and an outer sheath 52 of the cable is fixed at support 64. Movement of the nut 66 plus yoke 68 causes the inner part 54 to be pulled in relation to the CONFIRMATION COPY
sheath and such action causes the corresponding brake mechanism to force the brake pad against the wheel 22.
On the other side of the screw 62 the sheath 42 of cable 40 is fixed to the yoke 68 whilst the end of the inner part 44 of the cable is attached to the support 5 64 as shown. Movement of the yoke 68 in the direction of arrow B causes the distance between the sheath-bearing yoke 68 and the end of the inner part 44 of cable 40 to increase. This movement of the sheath 42 relative to the fixed inner part 44 causes a corresponding shortening of the distance between the end of the inner part 44 and the sheath at the other end of the cable, which shortening applies the brake to the wheel 22.
Figures 2a and 2b show the hand brake of Figure 1 in more detail when assembled with a railway bogie. Like reference numerals in Figure 1 and 2a/2b refer to like parts. In figures 2a and 2b, on/off indicators 80 are illustrated which are activated by further cables 82 mounted to hand brake mechanisms 30. It is evident from Figures 2a and 2b that there are no intervening lever mechanisms between the actuator 60 and the brake mechanisms 30. Thus, only linear movements take place between the actuator 60 and the brake mechanisms 30.
This linear movement is achieved by pushing and pulling of the cables 40 & 50.
The cables are rigid in the direction of movement i.e. when pushed or pulled -but also laterally resilient so that they can be routed in a non-linear path as shown.
One embodiment only has been described and illustrated but modifications, alternatives, variants etc will be apparent to the skilled addressee.
CONFIRMATION COPY
Figure 1 shoWs a simplified schematic representation of a hand brake mechanism. A railway bogie 10 is supported, in part, by an axle 20. The axle has a hand brake lever mechanism 30 on each wheel 22 of the axle 20. In this simplified drawing each lever mechanism includes a brake pad 32, a bell crank 34 and a cable support 36. The lever mechanism is operated by two cables 40 and 50 which are in turn operated by a hand brake actuator 60. The actuator is driven by one of two handwheels 70, 75 on either side of the bogie 10, such that turning of either handwheel in the direction of the arrows A causes -the application of the brakes at the wheels 22, and. turning of the handwheels in the opposite direction releases the brakes.
Actuator 60 has a screw 62 which is rotatably held in a support 64. The screw is, in this instance, in direct rotary communication with handwhee1.70 and is geared to handwheel 75 so that the rotation from the handwheel 75 is reversed, to give the same sense of rotation on each side of the wagon.
Rotation i of the screw causes a nut 66 to move linearly, in the direction of arrow B
when the handwheels are turned in the direction of arrow A, and in the reverse direction when the handwheel rotation is reversed. A yoke 68 is pivotably connected to the nut 66 at a pivot point 67 and the linear movement of the nut 66 causes movement of elements of the cables 40 and 50.
On one side of the screw 62 an inner part 54 of cable 50 is connect to the yoke 68, and an outer sheath 52 of the cable is fixed at support 64. Movement of the nut 66 plus yoke 68 causes the inner part 54 to be pulled in relation to the CONFIRMATION COPY
sheath and such action causes the corresponding brake mechanism to force the brake pad against the wheel 22.
On the other side of the screw 62 the sheath 42 of cable 40 is fixed to the yoke 68 whilst the end of the inner part 44 of the cable is attached to the support 5 64 as shown. Movement of the yoke 68 in the direction of arrow B causes the distance between the sheath-bearing yoke 68 and the end of the inner part 44 of cable 40 to increase. This movement of the sheath 42 relative to the fixed inner part 44 causes a corresponding shortening of the distance between the end of the inner part 44 and the sheath at the other end of the cable, which shortening applies the brake to the wheel 22.
Figures 2a and 2b show the hand brake of Figure 1 in more detail when assembled with a railway bogie. Like reference numerals in Figure 1 and 2a/2b refer to like parts. In figures 2a and 2b, on/off indicators 80 are illustrated which are activated by further cables 82 mounted to hand brake mechanisms 30. It is evident from Figures 2a and 2b that there are no intervening lever mechanisms between the actuator 60 and the brake mechanisms 30. Thus, only linear movements take place between the actuator 60 and the brake mechanisms 30.
This linear movement is achieved by pushing and pulling of the cables 40 & 50.
The cables are rigid in the direction of movement i.e. when pushed or pulled -but also laterally resilient so that they can be routed in a non-linear path as shown.
One embodiment only has been described and illustrated but modifications, alternatives, variants etc will be apparent to the skilled addressee.
CONFIRMATION COPY
Claims (12)
1. A rail vehicle brake apparatus comprising at least one cable and an actuator, the or each cable having an inner section and an outer sheath moveable relative to the inner section, the or each cable being connected, at an actuator end, to said actuator, and connectable at a brake end, to a rail vehicle wheel brake mechanism, an element of the actuator being rotatable about an axis to cause relative substantially linear movement between the inner section and the sheath of the or each cable, in the direction of the axis, for operating the brake mechanism.
2. A rail vehicle brake apparatus as claimed in claim 1 wherein there is no lever mechanism between the actuator and the brake end of the or each cable.
3. A rail vehicle brake apparatus as claimed in claim 1 or 2 wherein said at least one cable comprises first and second separate cables each connectable at said brake ends to separate brake mechanisms and wherein, at the actuator ends, they approach the actuator from opposing directions.
4. A rail vehicle brake apparatus as claimed in claim 1,2 or 3 wherein the actuator comprises a screw and a complementary nut and said element is the screw or nut, relative rotation of which causes substantially linear movement in said axis, one of the screw or nut being operably connected to an inner section of the first cable and to a sheath of the second of the cables, at said actuator ends.
5. A rail vehicle brake apparatus as claimed in claim 4 wherein said linear movement results in a pulling of the inner section of the first cable relative to it's sheath and in a pushing of the sheath of the second cable relative to its inner section, such that, in each cable of the pair, at the actuator end of each cable, the distance between the end of the inner section and its respective sheath is caused to increase and this results in a pulling of the inner section relative to the sheath at the brake ends.
6. A rail vehicle brake apparatus as claimed in claim 4 or 5 wherein the screw is rotatable within a fixed support and the nut is slidably held in the support on the screw.
7. A rail vehicle brake apparatus as claimed in claim 6 wherein the nut is operably connected to the inner section of the first cable and to the sheath of the second cable.
8. A rail vehicle brake apparatus as claimed in claim 7 wherein the sheath of the first cable and the inner section of the second cable are held by the fixed support.
9. A rail vehicle brake apparatus as claimed in claim 8 wherein the inner section of the first cable and to the sheath of the second cable are held on either side of the screw by a yoke which is pivotally mounted to the nut about a pivot axis which may be approximately normal the axis of rotation of the screw.
10. A rail vehicle brake apparatus as claimed in claim 4 or any claim dependent on claim 4 wherein the screw is in rotational communication with at least one hand wheel.
11. A rail vehicle brake apparatus as claimed in claim 10 wherein said at least one hand wheel comprises two wheels, one of which includes means between the wheel and screw for reversing the sense of rotation.
12. A rail vehicle brake apparatus as claimed in any one preceding claim further including an indicator to show the state of the brakes , for example, on or off.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0713270A GB0713270D0 (en) | 2007-07-09 | 2007-07-09 | Brake for a rail vehicle |
| GB0713270.7 | 2007-07-09 | ||
| US95905507P | 2007-07-11 | 2007-07-11 | |
| US60/959,055 | 2007-07-11 | ||
| PCT/GB2008/002267 WO2009007682A1 (en) | 2007-07-09 | 2008-06-30 | Brake for a rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2689530A1 true CA2689530A1 (en) | 2009-01-15 |
Family
ID=38440623
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2689530A Abandoned CA2689530A1 (en) | 2007-07-09 | 2008-06-30 | Brake for a rail vehicle |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP2162329A1 (en) |
| AU (1) | AU2008273909A1 (en) |
| BR (1) | BRPI0814504A2 (en) |
| CA (1) | CA2689530A1 (en) |
| GB (1) | GB0713270D0 (en) |
| WO (1) | WO2009007682A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| UA116581C2 (en) * | 2013-10-02 | 2018-04-10 | Уобтек Холдінг Корп. | Manual brake release mechanism for rail vehicles |
| CN105946892B (en) * | 2016-05-05 | 2018-07-27 | 中铁十二局集团第三工程有限公司 | A kind of automatic railroad track trolley of formula in brake |
| RU186020U1 (en) * | 2017-12-15 | 2018-12-26 | Общество с ограниченной ответственностью "Всесоюзный научно-исследовательский центр транспортных технологий" | DRIVE MANUAL PARKING BRAKE OF RAIL VEHICLE |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2609445C3 (en) * | 1976-03-06 | 1979-04-12 | Knorr-Bremse Gmbh, 8000 Muenchen | Disc brake device for rail vehicles |
| US4793449A (en) * | 1987-10-28 | 1988-12-27 | Thrall Car Manufacturing Company | Railraod truck braking system |
| DE4240007A1 (en) * | 1992-11-27 | 1994-06-01 | Knorr Bremse Ag | Actuator for parking brakes on rail vehicles |
-
2007
- 2007-07-09 GB GB0713270A patent/GB0713270D0/en not_active Ceased
-
2008
- 2008-06-30 BR BRPI0814504-0A2A patent/BRPI0814504A2/en not_active Application Discontinuation
- 2008-06-30 WO PCT/GB2008/002267 patent/WO2009007682A1/en active Application Filing
- 2008-06-30 AU AU2008273909A patent/AU2008273909A1/en not_active Abandoned
- 2008-06-30 CA CA2689530A patent/CA2689530A1/en not_active Abandoned
- 2008-06-30 EP EP08775817A patent/EP2162329A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| GB0713270D0 (en) | 2007-08-15 |
| EP2162329A1 (en) | 2010-03-17 |
| BRPI0814504A2 (en) | 2015-02-03 |
| AU2008273909A1 (en) | 2009-01-15 |
| WO2009007682A1 (en) | 2009-01-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20110630 |