EP1535817B1 - Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon - Google Patents

Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon Download PDF

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Publication number
EP1535817B1
EP1535817B1 EP03292944A EP03292944A EP1535817B1 EP 1535817 B1 EP1535817 B1 EP 1535817B1 EP 03292944 A EP03292944 A EP 03292944A EP 03292944 A EP03292944 A EP 03292944A EP 1535817 B1 EP1535817 B1 EP 1535817B1
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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.)
Expired - Lifetime
Application number
EP03292944A
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German (de)
English (en)
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EP1535817A1 (fr
Inventor
Howard Sommerfeld
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Westinghouse Air Brake Technologies Corp
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Westinghouse Air Brake Technologies Corp
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Priority to EP03292944A priority Critical patent/EP1535817B1/fr
Priority to DE60304717T priority patent/DE60304717T2/de
Priority to AT03292944T priority patent/ATE323636T1/de
Publication of EP1535817A1 publication Critical patent/EP1535817A1/fr
Application granted granted Critical
Publication of EP1535817B1 publication Critical patent/EP1535817B1/fr
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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.
  • d brake rigging is 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)
  • Braking Arrangements (AREA)

Claims (18)

  1. Système de frein à main pour un véhicule ferroviaire comprenant des première et deuxième traverses de frein espacées (1, 2), des premier et deuxième leviers de transfert (9, 10) reliés de façon pivotante en un point entre leurs extrémités à une traverse respective desdites première et deuxième traverses de frein (1, 2), des premier et deuxième moyens de transmission de force (12, 13) interconnectés entre des bras correspondants (26, 31) desdits premier et deuxième leviers de transfert (9, 10), lesdits premiers moyens de transmission de force (12) comprenant des moyens d'actionnement de frein (14, 15, 16) pouvant fonctionner en réponse à l'alimentation en pression de fluide de ceux-ci afin d'augmenter la longueur desdits premiers moyens de transmission de force (12), de façon à augmenter en conséquence la distance d'espacement entre lesdites première et deuxième traverses de frein (1, 2), une bielle de transfert (34) reliée au dit premier levier de transfert (9) de façon à être mobile de façon courbe avec celui-ci dans un plan parallèle au plan de rotation dudit premier levier de transfert (9), le frein à main comportant un bloc de poussée (110) disposé sur ladite première traverse de frein (1), et un levier d'actionnement (100) ayant une liaison pivotante en un emplacement entre ses extrémités avec ladite bielle de transfert (34), caractérisé en ce que ledit bloc de poussée (110) a un élément d'axe (104) disposé dedans, et de façon adjacente à une extrémité dudit levier d'actionnement (100) se trouve une partie courbe (106') pouvant être engagée de façon rotative avec ledit élément d'axe (104) et qui est prévue pour recevoir une force de frein à main.
  2. Système de frein à main selon la revendication 1, dans lequel ladite extrémité dudit levier d'actionnement (100) comprend des premier et deuxième segments courbes (44, 45) espacés à des distances différentes de ladite liaison pivotante dudit levier d'actionnement (100) avec ladite bielle de transfert (34).
  3. Système de frein à main selon la revendication 1 ou 2, dans lequel au moins ladite première traverse de frein (1) comprend un élément de compression (5), un élément de tension (6) relié au dit élément de compression (5) au niveau de ses extrémités respectives, et un élément de jambe de force (7) interposé entre ledit élément de compression (5) et ledit élément de tension (6) en des points médians de ceux-ci.
  4. Système de frein à main selon la revendication 3, dans lequel ledit bloc de poussée (110) relié à ladite première traverse de frein à la jonction dudit élément de jambe de force (7) et dudit élément de tension (6) comprend :
    (a) une base (37) procurant une surface d'appui;
    (b) une paire de parois latérales parallèles espacées (35) dépassant de ladite base; et
    (c) une paroi de fond (36) qui dépasse de ladite base (37) entre lesdites première et deuxième parois latérales (35) et qui coopère avec celles-ci afin de former une poche à l'intérieur de laquelle ladite autre extrémité dudit levier d'actionnement (100) peut être engagée.
  5. Système de frein à main selon la revendication 2, dans lequel un point de pivotement (38) procuré par ledit premier segment courbe (44) établit un premier rapport de levier dudit levier d'actionnement (100) et ledit point de pivotement procuré par ledit deuxième segment courbe (45) établit un deuxième rapport de levier dudit levier d'actionnement (100) qui est inférieur au dit premier rapport de levier.
  6. Système de frein à main selon l'une quelconque des revendications 1 à 5, dans lequel au moins ladite première traverse de frein (1, 2) comprend un élément de compression (5), un élément de tension (6) relié au dit élément de compression (5) au niveau de ses extrémités respectives, et un élément de jambe de force (7) interposé entre ledit élément de compression (5) et l'élément de tension (6) en des points médians de ceux-ci.
  7. Système de frein à main selon la revendication 6, dans lequel ladite liaison pivotante dudit premier levier de transfert avec ladite première traverse de frein (1) est au niveau dudit élément de jambe de force (7).
  8. Système de frein à main selon la revendication 6 ou 7, dans lequel ladite bielle de transfert (34) est reliée au dit premier levier de transfert (9) en un point adjacent à ladite liaison pivotante dudit premier levier de transfert avec ledit élément de jambe de force (7) de telle sorte que ledit levier d'actionnement (100) est disposé avec un angle par rapport au plan de rotation dudit premier levier de transfert (9).
  9. Système de frein à main selon l'une quelconque des revendications 6 à 8, dans lequel ledit bloc de poussée (110) relié à ladite première traverse de frein à la jonction dudit élément de jambe de force (7) et dudit élément de tension (6) comprend :
    (a) une base (37);
    (b) une paire de parois latérales parallèles espacées (35) dépassant de ladite base; et
    (c) une paroi de fond (36) qui dépasse de ladite base entre lesdites première et deuxième parois latérales (35) et qui coopère avec celles-ci afin de former une poche à l'intérieur de laquelle ladite autre extrémité dudit levier d'actionnement (100) peut être engagée.
  10. Système de frein à main selon la revendication 9, dans lequel ladite paire de parois latérales (35) a un angle d'inclinaison correspondant au dit angle suivant lequel ledit levier d'actionnement (100) est disposé par rapport au dit premier levier de transfert (9).
  11. Système de frein à main selon la revendication 10, dans lequel la distance entre lesdites parois latérales est suffisamment plus grande que la dimension correspondante dudit levier d'actionnement (100) pour permettre un mouvement de celui-ci avec ledit mouvement courbe de ladite bielle de transfert (34) sans que ledit levier d'actionnement (100) rencontre lesdites parois latérales (35).
  12. Système de frein à main selon l'une quelconque des revendications 8 à 11, dans lequel ladite bielle de transfert (34) est en forme de U, une partie de coude de celle-ci se terminant en une partie fourchue (39) à laquelle ledit levier d'actionnement (100) est relié afin de procurer ladite liaison pivotante avec ladite bielle de transfert (34), ladite partie de coude formant une ouverture à travers laquelle ledit premier levier de transfert (9) passe, ladite partie de coude étant tordue par rapport à ladite partie fourchue, le degré de torsion correspondant au dit angle suivant lequel ledit levier d'actionnement (100) est disposé par rapport au plan de rotation dudit premier levier de transfert (9).
  13. Système de frein à main selon les revendications 8 et 12, dans lequel ledit premier levier de transfert (9) est formé avec une rainure dans laquelle ladite partie de coude de ladite bielle de transfert (34) est engagée afin de fixer ledit angle suivant lequel ledit levier d'actionnement (100) est disposé par rapport au dit premier levier de transfert.
  14. Système de frein à main selon la revendication 13, dans lequel ladite extrémité dudit levier d'actionnement (100) comprend des premier et deuxième segments courbes (44, 45) espacés à des distances différentes de ladite liaison pivotante dudit levier d'actionnement (100) avec ladite bielle de transfert (34), ledit premier segment courbe (44) pouvant être engagé avec ladite surface d'appui afin de procurer ledit point de pivotement (38) autour duquel ledit levier d'actionnement (100) peut tourner dans une première plage de rotation et ledit deuxième segment de courbe pouvant être engagé avec ladite surface d'appui afin de procurer ledit point de pivot autour duquel ledit levier d'actionnement (100) peut tourner dans une deuxième plage de rotation.
  15. Système de frein à main selon la revendication 14, dans lequel ledit point de pivotement (38) procuré par ledit premier segment courbe (44) établit un premier rapport de levier dudit levier d'actionnement (100) et ledit point de pivotement procuré par ledit deuxième segment courbe (45) établit un deuxième rapport de levier dudit levier d'actionnement (100) qui est inférieur au dit premier rapport de levier.
  16. Système de frein à main selon l'une quelconque des revendications, dans lequel ledit bloc de poussée (110) relié à ladite première traverse de frein à la jonction dudit élément de jambe de force (7) et dudit élément de tension (6) comprend :
    (a) une base (37);
    (b) une paire de parois latérales parallèles espacées (35) dépassant de ladite base; et
    (c) une paroi de fond (36) qui dépasse de ladite base entre lesdites première et deuxième parois latérales (35) et qui coopère avec celles-ci afin de former une poche à l'intérieur de laquelle ladite autre extrémité dudit levier d'actionnement (100) peut être engagée.
  17. Système de frein à main selon la revendication 16, dans lequel ladite paire de parois latérales (35) a un angle d'inclinaison correspondant au dit angle suivant lequel ledit levier d'actionnement (100) est disposé par rapport au plan de rotation dudit premier levier de transfert (9).
  18. Système de frein à main selon la revendication 17, dans lequel la distance entre lesdites parois latérales (35) est suffisamment plus grande que la dimension correspondante dudit levier d'actionnement (100) pour permettre un mouvement de celui-ci avec ledit mouvement courbe de ladite bielle de transfert (34) sans que ledit levier d'actionnement (100) rencontre lesdites parois latérales (35).
EP03292944A 2003-11-26 2003-11-26 Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon Expired - Lifetime EP1535817B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP03292944A EP1535817B1 (fr) 2003-11-26 2003-11-26 Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon
DE60304717T DE60304717T2 (de) 2003-11-26 2003-11-26 Verbesserte Hebelschnittstelle in einem Handbremssystem für eine einzylindrige am Waggon montierte Eisenbahnbremse
AT03292944T ATE323636T1 (de) 2003-11-26 2003-11-26 Verbesserte hebelschnittstelle in einem handbremssystem für eine einzylindrige am waggon montierte eisenbahnbremse

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03292944A EP1535817B1 (fr) 2003-11-26 2003-11-26 Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon

Publications (2)

Publication Number Publication Date
EP1535817A1 EP1535817A1 (fr) 2005-06-01
EP1535817B1 true EP1535817B1 (fr) 2006-04-19

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EP03292944A Expired - Lifetime EP1535817B1 (fr) 2003-11-26 2003-11-26 Interface de levier de frein à main perfectionné pour un système de freinage ferroviaire monocylindrique monté sur wagon

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EP (1) EP1535817B1 (fr)
AT (1) ATE323636T1 (fr)
DE (1) DE60304717T2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
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
CN102167022B (zh) * 2011-03-10 2013-09-18 中国铁道科学研究院机车车辆研究所 铁路货车集成式基础制动装置
CN115092199B (zh) * 2022-08-24 2022-11-11 成都工业职业技术学院 一种适用于高速铁路的轨道运输设备及制动系统

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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
US4793446A (en) 1986-12-10 1988-12-27 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
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
US6702073B2 (en) * 2002-07-02 2004-03-09 Westinghouse Air Brake Technologies Corporation Hand brake lever interface for single-cylinder truck-mounted railway car brake

Also Published As

Publication number Publication date
DE60304717T2 (de) 2007-04-12
ATE323636T1 (de) 2006-05-15
EP1535817A1 (fr) 2005-06-01
DE60304717D1 (de) 2006-05-24

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