EP1535817A1 - Improved hand brake lever interface for single-cylinder truck-mounted railway car brake - Google Patents
Improved hand brake lever interface for single-cylinder truck-mounted railway car brake Download PDFInfo
- Publication number
- EP1535817A1 EP1535817A1 EP03292944A EP03292944A EP1535817A1 EP 1535817 A1 EP1535817 A1 EP 1535817A1 EP 03292944 A EP03292944 A EP 03292944A EP 03292944 A EP03292944 A EP 03292944A EP 1535817 A1 EP1535817 A1 EP 1535817A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- lever
- transfer
- actuating lever
- brake
- hand brake
- 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.)
- Granted
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Classifications
-
- 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
- B61H13/20—Transmitting mechanisms
- B61H13/24—Transmitting mechanisms for cars with two axles or bogies with two axles and braking cylinder(s) for each bogie, the mechanisms at each side being interconnected
-
- 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
Definitions
- the present invention relates, in general, to hand brakes for railway freight cars and, more particularly, this invention relates to an improved hand brake lever interface that is suitable for use with a single-cylinder, truck-mounted brake rigging.
- a hand brake system for use with a truck mounted single cylinder brake rigging which includes a truss type brake beam.
- a single hand brake pivotal lever supported intermediates its ends by a twisted transfer link that is, in turn, fixed to the brake rigging transfer lever.
- a fulcrum end of the hand brake lever is free to engage the bearing surface of thrust block mounted on the brake beam at the juncture of the brake beam tension and struck members in order to allow the point of engagement between the fulcrum end and the bearing surface to change with rotation of the hand brake lever.
- the fulcrum end of the hand brake lever is arranged with two, spaced apart arcuate segments that successively engage the bearing surface of the thrust block during rotation of the hand brake lever to change its lever ratio and, accordingly, limit the degree of rotation of the hand brake lever.
- the present invention provides an improved hand brake lever interface for a single cylinder truck-mounted railway car brake for use with a hand brake system for a railway vehicle including first and second spaced-apart brake beams.
- First and second transfer levers are pivotally connected at a point intermediate the ends thereof to a respective one of the first and second brake beams.
- First and second force-transmitting members are interconnected between corresponding arms of the first and second transfer levers.
- Such first force-transmitting member including a brake actuator device operable in response to the supply of fluid pressure thereto for increasing the length of the first force-transmitting member, to accordingly increase the spaced-apart distance between the first and second brake beams.
- a transfer link is connected to the first transfer lever so as to be arcuately movable therewith in a plane parallel to the plane of rotation of the first transfer lever.
- the improvement comprises a thrust block disposed on the first brake beam.
- the thrust block having a pin member disposed therein.
- There is an actuating lever having a pivotal connection at a location intermediate the ends thereof with the transfer link closely adjacent one end of the actuating lever there is an arcuate portion rotateably engageable with the pin member and being adapted to receive a hand brake force.
- Another object of the present invention is to provide an improved hand brake lever interface for a single cylinder truck-mounted railway car brake which is capable of interacting with a brake rigging of the foregoing type so that the hand brake force and the pneumatic power brake force may be applied at the midpoint of the respective brake beams, without requiring any additional levers to transmit the hand brake force from one brake beam to the other.
- Another object of the present invention is to provide an improved hand brake lever interface for a single cylinder truck-mounted railway car brake which is capable of applying the desired hand brake force through the pneumatic brake rigging components without imparting any significant torque force on the brake beam and/or rigging components.
- a still further object of the invention is to provide an improved hand brake lever interface for a single cylinder truck-mounted railway car brake configured so as to cause the hand brake lever ratio to change during operation in order to limit its range of travel and thereby prevent interference with the truck axle.
- FIGS. 1, 2 and 3 of the drawings there is shown a railway car brake rigging including a pair of parallel brake beams 1 and 2 that are adapted to be mounted on the truck (not shown) of a railway car by guide feet 3 that are formed on removable brake heads 4 of the respective beams.
- the brake heads 4 are mounted on the ends of the brake beams and carry brake shoes (not shown) for engagement with the wheels of the railway car truck.
- Guide channels in the truck side frames are arranged to receive the brake beam guide feet 3 in a well-known manner to support the brake beams and to guide the brake shoes into proper braking engagement with the wheel treads.
- Brake beams 1 and 2 may be a conventional, truss design comprising a compression member 5, a tension member 6, and a strut member 7.
- the compression and tension members 5 and 6 are welded together at their outer extremities to which brake heads 4 are removably-fixed, as by rivets or other suitable fasteners.
- Strut member 7 is rigidly-connected between the compression and tension members at their midpoints. Being of relatively lightweight construction, such design is well-known to provide a low-cost brake beam capable of supporting high brake forces.
- brake beams 1 and 2 are bent at their midpoint so as to be V-shaped, as disclosed in U.S. Pat. No. 4,830,148, and assigned to the assignee of the present invention.
- Such an arrangement better accommodates mounting of the brake rigging components without encountering interference with the brake beam members, while as the same time allowing the brake application force to be applied in line with the brake shoe force to avoid brake beam torque.
- a transfer lever 9 associated with brake beam 1.
- a transfer lever 10 is pivotally-mounted by a pin 11 to an upraised portion of strut member 7 associated with brake beam 2.
- the transfer levers 9 and 10 may be located in proximity with the tension ember of the respective beams without encountering interference therewith upon rotation of the transfer levers.
- the forementioned bent ⁇ beam concept allows the transfer levers to be upraised from the beam midpoint, while still maintaining these levers in a lane common to the brake beam ends, at which point the brake shoe force is applied without imparting braking torque to the beam.
- Force-transmitting member 12 includes a pneumatic actuator device, such as a conventional, piston-type brake cylinder 14 having a pressure head 15 and a non-pressure head 16.
- a pneumatic actuator device such as a conventional, piston-type brake cylinder 14 having a pressure head 15 and a non-pressure head 16.
- Brake cylinder 14 is suitably mounted to brake beam 1 by being bolted or otherwise fixed to the beam compression member 5, at a location on one side of strut member 7 between compression member 5 and tension member 6.
- brake cylinder 14 may be carried by the brake rigging without mounting directly to the brake beam, particularly where a lightweight-type brake cylinder, such as an expansible air bag, is employed.
- a piston push rod 17 is connected by a pin 18 to an arm 19 of transfer lever 9, while one end of a connecting rod 20 is connected by a pin 21 to arm 22 of transfer lever 10.
- connecting rod 20 is pinned to a lug 23 of brake cylinder pressure head 15 via an enlarged hole 23a.
- This swivel connection accommodates relative vertical and lateral movement of the respective brake beams and associated links without binding at the brake cylinder-connecting rod joint.
- Force-transmitting member 13 may be a simple connecting rod or, as shown here, a slack adjuster device 24, such as the slack adjuster device disclosed in U.S. Eat. No. 4,662,485, assigned to the assignee of the present invention.
- One end 25 of the slack adjuster body is connected to arm 26 of transfer lever 9 by a pin 27, while the opposite end 28, associated with an actuating rod 29 that is axially movable relative to the slack adjuster housing, is connected by a pin 30 to arm 31 of transfer lever 10.
- a trigger arm 47 is pivotally-mounted to the slack adjuster housing so as to be normally spaced-apart from a stop nut 48 on a threaded stem of a reference member 49 that is in turn fixed to transfer lever 9.
- a prior art hand brake mechanism comprising an actuating lever 32, a thrust block 33, and a U-shaped transfer link 34.
- Thrust block 33 is fastened to the end 7a of strut member 7 adjacent tension member 6 in a suitable fashion, as by cap screws 33a, and includes a pair of spaced-apart, parallel, side walls 35 and a bottom wall 36 that project from a base 37.
- the side walls 35 are disposed at an angle to the vertical and form with bottom wall 36 a pocket in which the fulcrum end 38 of actuating lever 32 is contained with limited freedom of motion.
- Actuating lever 32 is mounted on transfer lever 9 through the intermediary of transfer link 34, which has a clevis 39 at its one end and an opening 40 at its other end through which arm 19 of transfer lever 9 passes.
- the clevis end of transfer link 34 is pivotally-connected to actuating lever 32 by a pin 41 and is twisted relative to the end having opening 40, in order to support actuating lever 32 at an angle with transfer lever 9 corresponding to the angle formed by walls 35 of thrust block 33.
- Transfer lever 9 is formed with an angular groove 42 in its one side conforming to the twisted end of transfer link 34 having opening 40. This groove 42 serves to properly locate and maintain the position of transfer link 34, which in turn establishes the attitude of actuating lever 32 relative to the attitude of transfer lever 9.
- the angular attitude of actuating lever 32 relative to the horizontal attitude of transfer lever 9 is selected to optimize the lever ratio of both the actuating lever 32 and transfer lever 9 when operated by the actuating lever, as hereinafter explained, and thereby provides such mechanical advantage a required for the hand brake system.
- the end 43 of actuating lever 32 opposite fulcrum end 38 is adapted to be connected to a hand brake chain of a railway car hand brake (not shown).
- the prior art fulcrum end 38 of actuating lever 32 is arranged with two arcuate segments 44 and 45 separated by a flat 46.
- Each of these arcuate segments 44 and 45 lies adjacent base 37 of thrust block 33, one or the other being adapted to engage the base 37, depending on the position of the actuating lever in its operating range, to provide a fulcrum about which the lever is pivotable.
- a mechanical advantage corresponding to either a 3.962:1 lever ratio or a 3.095:1 lever ratio may be obtained. While the radii of the arcuate segments may differ, the radius of each respective segment is the same throughout.
- FIG. 7 Illustrated therein is a presently preferred embodiment of the hand brake lever, generally designated 100, which includes an end portion 106 provided with an arcuate portion 106'.
- the thrust block 110 has a pin 104 disposed therein around which the arcuate shaped portion 106 of lever 100 rotates. This arcuate portion has a concave shape adapted to the shape of pin 104.
- the purpose of automatically changing the lever ratio, as hand brake lever 32 rotates through its operating range, is to limit its range of rotation, in order to prevent interference with the truck axle, which could otherwise occur.
- Release position of hand brake lever 32 is shown in FIG. 4, full application position is shown in FIG. 6, and an intermediate position is shown in FIG. 5.
- the intermediate position of the hand brake lever 32 is shown in phantom to show the degree of movement of hand brake lever 3 from release position to the intermediate position (FIG. 4) and from application position to the intermediate position (FIG. 6)
- this movement is indicated at end 43 of hand brake lever 32 by distance X and in FIG. 6 by distance X', distance X being greater than distance X' due to the greater lever ratio effective in FIG. 4, as compared to FIG. 6, for a given degree of movement of clevis pin hole 41a.
- the hand brake chain normally operates through a bellcrank lever (not shown) that provides fast take-up initially with low mechanical advantage and subsequently slow take-up with high mechanical advantage. It will be appreciated that the changeover between the respective fulcrum points of the hand brake lever is designed to occur so that arcuate segment 45, corresponding to the lower lever ratio of hand brake lever 32, is effective during such time as the hand brake chain is operating in the slow take-up region of the hand brake bellcrank lever (high M.A.) and vice versa.
- the brakes operate through the brake rigging in response to either the supply and release of compressed air at brake cylinder device 14, or in response to operation of the railway car hand brake wheel.
- transfer link 34 is connected to arm 19 of transfer lever 9, as is push rod 17, it will be apparent that in the case of both a pneumatic brake application and a hand brake operation, transfer lever 9 is forced to rotate in a counterclockwise direction as viewed in FIG. 1.
- transfer lever 10 causes transfer lever 10 to pivot in a counterclockwise direction about its pin 11 to thereby move brake beam 2 in the direction of the right-hand through the connection of transfer lever 10 with strut member 7, bringing the brake shoes of brake head 4 associated with brake beam 2 into engagement with its associated wheel treads.
- transfer lever arm 26 With force-transmitting member 13 at its pin 27 becomes solid and transfer lever 9 also becomes a second-class lever.
- This causes the counterclockwise rotation of transfer lever 9 to take place by pivotal rotation about the pin connection 27 of transfer lever 9 with force-transmitting member 13.
- the applied hand brake force acts through pin 8 of transfer lever 9 and strut member 7 to force brake beam 1 in the direction of the left-hand, thereby bringing the brake shoes of brake head 4 associated with brake beam 1 into braking engagement with its associated wheel treads.
- slack adjuster device 24 has been previously disclosed in U. S. Pat. No. 4,662,485, it should suffice to say here that during a hand brake application, as explained, slack adjuster device 24 is capable of supporting the compressive forces exerted on force-transmitting member 13, of which slack adjuster 24 is an integral part, since in the absence of overtravel due to brake shoe wear, trigger arm 47 remains disengaged from stop nut 48. It should also be noted that in the event overtravel does exist due to brake shoe wear having occurred during a preceding brake application, engagement of trigger arm 47 of the slack adjuster device 24 with stop nut 48 will occur prior to brake shoe/wheel tread engagement to initiate the slack adjuster action.
- the respective brake beams are moved by the force of gravity and by the brake cylinder release spring (not shown) down the inclined guide pockets in the truck side frame toward a retracted position in which the brake shoes of the respective brake beams are maintained a predetermined distance apart from the associated wheel tread braking surface.
- slack adjuster device 24 reacts to the actuated trigger arm 47 to further extend the slack adjuster until the trigger arm 47 is pivoted out of engagement with stop nut 48. When this occurs, sufficient slack will have been taken up to compensate for any brake shoe wear and the slack adjuster will now lock-up, so as to support the force exerted through the rigging as the brake beams continue to be retracted.
- the braking force in each instance is applied at the midpoint of the respective beams, that is, at the strut member 7 thereof, in keeping with the desire to utilize conventional, low-cost type brake beams.
- Hand brake actuating lever 32 thus acts as a second-class lever having a primary lever ratio determined by the distance between the hand brake chain connection at end 43 and the fulcrum point at arcuate segment 44 compared to the distance between clevis pin 41 and the fulcrum point at arcuate segment 44.
- the initial, primary lever ratio is instantaneously reduced to a secondary lever ratio that is determined by the distance between the hand brake chain connection at end 43 and the fulcrum point at arcuate segment 45, as compared to the distance between clevis pin 41 and the fulcrum point at arcuate segment 45.
- the primary lever ratio is selected to actuate the brake rigging with normal handwheel force, during which time the hand brake bellcrank lever (not shown) is providing low mechanical advantage.
- the secondary lever ratio becomes effective to produce a relatively short range of motion at end 43 of hand brake lever 32 for the same given unit of motion of transfer link 34, as compared to when the fulcrum point is provided by arcuate segment 44.
- the result of this dual lever ratio is to reduce the total range of travel of hand brake lever 32 between brake release and application positions, in order to prevent interference with the adjacent axle.
- this sliding engagement of fulcrum end 38 with the bearing surface provided by base 37 of thrust block 33 occurs as a result of the angle of rotation of both hand brake actuating lever 32 and transfer lever 9, on which transfer link 34 is fixed, and therefore has a motion that reflects the angularity of both the transfer and hand brake levers.
- the free-sliding fulcrum end of hand brake lever 32 further eliminates torque force that would otherwise be imparted to the brake beam.
- the side walls 35 and bottom wall 36 of thrust block 33 form a pocket within which fulcrum end 38 has limited free movement, these walls being provided to prevent fulcrum end 38 from becoming inadvertently entangled in the brake rigging under extreme conditions of stress, such as might occur, for example, during the quick release operation of a handwheel device when the hand brake chain tension is suddenly released.
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- Mechanical Engineering (AREA)
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Abstract
Description
Claims (18)
- Hand brake system for a railway vehicle including first and second spaced-apart brake beams (1,2), first and second transfer (9,10) levers pivotally connected at a point intermediate the ends thereof to a respective one of said first and second brake beams (1,2), first and second force-transmitting means (12,13) interconnected between corresponding arms (26,31) of said first and second transfer levers (9,10), said first force-transmitting means including brake actuator means (14,15,16) operable in response to the supply of fluid pressure thereto for increasing the length of said first force-transmitting means, to accordingly increase the spaced-apart distance between said first and second brake beams, a transfer link (34) connected to said first transfer lever so as to be arcuately movable therewith in a plane parallel to the plane of rotation of said first transfer lever, characterized in that the hand brake comprises a thrust block (110) disposed on said first brake beam, said thrust block (110) having a pin member (104) disposed therein, and an actuating lever (100) having a pivotal connection at a location intermediate the ends thereof with said transfer link (34), closely adjacent one end of said actuating lever (100) there is an arcuate portion (106') rotateably engageable with said pin member (104) and being adapted to receive a hand brake force.
- A handbrake system, as recited in claim 1, wherein said end of said actuating lever (100) comprises first and second arcuate segments (44,45) spaced different distances from said pivotal connection of said actuating lever (100) with said transfer link (34).
- A hand brake system, as recited in claim 1 or 2, wherein at least said first brake beam (1) comprises a compression member (5), a tension member (6) connected to said compression member (5) at the respective ends thereof, and a strut member (7) interposed between said compression and tension member (6)s at the midpoints thereof.
- A hand brake system, as recited in claim 3, wherein said thrust block (110) connected to said first brake beam at the juncture of said strut member (7) and said tension member (6), includes:(a) a base (37) providing a bearing surface;(b) a pair of spaced-apart parallel side walls (35) projecting from said base; and(c) a bottom wall (36) projecting from said base (37) intermediate said first and second side walls (35) and cooperating therewith to form a pocket within which said other end of said actuating lever (100) is engageable.
- A hand brake system, as recited in claim 2, wherein a fulcrum point (38) provided by said first arcuate segment (44) establishes a first lever ratio of said actuating lever (100) and said fulcrum point provided by said second arcuate segment (45) establishes a second lever ratio of said actuating lever (100) that is less than said first lever ratio.
- A hand brake system, as recited in any one of claims 1 to 5, wherein at least said first brake beam (1,2) comprises a compression member (5), a tension member (6) connected to said compression member (5) at the respective ends thereof, and a strut member (7) interposed between said compression and tension member (6)s at the midpoints thereof.
- A hand brake system, as recited in claim 6, wherein said pivotal connection of said first transfer lever with said first brake beam (1) is at said strut member (7).
- A hand brake system, as recited in claim 6 or 7, wherein said transfer link (34) is connected to said first transfer lever (9) at a point adjacent said pivotal connection of said first transfer lever with said strut member (7) such that said actuating lever (100) is disposed at an angle relative to the plane of rotation of said first transfer lever (9).
- A hand brake system, as recited in any one of claims 6 to 8, wherein said thrust block (110) connected to said first brake beam at the juncture of said strut member (7) and said tension member (6), includes:(a) a base (37);(b) a pair of spaced-apart parallel side walls projecting (35) from said base; and(c) a bottom wall (36) projecting from said base intermediate said first and second side walls (35) and cooperating therewith to form a pocket within which said other end of said actuating lever (100) is engageable.
- A hand brake system, as recited in claim 9 or 10, wherein said pair of side walls (35) have an angle of inclination corresponding to said angle at which said actuating lever (100) is disposed relative to said first transfer lever (9).
- A hand brake system, as recited in claim 10, wherein the distance between said side walls is sufficiently greater than the corresponding dimension of said actuating lever (100) as to permit movement thereof with said arcuate movement of said transfer link (34) without said actuating lever (100) encountering said side walls (35).
- A hand brake system, as recited in any one of claims 8 to 11, wherein said transfer link (34) is U-shaped, a bight portion thereof terminating in a bifurcated portion (39) to which said actuating lever (100) is connected to provide said pivotal connection thereof with said transfer link (34), said bight portion forming an opening through which said first transfer lever (9) passes, said bight portion being twisted relative to said bifurcated portion, the degree of twist corresponding to said angle at which said actuating lever (100) is disposed relative to the plane of rotation of said first transfer lever (9).
- A hand brake system, as recited in claims 8 and 12, wherein said first transfer lever (9) is formed with a groove in which said bight portion of said transfer link (34) is engaged to fix said angle at which said actuating lever (100) is disposed relative to said first transfer lever.
- A hand brake system, as recited in claim 13, wherein said end of said actuating lever (100) comprises first and second arcuate segments (44,45) spaced different distances from said pivotal connection of said actuating lever (100) with said transfer link (34), said first arcuate segment (44) being engageable with said bearing surface to provide said fulcrum point (38) about which said actuating lever (100) is rotatable in a first range of rotation thereof and said second arcuate segment being engageable with said bearing surface to provide said fulcrum point about which said actuating lever (100) is rotatable in a second range of rotation thereof.
- A hand brake system, as recited in claim 14, wherein said fulcrum point (38) provided by said first arcuate segment (44) establishes a first lever ratio of said actuating lever (100) and said fulcrum point provided by said second arcuate segment (45) establishes a second lever ratio of said actuating lever (100) that is less than said first lever ratio.
- A hand brake system, as recited in any one of claims 1 to 15, wherein said thrust block (110) connected to said first brake beam (1) at the juncture of said strut member (7) and said tension member (6), includes:(a) a base (37);(b) a pair of spaced-apart parallel side walls (35) projecting from said base; and(c) a bottom wall (36) projecting from said base intermediate said first and second side walls (35) and cooperating therewith to form a pocket within which said other end of said actuating lever (100) is engageable.
- A hand brake system, as recited in claim 16, wherein said pair of side walls (35) have an angle of inclination corresponding to said angle at which said actuating lever (100) is disposed relative to the plane of rotation of said first transfer lever (9).
- A hand brake system, as recited in claim 17, wherein the distance between said side walls (35) sufficiently greater than the corresponding dimension of said actuating lever (100) as to permit movement thereof with said arcuate movement of said transfer link (34) without said actuating lever (100) encountering said side walls (35).
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03292944A EP1535817B1 (en) | 2003-11-26 | 2003-11-26 | Improved hand brake lever interface for single-cylinder truck-mounted railway car brake |
DE60304717T DE60304717T2 (en) | 2003-11-26 | 2003-11-26 | Improved lever interface in a handbrake system for a single-cylinder railcar-mounted rail brake |
AT03292944T ATE323636T1 (en) | 2003-11-26 | 2003-11-26 | IMPROVED LEVER INTERFACE IN A HAND BRAKE SYSTEM FOR A SINGLE CYLINDER MOUNTED RAILWAY BRAKE |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03292944A EP1535817B1 (en) | 2003-11-26 | 2003-11-26 | Improved hand brake lever interface for single-cylinder truck-mounted railway car brake |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1535817A1 true EP1535817A1 (en) | 2005-06-01 |
EP1535817B1 EP1535817B1 (en) | 2006-04-19 |
Family
ID=34443090
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03292944A Expired - Lifetime EP1535817B1 (en) | 2003-11-26 | 2003-11-26 | Improved hand brake lever interface for single-cylinder truck-mounted railway car brake |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1535817B1 (en) |
AT (1) | ATE323636T1 (en) |
DE (1) | DE60304717T2 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7896140B2 (en) | 2007-02-23 | 2011-03-01 | Gunderson, Llc | Handbrake linkage for a railroad freight car |
CN102167022A (en) * | 2011-03-10 | 2011-08-31 | 中国铁道科学研究院机车车辆研究所 | Integrated basic brake device for rail wagons |
CN115092199A (en) * | 2022-08-24 | 2022-09-23 | 成都工业职业技术学院 | Rail transport equipment and braking system suitable for high-speed railway |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4613016A (en) | 1985-08-09 | 1986-09-23 | American Standard Inc. | Single-cylinder truck-mounted brake assembly |
US4662485A (en) | 1985-03-21 | 1987-05-05 | American Standard Inc. | Railway vehicle brake rigging slack adjuster |
US4771868A (en) * | 1986-12-10 | 1988-09-20 | American Standard Inc. | Handbrake mechanism for single-cylinder, truck-mounted railway car brake assembly |
US4793446A (en) | 1986-12-10 | 1988-12-27 | American Standard Inc. | Single-cylinder, truck-mounted brake assembly |
US4830148A (en) | 1987-07-24 | 1989-05-16 | American Standard Inc. | Truss-type brake beam for railway vehicle truck-mounted brake assembly |
US5069312A (en) | 1990-10-15 | 1991-12-03 | Westinghouse Air Brake Company | Handbrake for single-cylinder truck-mounted railway car brake |
US6279689B1 (en) * | 1999-01-20 | 2001-08-28 | Westinghouse Air Brake Company | Hydraulic parking brake for a railroad vehicle braking system |
US20040003971A1 (en) * | 2002-07-02 | 2004-01-08 | Howard Sommerfeld | Hand brake lever interface for single-cylinder truck-mounted railway car brake |
-
2003
- 2003-11-26 EP EP03292944A patent/EP1535817B1/en not_active Expired - Lifetime
- 2003-11-26 DE DE60304717T patent/DE60304717T2/en not_active Expired - Fee Related
- 2003-11-26 AT AT03292944T patent/ATE323636T1/en not_active IP Right Cessation
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4662485A (en) | 1985-03-21 | 1987-05-05 | American Standard Inc. | Railway vehicle brake rigging slack adjuster |
US4613016A (en) | 1985-08-09 | 1986-09-23 | American Standard Inc. | Single-cylinder truck-mounted brake assembly |
US4771868A (en) * | 1986-12-10 | 1988-09-20 | American Standard Inc. | Handbrake mechanism for single-cylinder, truck-mounted railway car brake assembly |
US4793446A (en) | 1986-12-10 | 1988-12-27 | American Standard Inc. | Single-cylinder, truck-mounted brake assembly |
US4830148A (en) | 1987-07-24 | 1989-05-16 | American Standard Inc. | Truss-type brake beam for railway vehicle truck-mounted brake assembly |
US5069312A (en) | 1990-10-15 | 1991-12-03 | Westinghouse Air Brake Company | Handbrake for single-cylinder truck-mounted railway car brake |
US6279689B1 (en) * | 1999-01-20 | 2001-08-28 | Westinghouse Air Brake Company | Hydraulic parking brake for a railroad vehicle braking system |
US20040003971A1 (en) * | 2002-07-02 | 2004-01-08 | Howard Sommerfeld | Hand brake lever interface for single-cylinder truck-mounted railway car brake |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7896140B2 (en) | 2007-02-23 | 2011-03-01 | Gunderson, Llc | Handbrake linkage for a railroad freight car |
CN102167022A (en) * | 2011-03-10 | 2011-08-31 | 中国铁道科学研究院机车车辆研究所 | Integrated basic brake device for rail wagons |
CN102167022B (en) * | 2011-03-10 | 2013-09-18 | 中国铁道科学研究院机车车辆研究所 | Integrated basic brake device for rail wagons |
CN115092199A (en) * | 2022-08-24 | 2022-09-23 | 成都工业职业技术学院 | Rail transport equipment and braking system suitable for high-speed railway |
Also Published As
Publication number | Publication date |
---|---|
DE60304717T2 (en) | 2007-04-12 |
ATE323636T1 (en) | 2006-05-15 |
EP1535817B1 (en) | 2006-04-19 |
DE60304717D1 (en) | 2006-05-24 |
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