EP1529710B1 - Frein à main à serrage et desserrage automatique - Google Patents

Frein à main à serrage et desserrage automatique Download PDF

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Publication number
EP1529710B1
EP1529710B1 EP03292752A EP03292752A EP1529710B1 EP 1529710 B1 EP1529710 B1 EP 1529710B1 EP 03292752 A EP03292752 A EP 03292752A EP 03292752 A EP03292752 A EP 03292752A EP 1529710 B1 EP1529710 B1 EP 1529710B1
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EP
European Patent Office
Prior art keywords
ratchet
operating
hand brake
drive arm
application
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.)
Expired - Lifetime
Application number
EP03292752A
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German (de)
English (en)
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EP1529710A1 (fr
Inventor
Robert A. Herron
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Westinghouse Air Brake Technologies Corp
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Westinghouse Air Brake Technologies Corp
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Publication date
Application filed by Westinghouse Air Brake Technologies Corp filed Critical Westinghouse Air Brake Technologies Corp
Priority to EP03292752A priority Critical patent/EP1529710B1/fr
Priority to AT03292752T priority patent/ATE356740T1/de
Priority to DE60312524T priority patent/DE60312524T2/de
Publication of EP1529710A1 publication Critical patent/EP1529710A1/fr
Application granted granted Critical
Publication of EP1529710B1 publication Critical patent/EP1529710B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 present invention relates, in general, to hand brake assemblies for use on railway type vehicles and, more particularly, this invention relates to an apparatus to automatically activate and apply the brakes on such railway vehicle without requiring an operator to manually wind the chain on such hand brake.
  • the brakes may be released by disengaging the pawl from the detent ratchet but this causes rapid rotation of the hand wheel and the gears of the gear train.
  • hand brake mechanisms have been devised which are known as "quick release" mechanisms.
  • these quick release mechanisms include a releasable connecting means between the hand wheel shaft and the gear train.
  • the connecting means When the connecting means is released, the gears of the gear train rotate rapidly, without constraint by the pawl and detent wheel, but the hand wheel remains stationary.
  • AAR The Association of American Railroads (AAR) specifies that the standard power hand brake mechanisms shall provide an average load on the chain of 14.9 kN (3,350 lbs.) with a 556 N (125 lb.) turning force applied to the rim of a wheel 55.9 cm (twenty-two inches) in diameter in order to set the brake.
  • ASR automatic application set and release
  • the apparatus comprises an operating member having at least one ratchet engageable with at least one gear of a gear assembly disposed in a housing member of the hand brake assembly for operating the gear assembly in a direction which will cause an application of the at least one brake member secured to a railway vehicle with the hand brake assembly.
  • the apparatus also includes an application cylinder mounted on the railway vehicle and a drive arm extending from an end of the application cylinder. The drive arm has a first portion which is connected to the operating member.
  • the drive arm is capable of reciprocating with respect to the application cylinder upon the application of a force thereto to supply a predetermined pressure to the operating member at least a sufficient amount so as to cause an application of the at least one brake member.
  • a pressure supply source is connected to the application cylinder for supplying a force to the drive arm thereby causing an automatic application of the at least one brake member by the hand brake assembly.
  • the brake pipe pressure in a railway vehicle is about 6,2 bar (90 psi).
  • the pressure of the emergency reservoir equalizes at an average initial nominal setting of 5,4 bar (78 psi) for emergency hand brake application.
  • the average initial nominal setting of 5,4 bar (78 psi) is, therefore, the maximum available pressure at which the ASR hand brake is required to achieve the required average load of 14,9 kN (3,350 lbs).
  • the ASR Design II hand brake with the improved pneumatic circuit as taught by the aforementioned application U.S. 2003/0034689 has been set to operate with an average initial nominal pressure of 4,8 bar (70 psi), providing operating margins for nominal pressure fluctuations.
  • Said pneumatic circuit comprises control means connected to the source of fluid pressure for supplying and regulating said fluid pressure to the application cylinder and for stopping an automatic application of such brake means in case of the emergency or a reversal of the unintended activation.
  • An automatic application hand brake apparatus for automatically applying at least one brake member secured to a railway vehicle with the hand brake assembly.
  • the apparatus comprises a mounting bracket, an operating member having at least one ratchet attached to a drive shaft of said hand brake assembly' externally of the hand brake assembly housing.
  • the apparatus also includes an application cylinder connected to a drive arm pivotally attached to said drive shaft and containing an operating pawl engaging said operating ratchet. Said operating ratchet is rotating as a single unit with said drive shaft and a detent ratchet disposed within said hand brake assembly, thereby preventing partial unwindings of a chain winding gear of the hand brake assembly.
  • a spring means are attached to said drive arm to urge said operating pawl toward said operating ratchet.
  • a first and a second brass spacers are provided to substantially reduce friction during the rotation of said drive arm.
  • the application cylinder is pivotally mounted on the mounting bracket enabling reduction of the application cylinder stroke.
  • the reciprocating motion of the drive arm caused by the application cylinder enables reciprocal rotation of the operating arm and furthermore causing application of at least one brake member.
  • a control means is connected to the source of the fluid pressure for initiating and regulating the supply of fluid pressure to the application cylinder.
  • An additional control means is connected to the source of the fluid pressure for stopping an automatic application of such brake means in case of the emergency or a reversal of the unintended activation.
  • Another object of the present invention is to provide an apparatus engageable with a hand brake assembly on a railway vehicle which achieves and holds the required load for a standard power hand brakes.
  • a further object of the present invention is to provide an apparatus engageable with a hand brake assembly on a railway vehicle which provides a more efficient operation.
  • An even further object of the present invention is to provide an apparatus engageable with a hand brake assembly on a railway vehicle which utilizes smaller space envelope.
  • An additional object of the present invention is to provide an apparatus engageable with a hand brake assembly on a railway vehicle which provides an emergency shut-off means to stop automatic application of the hand brake.
  • the ASR Design II apparatus engages a hand brake assembly, generally designated 20 for automatically applying at least one brake means (not shown) secured to a railway vehicle (not shown) with such hand brake assembly 20.
  • Such apparatus 10 includes an operating means, generally designated 30, having least a portion thereof, i.e., ratchet 150, engageable with at least one chain winding gear 14 of a hand brake gear assembly, generally designated 40, disposed in a housing member 16 of such hand brake assembly 20 for operating such gear assembly 40 in a direction which will cause an application of such at least one brake means.
  • Said operating means 30 further comprise a double acting pneumatic cylinder 31 having a rod 37 engageable with a drive arm 152. At least one operating pawl 154 is pinned to the said drive arm 152 and a spring means 156 is provided for urging the operating pawl 154 into contact with a ratchet 150.
  • Said double acting pneumatic cylinder 31 is mounted to a bracket 160 having attachments 162 to said housing 16.
  • a cover 164 is provided to substantially shield the engagement between said ratchet 150 with said chain winding gear 14 from the inadvertent access by railway vehicle personnel.
  • FIG. 2 there is shown a spatial configuration of the ASR Design II hand brake as related to the AAR clearance outline S-475.
  • the ASR Design II hand brake exceeds the height of said outline by approximately 15.2 cm (6 inches) but, more importantly, it exceeds the width of said outline by 15.2 cm (6 inches).
  • Design III The ASR hand brake of the present invention, hereinafter referred to as Design III, is best illustrated in FIGS.3 through 7.
  • An ASR apparatus generally designated 300, comprises an operating means, generally designated 305, having least a portion thereof, i.e., operating ratchet 350, substantially engageable with a drive shaft member 24, disposed in the housing member 16 of such hand brake assembly 20 for operating such hand brake assembly 20 in a direction which will cause an application of such at least one brake means.
  • Said operating means 305 further comprise mounting bracket, generally designated 310 having a body portion 312, a cylinder pivot 314 and at least one attachment means 316 for attachment to said housing 16.
  • a single acting pneumatic cylinder, generally designated 320 is pivotally mounted to said mounting bracket 310 at the cylinder pivot 314.
  • Said single acting pneumatic cylinder 320 further having a rod 326 engageable with a drive arm, generally designated 340, having a body portion 342, a first pivot 344, and a second pivot 346.
  • said drive arm 340 is pivotally collared about said drive shaft 24.
  • At least one operating pawl 354 is pivotally attached to the said drive arm 340 at the first pivot 344 for engaging a tooth within said operating ratchet 350 upon the application of said force to said lever and to cause rotation of said operating ratchet 350.
  • a spring means 356 secured to said drive arm 340 is provided for urging the operating pawl 354 into contact with at least one tooth disposed within said operating ratchet 350.
  • a friction reducing means disposed adjacent said operating ratchet 350 and said drive arm 340 are provided to substantially reduce friction upon rotation of said drive arm 340.
  • said friction reducing means comprise a first brass spacer (not shown) having a flange (not shown) mounted between said operating ratchet 350 and said drive arm 340, said flange (not shown) is disposed between said body portion 342 and said drive shaft 24 for substantially reducing the friction between said drive arm 340 and said drive shaft 24 during the rotation thereof.
  • Said friction reducing means further comprise a second brass spacer (not shown) mounted to between said drive arm 340 and said housing 16.
  • Said first and second brass spacers 358 and 360 respectively are for substantially reducing friction during the rotation of said drive arm 340.
  • said first spacer 358 and said second spacer 360 can be manufactured from a plastic material having friction reducing properties.
  • At least one well known wave spring 352 is mounted between said ratchet 340 and a hand wheel 22 attached to said drive shaft 24 for preventing movement of said operating ratchet 350 and said drive arm 340 along the axis of said drive shaft 24.
  • the quantity of said at least one wave spring 352 depends on the clearance between said ratchet 340 and said hand wheel 22.
  • a cover (not shown), attachable to said mounting bracket 310, is provided to substantially shield said operating means 305.
  • pivotal attachment of said single acting cylinder 320 to said mounting bracket 310 at the cylinder pivot 314 enabled elimination of the cavity 153 disposed in such drive arm 152 of the ASR Design II hand brake allowing to reduce said cylinder 320 stroke by up to 1" and, more particularly, enabling to partially reduce the operating pressure.
  • said operating ratchet 350 is mounted externally said hand brake housing 16.
  • the function of said operating ratchet 350 can be combined with the function of a detent ratchet 58 disposed within said hand brake apparatus 20 and best shown in FIGS. 8 and 9, by making modifications to said housing 16 to enable engagement between said detent ratchet 58 and said drive arm 340.
  • the ASR Design III hand brake improves upon the ASR Design II hand brake in that it reduces the protrusion beyond the horizontal AAR clearance outline to approximately 6,4 cm (2.5") as compared with 15,2 cm (6") applicable for the ASR Design II hand brake.
  • FIGS. 8 and 9 The main reason for the improved ASR Design III hand brake can be illustrated in FIGS. 8 and 9 showing partial clutch mechanism, generally designated 42, disposed within said hand brake apparatus 20.
  • Said clutch mechanism 42 comprises a pinion 50 disposed at one end of the drive shaft 24 engaging chain winding gear 14 during the chain winding process.
  • a movable cam 44 having a log portion 46 engages said drive shaft 24 and is allowed to move axially toward the detent ratchet 58.
  • a detent pawl 92 is disposed within said hand brake mechanism 20 for engaging said detent ratchet 58 during chain (not shown) winding process to prevent said chain (not shown) from unwinding.
  • said log 46 orientation is shown as applicable for the ASR Design III hand brake. It can be seen that said log 46 is preloaded against the pinion 50 in the counter-clockwise direction due to said operating ratchet 350 rotating as a single unit with said drive shaft 24 and said detent ratchet 58, thereby preventing partial unwindings of the chain winding gear 14.
  • the gain in efficiency due to said operating gear 350 substantially disposed about the drive shaft 24 allowed to reduce the internal diameter of the single acting cylinder 320 to 6,4 cm (2.5") as compared with the internal diameter of 8,3 cm (3.25”) in the ASR Design II hand brake, thereby using less pressure to achieve required chain vertical load of 14,9 kN (3,350 lbs).
  • control means 200 disposed within ASR Design II apparatus.
  • Said control means 200 comprise a first reciprocating valve means 220 and a second reciprocating valve means 230 cooperating with each other to supply a source of air pressure 50 to the operating cylinder 31.
  • At least one control valve means 240 is also provided to redirect path of the fluid pressure to the rod end of the cylinder 31 and aid a return spring 34 in completely returning the piston 32 to its fully returned position.
  • at least one control valve means 250 is provided for stopping an automatic application of the hand brake in case of the emergency of reversal of the unintended operation.
  • valve means 290 are provided to quickly exhaust fluid pressure from the operating cylinder 31 to atmosphere.
  • the start of the process to wind up the chain is achieved by activating pushbutton 202 attached to application valve member 200. It allows a source of fluid pressure 50 from an emergency reservoir (not shown) to flow through said valve 200 and into pilot 212 attached to activation valve 210.
  • the build-up of the pressure in the pilot 212 to a predetermined value causes valve 210 to open and allow fluid pressure 50 to flow through said valve 210 to first reciprocating valves 220 and second reciprocating valve 230.
  • drive arm 152 engages pushbutton 232 attached to said valve 230, it allows fluid pressure 50 to flow through valve 230 into pilot 224 attached to first reciprocating valve 220.
  • the predetermined pressure in the pilot 224 will cause the valve 220 to shift and allow fluid pressure 50 to flow through said valve 220 in four directions.
  • the primary directions of the fluid pressure will be to the backside of the piston 32, causing the piston 32 to now drive the rod 33 down pushing the air back out of the cylinder to atmosphere 284 through quick exhaust valve 290 and, more importantly, rotating lever 152 in a clock-wise direction, causing the hand brake 20 to wind up.
  • the fluid pressure will flow to the pilot 214 attached to the activation valve 210 causing the valve 210 to shift into the vented position and cut-off fluid pressure supply 50 from the emergency reservoir.
  • the fluid pressure will flow through the quick exhaust valve 280 to the pilot 242 attached to the change-over valve 242, causing said valve 240 to shift and allow fluid pressure supply 50 to flow to front side of the piston 32 further aiding its return to the original position. Yet additionally, the fluid pressure will be exhausted to atmosphere 284 through choke 282 which is of regulating type to apply predetermined fluid pressure to the pilot 242.
  • the drive arm 152 will activate pushbutton 222 attached to the first reciprocating valve 220, closing said valve 220. Furthermore, the return spring 34 is going to drive the piston 32 to its original position pushing the air back out of the cylinder to atmosphere 284 through quick exhaust valve 290. Significantly near the end of the returned stroke, the fluid pressure from the valve 240 enters the cylinder and cooperates with the return spring 34 to return the piston 32 to its original position, and more importantly, disengages the automatic apply mechanism holding pawl 158 (not shown) . Furthermore, the drive arm 152 engages pushbutton 232, opening valve 230, which is going to cause air to go back in the cylinder again through first reciprocating valve 220.
  • the apparatus 10 continues this cycling motion until it gets the hand brake 20 completely wound up to achieve vertical chain load of 14,9 kN (3,350 lbs). Upon achieving said load, the pressure in the line between valve 220 and valve 290 will increase causing valve 210 to shift and went to atmosphere 24, but more importantly, closing the supply of the fluid pressure 50. At the same time, the predetermined pressure in the pilot 242 will cause valve 240 to shift allowing fluid pressure to flow to the bottom side of the cylinder 31.
  • the final element of the ASR Design II hand brake control means 200 includes a shut-off valve 250 to reverse braking action or misintented brake application.
  • Said valve 250 is connected in-line between first reciprocating valve 220 and operating cylinder 31.
  • the valve 250 is activated by a pushbutton 252 and has a spring return means 254.
  • Said valve 250 upon activation of pushbutton 252 will close the flow of fluid pressure to the operating cylinder 30 during automatic application causing the line between said valve 250 and operating cylinder 31 to be exhausted to atmosphere through said valve 250.
  • first reciprocating valve 220 and emergency shut-off valve 250 will increase to a predetermined pressure greater than the pressure 216 inside the pilot 214 and pressure 246 inside the pilot 242 causing first reciprocating valve 220 to shift and closing off the fluid pressure supply 50 to the application circuit.
  • the ASR Design III hand brake improves upon the control means of the ASR Design II hand brake in that it eliminates the control valve 240, exhaust valve 280 and one exhaust valve 290 used for redirecting the fluid pressure flow to the rod side of the cylinder 31.
  • the control means generally designated 307, are simplified due to application of the single acting cylinder 320 as the result of the overall improved efficiency of the ASR apparatus 300.
  • a shuttle valve 370 is provided to close the supply of fluid pressure to the cylinder 320 upon actuation of the pushbutton 252.
  • valve means 200, 210, 220, 230 and 250 can be operated by the variety of power means such as manual, mechanical, electrical, electronic or pneumatic.
  • the ASR Design III hand brake configuration was tested on an AAR certified Power Rack at 25,33 and 46 cm (10, 13, and 18 inches) of chain travel.
  • the ASR Hand Brake was tested with a 57,4 dm 3 (3,500 in 3 ) air supply at 4,8; 4,5 and 4,2 bar (70, 65, and 60 psi).
  • Three tests were conducted at each starting pressure, yielding nine total test points at each chain travel increment. Air supply pressure, vertical chain load, and cylinder pressure was recorded with respect to time during each test.
  • ASR Design III hand brakeconfiguration was tested using a TMX® Brake Assembly mounted on a 100-ton truck of the railway vehicle at 33 and 46 cm (13 and 18 inches) of chain travel.
  • the ASR Hand Brake was tested with a 57,4 dm 3 (3,500 in 3 ) air supply at 4,8 and 4,5 and 4,2 bar (70, 65, and 60 psi).
  • Three tests were conducted at each starting pressure, yielding nine total test points at each chain travel increment. Air supply pressure, vertical chain load, and cylinder pressure were recorded with respect to time during each test.
  • the ASR Design III hand brake configuration was tested against a body mounted brake assembly mounted on a GATX tank car at 33 and 45,7 cm (13 and 18 inches) of chain travel.
  • the ASR Hand Brake was tested with a 57,4 dm 3 (3,500 in 3 ) air supply at 4,8 and 4,5 and 4,2 bar (70, 65, and 60 psi).
  • Three tests were conducted at each starting pressure, yielding nine total test points at each chain travel increment.
  • the brake rigging was pulled back to its maximum position so that the brake beams and shoes where pulled away from the wheels and causing more drag on the brake system than should be encountered in the field. Air supply pressure, vertical chain load, and cylinder pressure were recorded with respect to time during each test.
  • Table 1 is a summary of the test results of all three conditions at 4,8 and 4,5 and 4,2 bar (70 psi, 65 psi, and 60 psi) of pressure with a nominal chain take-up of 33 cm (13") and a maximum, or worst case, chain take-up of 45,7 cm (18").
  • the ASR Design III hand brake was able to achieve the required load of 14,9 kN (3,350 lbs) in all conditions at 4,8 bar (70 psi) typical initial reservoir pressure. It can be further seen that the ASR Design III hand brake achieved the required load for all condition at 4,5 bar (65 psi), except for testing with Body Mounted Brake at 45,7 cm (18") maximum chain take-up, as shown in column 4, row 16. Of a particular importance is the testing performed at 4,2 bar (60 psi).
  • the ASR Design III hand brake achieved required load of 14,9 kN (3,350 lb) in a Power Rack testing method for both chain take-up of 33 cm and 45,7 cm (13" and 18"), as well as for TMX ® Brake at 33 cm (13") of chain take-up.
  • the ASR Design III hand brake further achieved 96% of the required load of 14,9 kN (3,350 lb) in a TMX® Brake testing method for 18" of chain take-up indicating advantageous performance and further indicating the need for field testing to fully verify performance output at 60 psi typical initial reservoir pressure.

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  • Mechanical Engineering (AREA)
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Claims (10)

  1. Appareil à serrage et desserrage automatique pouvant être engagé avec un ensemble de frein à main (20) destiné à appliquer automatiquement au moins un moyen de freinage fixé sur un véhicule ferroviaire avec un tel ensemble de frein à main (20), ledit ensemble de frein à main (20) ayant un pignon d'enroulement de chaîne (14), un arbre d'entraînement (24) disposé à l'intérieur d'un boîtier (16) dudit ensemble de frein à main (20), un volant (22) monté sur une extrémité dudit arbre d'entraînement (24), un mécanisme d'embrayage (24) ayant un pignon (50), ledit pignon (50) étant disposé au niveau d'une extrémité distale dudit mécanisme d'embrayage (24), ledit pignon (50) engageant ledit pignon d'enroulement de chaîne (14) pendant un processus d'enroulement de chaîne, un mécanisme à rochet (58) engageant ledit mécanisme d'embrayage (24), un cliquet (92) disposé à l'intérieur dudit boîtier (16), ledit cliquet (92) engageant ledit mécanisme à rochet (58) afin d'empêcher le déroulement dudit pignon d'enroulement de chaîne (14), un mécanisme à cliquet d'actionnement (350) pouvant être engagé avec cet ensemble de frein à main (20) afin d'actionner cet ensemble de frein à main (20), ce qui provoque une application du au moins un moyen de frein, un support de montage (310) pouvant être fixé sur ledit boîtier (16), un vérin d'application (320) monté sur ledit support de montage (310), un bras d'entraînement (340) ayant un premier pivot (344) et un deuxième pivot (346), ledit entraînement étant relié audit vérin d'application (320) au niveau dudit deuxième pivot (346), ledit bras d'entraînement (340) étant capable de se déplacer en va et vient par rapport audit vérin d'application (320) lorsqu'une force y est appliquée afin de délivrer une pression prédéterminée audit mécanisme à cliquet d'actionnement (350) d'au moins une quantité qui est suffisante pour provoquer l'application dudit au moins un moyen de frein; un cliquet d'actionnement (354) fixé de façon pivotante sur ledit bras d'entraînement (340) afin d'engager une dent à l'intérieur dudit bras d'entraînement (340) lors de l'application de ladite force sur ledit levier et pour provoquer la rotation dudit mécanisme à cliquet; des moyens de ressort (356) fixés sur ledit bras d'entraînement (340) afin de pousser ledit cliquet d'actionnement (354) en contact avec ladite dent à l'intérieur dudit mécanisme à cliquet d'actionnement (350), des moyens de commande (200) reliés à une source de pression de fluide, lesdits moyens de commande étant destinés à initier et réguler l'alimentation de ladite pression de fluide sur ledit vérin d'application (320), lesdits moyens de commande étant destinés à arrêter une application automatique de ce au moins un moyen de frein en cas d'urgence ou une inversion de l'activation imprévue; caractérisé par le fait que:
    ledit mécanisme à cliquet d'actionnement (350) peut être engagé avec ledit ensemble d'arbre d'entraînement (24), ledit mécanisme à cliquet d'actionnement (350) étant monté à l'extérieur dudit boîtier de frein à main (16); ledit mécanisme à cliquet d'actionnement (350) tournant comme un tout unitaire avec ledit arbre d'entraînement (24), lors de son utilisation, et ledit mécanisme à rochet (58), ledit mécanisme à cliquet d'actionnement (350) empêchant ainsi des déroulements partiels dudit pignon d'enroulement de chaîne (14);
    ledit bras d'entraînement (340) entoure de façon pivotante ledit arbre d'entraînement (24), ledit bras d'entraînement (340) pouvant être monté à l'extérieur dudit boîtier de frein à main (16) de façon adjacente audit mécanisme à cliquet d'actionnement (350); et
    ledit vérin d'application (320) est un vérin à simple effet (320).
  2. Appareil selon la revendication 1, dans lequel ledit mécanisme à cliquet d'actionnement (350) est monté à l'intérieur dudit boîtier (16).
  3. Appareil selon la revendication 1 ou 2, dans lequel ledit mécanisme à cliquet d'actionnement (350) engage ledit cliquet (92) pendant le processus d'enroulement de chaîne, ledit mécanisme à cliquet d'actionnement (350) remplaçant ledit mécanisme à rochet (58).
  4. Appareil selon l'une quelconque des revendications 1 à 3, dans lequel ledit vérin d'application (320) est monté de façon pivotante sur ledit support de montage (310) au niveau dudit pivot de vérin.
  5. Appareil selon l'une quelconque des revendications 1 à 4, dans lequel ledit vérin d'application (320) a un diamètre d'approximativement 6,2 cm (2,5 ").
  6. Appareil selon l'une quelconque des revendications 1 à 5, comprenant en outre des moyens de réduction de friction disposés de façon adjacente audit mécanisme à cliquet d'actionnement (350) et audit bras d'entraînement (340) qui sont prévus pour réduire de manière substantielle la friction lors de la rotation dudit bras d'entraînement (340).
  7. Appareil selon la revendication 6, dans lequel lesdits moyens de réduction de friction comprennent :
    (a) une première entretoise ayant une bride montée entre ledit mécanisme à cliquet d'actionnement (350) et ledit bras d'entraînement (340), ladite première entretoise réduisant de manière substantielle la friction pendant la rotation dudit bras d'entraînement (340), ladite bride étant disposée entre ledit bras d'entraînement (340) et ledit arbre d'entraînement (24) afin de réduire de manière substantielle la friction entre ledit bras d'entraînement (340) et ledit arbre d'entraînement (24) pendant la rotation de celui-ci; et
    (b) une deuxième entretoise montée entre ledit bras d'entraînement (340) et ledit boîtier (16), ladite deuxième entretoise réduisant de manière substantielle la friction pendant la rotation dudit bras d'entraînement (340).
  8. Appareil selon la revendication 7, dans lequel lesdites première et deuxième entretoises sont fabriquées en laiton.
  9. Appareil selon la revendication 7, dans lequel lesdites première et deuxième entretoises sont fabriquées en matière plastique ayant des propriétés de réduction de friction.
  10. Appareil selon l'une quelconque des revendications 1 à 9, dans lequel au moins un ressort ondulé est monté entre ledit mécanisme à cliquet d'actionnement et ledit volant (22) afin d'empêcher un mouvement dudit mécanisme à cliquet d'actionnement (350) et dudit bras d'entraînement (340) le long de l'axe dudit arbre d'entraînement (24).
EP03292752A 2003-11-04 2003-11-04 Frein à main à serrage et desserrage automatique Expired - Lifetime EP1529710B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP03292752A EP1529710B1 (fr) 2003-11-04 2003-11-04 Frein à main à serrage et desserrage automatique
AT03292752T ATE356740T1 (de) 2003-11-04 2003-11-04 Automatische setz- und löse- handbremse
DE60312524T DE60312524T2 (de) 2003-11-04 2003-11-04 Automatische Setz- und Löse- Handbremse

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Application Number Priority Date Filing Date Title
EP03292752A EP1529710B1 (fr) 2003-11-04 2003-11-04 Frein à main à serrage et desserrage automatique

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EP1529710A1 EP1529710A1 (fr) 2005-05-11
EP1529710B1 true EP1529710B1 (fr) 2007-03-14

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US4368648A (en) 1980-06-23 1983-01-18 American Standard Inc. Hand brake for railroad car
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

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EP1529710A1 (fr) 2005-05-11
DE60312524T2 (de) 2007-11-29
ATE356740T1 (de) 2007-04-15
DE60312524D1 (de) 2007-04-26

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