JP2002331934A - Parking brake for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a spring type air releasing parking brake for an integral intermodal train for transporting a standard long distance semi-trailer. SOLUTION: Each segment, having a plurality of platforms, can perform loading/unloading independently of all the other any segment. For enhancing reliability while improving performance, several sub-systems of each sub-system or the like of an electronic assist air brake, soundness, supervision, trailer tie-down and a locomotive interface, can be provided in each segment. A spring type parking brake, provide for the segment, is connected to operate to a pneumatic brake system of a train. In a preferred embodiment, when a brake pipe pressure falls lower than nominal 40 psi, a brake is automatically applied. A pneumatic valve device for the parking brake, till discharging a pressure by an ordinary system leak, prevents operation of a valve in an emergency brake condition, damage to a wheel is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a train for an integrated / semi-integrated integrated transportation train using a segment type roll-on / roll-off system. More specifically, rail cars are connected together to form integral train segments for carrying cargo such as semi-trailers, each train segment including an adapter platform, an intermediate platform, and a loading ramp platform. It may have an integral structure consisting of various types of railcar platforms. The invention particularly relates to a device for automatically activating and releasing a parking brake for a railway vehicle.

[0002] This application is a continuation-in-part of US patent application Ser. No. 09 / 255,204, filed on Feb. 22, 1999, and is a provisional application Ser. 189,578.

[0003]

BACKGROUND OF THE INVENTION A platform system for an integrated transportation train is described in applicant's U.S. patent application Ser. No. 09 / 252,204, filed on Feb. 22, 1999, which is incorporated herein by reference in its entirety. Used in the book.

[0004] To form an integrated transport train for the transport of standard long haul semitrailers, an adapter platform,
An intermediate platform and a ramp platform vehicle platform are provided. An integrated transportation train may have a standard locomotive that pulls one or more identical train segments. Each segment is 11
It can have more than one platform and can use a self-contained roll-on / roll-off system to perform unloading independently from any other segment. The system may have an integral ramp on at least one end of each segment for use in unloading service tractors and / or semi-trailers. The platforms that make up each segment can be connected by articulated joints to eliminate longitudinal slack and reduce costs. At least one platform must be equipped with a standard knuckle coupler at standard height so that the segment can be pulled by any existing locomotive.

[0005]

In order to be able to transport non-railway trailers, very good ride quality is required, which is a premium carriage and a low 36. It can be obtained with a deck height of 5 inches, and the combination of both enables stable operation even at high speed. High speed operation is almost twice that obtained with standard equipment1
This is also possible with a braking system that gives an actual train average braking rate of 8%. By using this brake system, Steel Turnpike (Steel Turnpike)
pike) can operate 30% faster than standard AAR freight trains, while stopping within the same distance.

Several subsystems can be provided in each segment to improve performance and increase reliability. These are "electronic assist air brakes",
The subsystems are "health monitoring" and "trailer restraint". If one wants to use the above subsystem with the highest efficiency, a "locomotive interface unit" subsystem is also required.

[0007]

SUMMARY OF THE INVENTION In a preferred embodiment of the present invention, a spring-loaded, air-released parking brake for an integrated transportation train is provided. The parking brake can be applied only when normal pneumatic brake cylinder pressure is lost, and preferably only to the extent that normal full brake cylinder pressure is lost. If it is necessary or desirable to move the railcar without first filling the brake tubing, prepare for manual release of the parking brake.

[0008] Other details, objects and advantages of the present invention will become apparent from the following detailed description of certain embodiments thereof and the accompanying drawings.

[0009]

DETAILED DESCRIPTION OF THE INVENTION A semi-integrated integrated transportation train segment 40 for transporting a standard long-haul (non-AAR) semi-trailer is shown in FIG. An integrated transportation train may consist of a standard locomotive pulling one or more identical train segments 40. Each segment 40 includes at least three, and preferably 11 or more, platforms 43, 44, 45, and unloads independently from any other segment 40 using a self-contained roll-on / roll-off system. be able to. This system has an integral ramp 4 on the ramp loader platform 45 at the end of each segment 40 for use in loading and unloading special service tractors and semi-trailers.
6 inclusive. To eliminate longitudinal slack and reduce cost, the platforms 43, 44, 45 that make up each segment 40 are connected by articulated joints, but the segments can be pulled by any existing locomotive. As such, at least one platform is provided with a standard knuckle coupler 47 at a standard height. No terminal infrastructure is required except for an area at least 75 feet long with a surface that is sloped to approximately the height of the rail top. Such a system is commonly referred to as a steel turnpike.

In order to be able to transport non-railway trailers, very good transport quality is required,
It can be obtained with a premium trolley and a low 36.5 inch deck height, and the combination of both enables stable operation even at high speed. High speed operation is almost twice that obtained with standard equipment18.
It is also possible with a braking system that gives a% actual train average braking rate. By using this braking system, the steel turnpike can operate 30% faster than an AAR standard freight train while stopping within the same distance. However, unless very high reliability is possible, high speed operation is useless in the service sensitive trailer market. To give this reliability,
A continuously operating health monitoring system is provided. The system signals the operator of a potential problem immediately after its occurrence, thus allowing timely maintenance to correct a failure that causes delays, breakage or equipment shutdown problems. The continuous monitoring system
Two of the most significant causes of derailment, namely wheel breakage and journal bearing burnout, can be reliably eliminated.

[0011] Such an integrated transportation train will typically consist of several segments 40 to organize a train 40 having a trailer capacity of more than 100 vehicles. In operation, it may be advantageous to use a pair of segments 40 with two lamp platforms 45 connected end-to-end to one another, as described below.

Each integrated transportation train segment 40 has three types of platforms 43, 4 articulated together.
4, 45 included. For the purpose of explanation, one end of each of the two names of the A end and the B end is assigned to each end of each platform type in advance. The front end of such a platform is referred to as the A end, while the rear end is referred to as the B end. 3
The first of the types of platforms is the adapter platform 43, which is shown in more detail in FIGS. Adapter platform 43 has 2
It has an eight inch low carrier truck 48, a conventional knuckle coupler 46, a hydraulic traction gear 49, a standard body bolster 60 best shown in FIG. Adapter platform 43 is B
At the end, a 33-inch bogie 51 equipped with a high-performance bearing,
And a female hemispherical articulated connector 50 with a combined center plate, which can be a standard Cardwell SAC-1 type connector. The adapter platform 43 is for connection after the standard locomotive. The configuration of the 28 inch bogie 48 attachment of the A-end body bolster is shown in more detail in FIG. 15 and will be more fully described with reference to that drawing. Similarly, the structure of the B-end is shown in more detail in FIG. 16 and will be more fully described with reference to that drawing.

The second platform type is the intermediate platform 44 shown in FIG.
3 has a bogie 51 at the B end and a 33-inch bogie 51 at the same B end. At the A-end of the intermediate platform 44, a bogie-less male articulated connector 52 is provided. The A end of the intermediate platform 44 has a corresponding female articulated connector 50 at the B end of the adjacent platform.
And the carriage 51.

The platform of the third type is shown in FIGS.
15 is the ramp loader platform 45 shown in FIG. The ramp platform 45 is also similar to the intermediate platform 44 in that it has a carriage 48 only at the B end.
It's similar to. However, B of lamp platform 45
The end trolley 48 differs in that a lower 28 inch transport trolley 48 similar to that of the adapter platform 43 is used. Since the carriage 48 only supports about half of the weight supported by the 33-inch carriage 51 of the intermediate platform 44, the wheels can be made smaller without risk of overloading the wheels, axles or bearings. Can be. Lamp platform 45
Is provided with a male articulated connector 52 which is supported by the carriage 51 at the B end of the adjacent platform and engages with the female articulated connector 50 in the same manner as the intermediate platform 44. At the B-end of the ramp platform 45, the deck 54 is provided with an extended slope portion 56 projecting beyond the carriage 48 and supported by a conventional body bolster 60 and a center plate rather than by an articulated connector. By using a 28 inch trolley in this position, the height of the deck 56 at the end of the ramp platform 45 can be increased from the 36.5 inch height of the other platforms 43, 44 to the B end trolley of the lamp platform 45. It can be as low as 31.5 inches at the centerline. Thus, the height at which the loading ramp 46 must rise to perform a roll-on loading can be significantly reduced. This height is further reduced between the bogie centerline and the end sill of the ramp platform by tilting the sloped section 56 towards the ground, resulting in a final deck height of the end sill of only 17. 1/4 inch. At this low height, a short, lightweight lamp assembly 4 hinged to the end sill of the lamp platform 45
6 is easily reached. The ramp can be raised to a storage position for transport or lowered to a loading position by a ramp positioning device, such as an air cylinder, under the control of terminal personnel.

Because the B-end of the ramp platform 45 is much lower than the normal 34.5 inch coupler height, a unique coupler structure is used, especially if the lamp platform 45 is to be coupled to a conventional locomotive or vehicle. is necessary. At this time, there are two preferred structures shown in FIGS. One configuration shown in FIGS. 24-27 is a standard knuckle connection carried in a raised traction gear 49, similar in concept to the retractable connection used on passenger train locomotives in the 1950s. The container 47 is used. The other structure shown in FIGS. 22 to 23 and FIGS.
Useful if 5 is only to be connected to a similar ramp platform 45 of another train segment 40. In the latter case, a simple high speed coupler 107 supported well below the normal 34.5 inch height would be sufficient. Both structures are described in further detail below in connection with FIGS.

Several unique subsystems for improving performance and increasing reliability are provided in each segment. These include the electronic assist air brake, health monitoring and trailer restraint subsystems. If these are to be used most efficiently, a locomotive interface system is also required. A brief description of each subsystem is provided below, along with a more detailed description of each of the three platform types.

Platform Type Each platform can have the same basic structure except for the ends. An intermediate platform 44 can serve as a "standard" platform, from which adapter and lamp platforms can be made. Therefore, the standard platform can be mass-produced, and the remaining two platforms can be manufactured by simply changing the ends of the standard platform, so that the economic efficiency is greatly improved. For example, the adapter platform 43 is basically made by separating the A-end from the intermediate platform 44 and welding the modified A-end of the adapter platform 43. FIG. 2 shows an intermediate platform 44.
A joint line 110 for cutting off the A-end of the adapter platform 43 and welding the A-end structure of the adapter platform 43 is schematically shown.

Referring to FIG. 11, the B-end of the intermediate platform 44 is cut off and the lamp platform 4
Another joining line 112 to which the fifth B-end structure can be attached is shown schematically. Making each platform 40 "standard" makes sense because each segment 40 of the integrated transportation train preferably has at least nine intermediate platforms 44 and one adapter platform 43 and one ramp platform 45, respectively.

Adapter Platform The aforementioned adapter platform 43 has one conventional knuckle coupler 47 at the A end and one carriage at each of the A and B ends. The coupler 47 is carried by a 15 inch mobile "buff-only" hydraulic traction gear 49, while both of the proposed trolleys are oscillating. A-end cart 4
8 is a low 2 with a normal 70 ton bearing and axle
In contrast to the 8-inch transport model, the B-end truck 51
Is a 33-inch wheel model with oversized bearings.
These trucks 48, 51 have improved transport and tracking characteristics as compared to standard three-member trucks. In order to control the bogie snake behavior at high speed, a constant contact "tex pack" type (co
nstant contact "teks pac") Side bearings have been proposed. When attempting to transport a conventional (non-AAR) trailer, the commercial trailer should not be lifted, has a softer spring, and does not have the longitudinal strength specified by the AAR for conventional piggybacks For,
This type of trolley must be used.

FIG. 15 is an enlarged sectional view of the structure of the vehicle bolster 60 and the 28-inch bogie 48 attachment portion at the A end, and FIG. 16 is a similar view at the B end. FIG. 16 shows the unique construction of the platform above the B-end 33 inch carriage 51 which is common to all of the intermediate platforms 44. Truck side frame 63
It is particularly important that the vehicle bolster 60 does not exist above the vehicle. Thereby, as shown in FIG.
With only a minimum deck thickness above the side frame 63, the deck 54 can be lowered to the desired height.

The A-end of the adapter platform 43 is connected to a conventional vehicle bolster 60 and a center plate 61.
In addition, the aforementioned 15-inch hydraulic traction gear 49 and F-type knuckle coupler 47 are used. Due to the looseness of the segment 40, it is recommended to use this traction gear 49, otherwise the long articulated train structure acts as a huge single mass when connecting to locomotives or conventional equipment. This is especially important if the connection is made at speeds other than the lowest speed, as the couplers and other components of the conventional device will be damaged.

The deck 54 of each platform 43, 44, 45 is preferably supported by a molded gusset 72 extending from the central sill 73 of the platform to the side sill 62, as best seen in FIG. It is formed of a steel lattice 70. The side sill 62 is
A forming channel that is located above the height of the deck 54 and forms a bollard to help prevent the trailer from being accidentally pushed out of the deck when backing to a loading position.

The use of the grid 70 on the deck 54 is such that snow and ice falling on the deck 54 can easily pass through and fall on rails or track beds and need to be removed using a snow blower, snowplow, or other device. The main purpose is to automatically remove them from deck 54 because there is no Central sill 73
Is not a conventional AAR type structure, but instead consists of a wide box beam formed by an open bottom and relatively lightweight web 75, suitable for the upper plate 74 and the vertical bending force that is maximized in the center. And a bottom flange 76 of varying thickness along the length of the structure to withstand. This "taper flange" method reduces the weight where bending stresses are not so high. Although excavation may occur with the use of a relatively thin web 75, reinforcement of the web 75 by welding a grid support gusset 72 to the full height of the web 75, as shown in FIG. This is prevented.

The upper portion of the central sill 73 supports the legs of a collapsible or “pull-up” fastener 80 used to secure the trailing end of the trailer 82 to the deck 54 by attaching to the kingpin of the trailer 82. Also used for. These fasteners are known in the railroad industry, but have been modified because the platforms are never sorted by humps, and the large longitudinal forces exerted by the yard impact during the swapping operation are not applied to this structure. Shape is used for steel turnpike. Two such fasteners are secured to the center sill 73, one near the B-end and the other 29 feet away, near the center of the platform. This fastener spacing allows any current legitimate trailer 82 to be transported efficiently, including ultra-long 57 foot trailers (legal in only the five western states). . At the same time, a 29 foot fastener spacing allows a 28 foot long "small" trailer 83 to be loaded with only one foot between the nose and tail ends. Similarly,
As shown in FIG. 18, the combination of trailers 82, 83 may be combined in any order, and
2 can be loaded and transported across the articulated joint.

The articulated connection is substantially identical at all articulated joints between each platform. At the B-end of the adapter platform 43 and the ramp platform 44, an upper side bearing 66 is provided for transmitting the platform roll to the bogie bolster and suspension. Preferably, constant contact side bearings are used on the trolley bolster to minimize rolling of the body relative to the bolster and to add rotational damping to the trolley 51 to help control the trolley "snake behavior" during high speed travel. You. FIG. 16 shows the mechanism of the upper side bearing 66 and the lower side bearing 68, which are different from the actual state of the ordinary vehicle manufacturing.
It can be seen that there is no body bolster 60 extending beyond. If a body bolster 60 is used, the thickness of this part will be added to the minimum clearance above the used bogie side frame 63, so that a 37-inch deck height is required for this bolster. There is no structure.

The side sill at the B end is provided with a roll stabilizer support shelf 90 capable of withstanding a large vertical load. This support shelf 90 cooperates with a support shoe 92 on the side sill 62 at the A-end of the adjacent platform 44. This structure, best shown in FIG. 16, provides a roll stabilizer support that substantially twists and joins adjacent decks 54, which may result in less than perfect rolling of the vehicle body on a track. Will be greatly reduced. This is particularly important when the trailer 82 is being transported over an articulated joint, since this structure reduces the racking of the trailer 82 that could otherwise induce relative roll.

As shown in FIGS. 19 and 20, near the B-ends of the adapter platform 43 and the intermediate platform 44 but inside the bogie, from the left sill 62 to the left of the center sill 73, and to the center sill. A pair of structural connections 94 are provided extending from the right side of 73 to the right sill 62. These connecting parts 94
Consisting of two lateral connecting portions 94 and an upper cover plate 74 of the central sill 73, in the conventional body structure, the necessary vertical load supporting force given by the connection of the body bolster 60 is applied to the side sill 62, as described above. As described above, the height of the conventional body bolster 60 is given without being added. That is, these connecting portions 94 support the ends of the side sill 62 and transmit the load of the vertical side sill 62 into the center sill 73.

Preferably, at the location where the decks 54 of each articulated articulating platform 43, 44, 45 are combined, an interleaved deck structure is shown, which is best shown in FIG. For example, as shown
At the deck connection between the adapter platform 43 and the first intermediate platform 44, when the segment 40 turns a curve, the platform deck 54 rests on top of the other, as if the conventional bridge plate remained in a lowered position. The deck structures 54 are alternately arranged with the mating side so as not to rub. The advantage of this interleaving of the deck end structures common to all articulated connections is that an uninterrupted platform is obtained across the entire segment, which greatly speeds the loading process. As shown, a slot-like bend 97 is provided near each side sill 62 at the B-end of the deck 54 so that when the articulated articulation platform bends a curve.
In addition, an extension 99 having a corresponding curvature at the A end of the adjacent deck 54
Can fit.

Returning to FIG. 16, the structure of the A-end of the adapter platform 43 is more in that it comprises a body bolster 60, a stub AAR central sill 64, a center plate 61 and a traction gear mounting 49. Close to conventional type. However, unlike the intermediate platform 44 and the ramp platform 45, the A-end of the adapter platform 43 supports only one end of one platform and therefore the other bogie 51
Carry much less weight. Therefore, A
A 28 inch diameter wheel truck 48 can be used below the ends, which adds an additional 5 inches above the side frame 63 and allows the use of the wide box beam center sill 73 described above.

Another feature of the adapter platform 43 is that a 36 inch high septum 86 can be used at the A end to prevent personnel from accidentally pushing the trailer off the platform end of the vehicle. .

Intermediate Platform The intermediate platform 44 shown in FIGS.
Share almost all of the above features, except that it has a trolley 51 only at the B end.
And the side sill 62 are substantially identical at both ends. The A end of the center sill 73 is a male joint type connector 5
2 is carried. The proposed articulated joints of the Cardwell Westinghouse SAC-1 type reduce the weight of the platform 44 from the male half connector 52 to the female half connector 5 at the B-end of the adjacent platform.
0, and from there the trolley 5 corresponding to the female connector 50
1.

The end A has the support shoe 92, and the end B has a support shelf 90. Side bearings 66, 68 of the trolley 51 are used to stabilize the roll of the B-end of the intermediate platform 4, and the support shelf 90 is connected to the adjacent support shelf 90 in the same manner as described for the adapter platform 43. Cooperates with support shoes 92 on the A-end of the platform to stabilize the roll.
This connection of the side sill 62 of the adjacent platform allows the A-end of the intermediate platform 44 to be stabilized by the B-end of the adjacent platform. Of course, this means that the roll at the B-end of the intermediate platform 44 is stabilized by the corresponding bogie side bearings 66, 68, which is ensured by the use of constant contact side bearings.

For this reason, any number of intermediate platforms 44 may be incorporated in a segment 40 with one lamp platform at the tail, with one adapter platform 43 at the head. The presently preferred integrated transportation train segment 40 can be comprised of 11 platforms, one adapter platform 43, nine intermediate platforms 44, and one ramp platform 45. This particular combination is preferred primarily because of the economics of the braking system and the ease with which the intermediate platforms 44 can be interchanged in groups of three within the segment 40.
This is because the segments can be lengthened or shortened, or repairs can be made without unnecessarily rendering the device unusable.

Ramp Loader Platform The ramp platform 45 shown in FIGS. 11-13 is very similar to the intermediate platform 44 in that it has a trolley 48 only at the B end, and a roll at the A end. It relies on a sliding connection of the side sill 62 for stability. This sliding connection is based on the A
The end support shoe 92 frictionally engages the support shelf 90 at the B end of the adjacent platform 44.

Referring to the drawing, the B-end uses a 28-inch diameter wheel truck 48, like the A-end of the adapter platform 44, but does not have a body bolster. Alternatively, using the low deck height of the 28-inch bogie 48, the ramp platform 45 may be ramped down from 37 inches at the A end to 32 inches at the B end to reduce the deck at the B end. The height can be lowered below 32 inches. Otherwise, the ramp platform 45 is identical to the adapter platform 43 and the intermediate platform 44.

The lamp 46 of the lamp platform 45
By reducing the deck height at the end where the is mounted, the length of ramp 46 required to climb from the ground to the deck is reduced. This length is reduced by lowering the end of the lamp platform 45 at the position where the lamp 46 is mounted.
6 can be further reduced by inclining the extension 56 of the deck below the B-end carriage with the same inclination as when using the No. 6 (about 1 in 8). This technique greatly reduces the length, and therefore the weight, of the lamp 46, and thus simplifies the lamp lifting and storage mechanism.

As a result, the deck height at the B end of the ramp platform 45 is only 17.1 / 4 inches above the top of the rail at the end sill. At this point, the loading ramp 46 is hingedly connected to the vehicle structure,
It is only 10 feet 3.5 / 8 inches long. This short ramp length can be effectively used over its operating angle of more than 90 degrees using the spring tensioner 160 shown in FIGS. 22-23 attached to the end of the ramp platform 45. Can be combined. When in the fully raised position, the center of gravity of the ramp 46 is slightly inside its pivot point, so that the leverage arm is negative and the ramp 46 provides a torque that attempts to fold it back onto the ramp platform 45. appear. But,
At this point, the positive stopper provided on the ramp 46 side prevents further bending and the hook 46 provided adjacent to the stopper is manually hooked so that the lamp 46 is pulled until the hook is manually released. It cannot be taken down.

The air cylinder 162 operates in parallel with the above-mentioned spring balance mechanism. When the retaining hook is manually released, air is introduced into the cylinder 162 to overcome the torque created by the small negative lever arm and begin to lower the ramp 46. When this occurs, the weight imbalance of the ramp 46 will pull the piston out of the cylinder 162 and attempt to deploy it to its loading position. The speed of this operation can be easily controlled by restricting the discharge of air from the rod end of the cylinder 162. The air for operating the cylinder 162 is
It can be supplied from a dedicated tank that is filled by the main tank balancing tube when the train is connected. This tank can be sized to allow the lamp 46 to be operated at least twice with an initial fill of 130 psi. Preferably, the service tractor does not need to fill any other part of the train's pneumatic system so that air can be extracted from the service tractor for this operation.

The force pulling the air cylinder piston 162 during the ramp 46 up operation may be positive or negative. That is, the ramp 46 can be designed to be either slightly over-balanced or under-balanced by the spring and cam mechanism 160. A lack of balance is preferred because it allows the lamp 46 to be manually lowered in emergency situations where working air is not available.
Similarly, underbalance will prevent the nose of ramp 46 from bouncing when loading a trailer.

As best seen from the more detailed drawings of the same platform coupler mechanism of FIGS. 22 and 23, when the ramp 46 is in the upper position, the coupler tensioning surface extends beyond the actual ramp 46 position. To prevent interference between the end of the lamp platform 45 and any of the platforms connecting it. Thus, the lamp end of the platform 45 can be connected to another lamp platform 45 without any problems. Further, the illustrated high-speed coupler 1
If 07 is used, this connection can also make electrical and pneumatic connections.

Two coupler connections are possible. FIG.
The first as shown in FIG. 23 and FIGS.
Are transit couplers 20 inches high.
7, and in a very simple manner, a conventional device without any adapter would not be able to pull the end of the lamp platform 45 of the segment 40. The modified coupler connection shown in FIGS. 24-27 uses a standard knuckle coupler 47, which can be transported at a standard coupler height. In each case, a retractable coupler is preferably used.

Returning to FIGS. 22 and 23, after the ramp 46 is swung up, the coupling elevating mechanism 170 is actuated by raising the ramp 46, and the illustrated link mechanism operates the coupling 107.
Swing up to operating position. The coupler 107 is a lifting mechanism 17
0 from below, but the flat surfaces of the two transit couplers raise their heads by an additional 0.5 inch during coupling, thereby allowing the lift mechanism 170 and the Wear and interference with the mating coupler 107 can be prevented.

In the modified coupler 47 shown in FIGS. 24-27, much more because both coupler 47 and traction gear 49 must be raised to a standard 31/2 inch height. An elaborate lifting mechanism 180 is required. This method allows connection to conventional devices without adapters. Although the standard coupler 47 has great versatility, the lamp platform 4 is not used due to the convenience of the terminal.
The task of operating a train consisting of two segments connected between five is not very convenient and its structure is generally complicated and expensive.

Another preferred embodiment of the lamp is shown in FIGS.
32 shows a folding joint ramp 146 as shown in FIG. This same type of coupler can be used as described above. Similarly, the transit coupler 207 shown in FIGS. 32 to 33 is preferably used. Similarly, the spring tensioning device 160 can be used to operate the lifting mechanism 190 to control the raising and lowering of the ramp 146.

Subsystem Trailer Restraint Each of the three platform types 43, 44, 45 is equipped with two tractor-operated lifting fasteners spaced 29 feet apart. This spacing allows all platforms 4 to carry either two 28-foot “small” trailers 83 or a single trailer 82 40-57 feet long between the two trucks.
3, 44, 45 can be loaded. Also,
If desired, after loading the 28 foot mini-trailer, the long trailer 82 can be loaded across the articulated coupler between the two platforms.
The fasteners 80 used have been modified to increase the width at the bottom of the vertical post, which is a non-A
Necessary for controlling trailer roll of the AR type trailer. Since the segments 40 are never sorted by humps, a lightweight pressed steel construction can be used, except for the normal cast top plate. Lastly, service tractors must be equipped with closed-circuit television in order to both improve safety and reduce stow times with systems that rely on communication between ground personnel and drivers. Another mechanism proposed for the loading system is an electrical fastener lock monitor that can be used to indicate both that the kingpin has been properly locked in the top plate and that the diagonal strut has been properly locked in the raised position. Hydraulic shock absorber systems have also been proposed to reduce noise and increase the life of the fastener system as compared to unshockable fasteners.

Brake The brake system shown schematically in FIG. 34 is the most important of the subsystems. The basic system is
The two pipes (the main tank pipe 202 and the brake pipe 20) are configured such that the cylinder pressure increases in response to the pressure drop in the brake pipe 204 and gradually decreases as the pressure recovers.
4) A step-by-step release structure. It preferably uses one modified ABDX control valve 206 for every three bogies to supply brake cylinder pressure. The control valve 206 is mounted on the first intermediate platform, the third intermediate platform, the sixth and thereafter every third platform. All platforms without control valve 206 are equipped with an eighth vent valve 208 to assist emergency braking transmission. Further, each of the adapter platform 43 and the ramp platform 45 has an electro-pneumatic brake pipe control unit (BPCU) 210 described later.

The use of a second tube, the main tank tube 202, serves three purposes. The first is to allow the driven locomotive of a long train to provide air or receive air, for example, from a remote locomotive or cab at the head of the train so that it can operate at both ends with power at only one end of the train. is there. Second, it eliminates the taper from brake tube 204 and speeds up the response during pressure buildup. Finally, the main tank tube 202 can be used to supply air for release of a spring-loaded parking brake 212 mounted on the bogie.

Brake Pipe Control The BPCU 210 for each segment of the adapter platform 43 and ramp platform 45 is provided by the engineer from the CS-1 brake pipe interface unit on the locomotive, as further described in the locomotive subsystem section of this description. Includes a pair of solenoid valves arranged to be actuated by a lead-in which can be routed into the locomotive MU cable 200 in cooperation with the brake valve of the locomotive. When the locomotive is instructed to reduce the pressure in the brake pipe 204, the brake-operated solenoid valves of each BPCU 210 in the train release the pressure and rapidly increase to the pressure set by the brake valve at each point where the BPCU 210 is installed. By causing the degradation to occur locally, the entire train is instantaneously braked, reducing both train power and stopping distance. When the command of the brake pipe 204 is satisfied, each BPCU2
The ten valves are de-energized and no pressure change in the brake tube 204 occurs.

Similarly, when the engineer changes the brake valve settings to increase the brake valve 204 pressure, the locomotive CS-1 interface activates the supply solenoid valve of each BPCU 210. Since the air supply to the BPCU 210 is performed from the main tank balance pipe 202, the brake pipe 2
04 is quickly and equally refilled at both ends of each segment of the train, with no taper. This electro-pneumatic brake tube control is very effective on multi-segment trains, since only four control valves 206 are required for eleven platform segments, the extra tubes 202 and 2 The small additional cost of a single BPCU 210 is offset by a reduced number of control valves and a significant improvement in the performance obtained.

Another important component of the brake system is the base brake system, which is on all bogies except the 28-inch bogie of the loader with a simple WABCOPAC II bogie mounted brake 214. T
An MX bogie-mounted brake 212. TMX21
2 is a special structure that produces a large brake shoe force and a high braking rate for trains.

Spring-operated parking brakes In addition to a simple electro-pneumatic brake pipe control system, spring-operated parking brakes 216, as best shown in FIGS.
It can be provided on a dolly (the 28-inch dolly 48 below the adapter platform 43 is counted as one). The parking brake 216 is controlled by a parking brake control valve 218 as shown in FIG.
Release when brake pipe pressure exceeds 70 psi.

Parking Brake Control However, the parking brake control valve 218 will not allow the parking brake 216 to be applied until the pressure in the brake tube 204 drops below nominally 40 psi, and the brake cylinder pressure will not Then, the operation of the parking brake 216 is prevented by the double check of the spring brake in the pilot valve 220. This is achieved by some components of the parking brake control valve 218 as described below.

Filling-Normal Operation During the initial filling of a train in the normal state, the main tank pipe 202
The pressure soars to a relatively high value. In addition, BP20
Since all the air being supplied to 4 is sent from the main tank,
This value will always be higher than the brake pipe pressure. Therefore, the air is supplied to the parking brake control valve 218 by its M
Inflow through the R port, through the fill check valve 222, and hold the fill check valve 223 in the valve seat from the brake pipe connection, thereby preventing the flow of air from the BP 204 into the system and the response of the BP 204. As fast as possible. Since the BP 204 is initially less than 40 psi, the actuation valve 224 is in the brake actuated position as shown, so that more air flows and the parking brake 216 remains engaged.
When the brake pipe pressure rises above a nominal value of 40 psi, the actuating valve 224 is switched and the outlet of the filling check valve 222 is switched via the parking brake interlock double check valve 220 to the spring brake release cylinder 22.
6 while controlling the parking brake release valve 218, the spring is compressed to release the spring force applied to the brake shoes of all bogies. As the train continues to fill, the pressure in the spring brake release cylinder 226 will increase to the value in the MR tube 202.

Fill-Tow Operation It may be desirable to tow the transit train segment 40 of a conventional train where the MR tube 202 cannot be used;
The spring-loaded parking brake 216 does not hinder its operation. In that case, there is no pressure in the MR tube 202,
When the BP 204 is filled, air flows through the choke 2
28 and the BP side filling check valve 223, the MR side filling check valve 222 is held on its valve seat, and the BP 20
4 is prevented from flowing to the non-pressurized MR tube 202 and being lost. The air then flows to the spool of the actuating valve 224, but as before, the brake pipe pressure reaches a nominal 40
It is initially stopped by the spool not moving until it is above psi. Once the brake pipe pressure exceeds this level, the spool of the actuating valve 224 moves (to the left in FIG. 35), connecting the brake pipe pressure to the spring brake release cylinder 226 as before. However, in this case, the air for releasing the spring brake is supplied by the flow control choke 228, and the size of the air is greatly increased by opening the spool of the operation valve 224 to the empty spring brake release cylinder 226. It should be noted that it has been selected to prevent the actuation valve 224 from becoming unstable and thereby causing the actuation valve 224 to become unstable or the train brake to enter an emergency state.

Parking Brake Operation During Service Brake Operation and Release When the brake pipe pressure is reduced and the train's normal service brake is activated, the reduced pressure is always greater than 40 psi.
The actuating valve 224 remains in the normal release position (the spool has moved to the left in the figure). The brake pipe side filling check valve 223 remains in contact with the valve seat, and no air flows from the parking brake systems 216, 218 to the BP 204. However, the ABDX control valve 206 supplies air to its brake cylinder port, which will flow to the brake cylinder as normal. This pressure also enters the parking brake control valve 218 at the brake cylinder port and the fully charged spring brake release cylinder 2
Pressurizes the right side of the parking brake interlock double check valve 220, which is held on the right valve seat by the air already present in 26. Therefore, BP
The operation of both 204 and the brake cylinder is unaffected by the presence of the spring-loaded parking brake systems 216, 218.

When the service brake release is commanded, the brake pipe pressure will rise as commanded, but none of the components of the parking brake control valve 218 will be affected. When the brake cylinder pressure is released, the pressure on the right side of the interlock double check valve 220 decreases.
Since 22 is always in contact with the right valve seat during normal braking, there is no difference in operation that occurs in the brake system as a result of spring-loaded parking brake 216 as well.

Operation of Emergency Braking and Operation of Parking Brake During Release When the brake is applied in an emergency state, the brake pipe pressure rapidly decreases to zero, and the ABDX valve 206 reacts to give the maximum brake cylinder pressure. , This is always BP2
It must be about 5 psi below the full fill value at 04. Since the brake pipe pressure is always lower than the nominal 40 psi switching pressure of the actuation valve 224,
The device moves to the brake actuated position and connects the left side of the interlock double check valve 220 to atmosphere to attempt to vent the spring brake release cylinder 226, thereby activating the spring brake 216 in addition to the normal pneumatic brake. This is highly undesirable because it causes slippage of the flats and breakage of the wheels. However, the brake cylinder pressure from the control valve 206 increases more rapidly at the right port of the interlock valve 220 than it drops on the left,
This situation is prevented by moving the double check valve 220 to prevent the escape of pressure by the spring brake cylinder 226. Therefore, the excessive increase in the brake pressure is prevented. After an emergency operation, the brake cylinder pressure is dissipated due to a system leak or the like, so that the pressure on the right side of the interlock valve 220 decreases accordingly. When the brake cylinder air pressure is lost, the spring brake 216 is applied. Thus, the train can be reliably held at the predetermined position until the brake pipe pressure recovers. If it is desired to manually release the parking brake 216 without air, means for providing this function are included in the mechanism of the spring brake 216 itself.

Self-Spring Parking Brake In a preferred embodiment of the present invention, a novel method of a spring-released parking brake 300 for use in an integrated transportation train is disclosed. Although described in connection with use on integrated transportation trains, the method can be applied to most general purpose rail vehicles.

Operation of the Spring Brake A currently contemplated spring parking brake 300 of the present invention is shown in FIGS. 40 (a) and (b). In operation, the spring-actuated air release actuator 303 will pull the brake actuation lever 306 shown in FIG. 41 to apply a spring brake if not held in the released state by the pressure in its working chamber. And When the brake actuation lever 306 is pulled to the left by the spring actuator, it rotates about its center 312 to pull the brake actuation rod 315. This rod is connected via a suitable flexible connection to the end of the hand brake lever of the conventional TMX bogie 381 mounting brake assembly shown on the left side of FIGS. 40 (a) and (b). When the lever is pulled by the brake operation lever, the hand brake lever is moved to the right to the brake operation lever, and the hand brake lever is
It is moved to the right to the position shown in the target circle 321 which is the full operation position. However, the pivot point of the brake actuation lever is not fixed, but is supported by a somewhat longer lever located below the brake actuation lever in the drawing. This long lever is the compensation lever 309.

The purpose of the compensating lever 309 is to change the TM when the bogie 318 turns because the vehicle is on a curved track, as indicated by the dotted line for the wheel 324.
The purpose is to reposition the pivot of the brake actuation lever 306 so as to compensate for the position of the end of the X handbrake lever. This is the TMX assembly (hence the
When the bolster rotates in a direction to move the end of the handbrake lever to the right, the compensation lever
This is done by connecting the upper end of the compensation lever 309 to a suitable point on the bogie bolster 327, selected to be able to pivot clockwise about its lower end, which is fixed to the compensating lever 309. As a result, the brake operating lever 30
The pivot point of 6 is a short distance to the right, but the distance between the upper end of the brake operating lever and the connection point on the TMX handbrake lever is almost constant without moving the lower end of the brake operating lever. Move a distance that can be maintained.

Therefore, the ability of the spring-type brake actuator to actuate the brake does not change with the rotation of the bogie, and it is necessary to provide a slack in the rigging to maintain the brake released in all bogie turning states. Disappears. This also applies to a case where the bogie turns in a direction to move the end of the TMX lever to the left.
All three cases of the bogie position relative to the vehicle are shown in FIG.
(A), shown in FIGS. 42 and 43.

Next, by pulling the brake actuation lever, as shown very clearly in FIGS. 40 (a), 42 and 43, the spring and spring stroke are the same in all bogie turning states with equal force and piston stroke. The brake is applied. As described above, the spring brake dual check valve 220 provides an interlock that prevents the spring brake 216 from being applied in addition to the service brake in an emergency or fault situation. FIGS. 40 (a), 44a and 44f also generally show how to manually release the spring-loaded parking brake 300. From these figures, it can be seen that a device 340 is provided which allows the plunger of the spring brake actuator to be pulled out and overcome the spring to release the brake, as described more fully below.

Referring to FIGS. 45 (a)-(c) in detail, the positions shown are during the normal functioning of the automatic spring parking brake. As shown in FIG. 45 (a), whenever the vehicle's air brake system is fully charged, the parking brake actuator 303 is pressurized and moved to the illustrated release position. As a result, the parking brake release chain 343
Is in the loose position, and the brake shoe 346 is
Has been removed from As in all normal train operating situations, the actuator 303 is charged above this pressure as long as the brake pipe pressure remains above a predetermined pressure, such as a nominal 40 psi.

When the brake pipe pressure falls below a predetermined low value, the parking brake 300 can function, but does not itself apply the parking brake. This is because the pneumatic brake system is interlocked with the parking brake and only reduces the parking brake cylinder pressure to a value equal to the value of the auxiliary tank of the vehicle. If this auxiliary tank pressure is lost,
The piston of the parking brake actuator is retracted, so that the brake device assumes the position shown in FIG. 44b. In this case, the actuator rod 34
9 rotates the brake actuating lever 306, causing the parking brake pull rod 352 to pull up the handbrake lever, causing the brake shoe 346 to move to the wheel 3
24 to a position where it is frictionally engaged.

Therefore, only when the normal air brake cylinder pressure is lost, the parking brake 300 can be applied to an extent close to the loss of the normal total service brake cylinder pressure. The use of an auxiliary tank instead of brake cylinder pressure to control the parking brake offers distinct advantages. That is, the brake can be released by using the normal brake cylinder release valve without applying the spring brake for replacement. As a result, as long as the auxiliary tank pressure is maintained, normal switching work can be performed without applying either the air brake or the parking brake. After swapping, for example, if it is desired to apply the parking brake 300 to keep the vehicle on a slope, a simple pneumatic valve (not shown) connecting the parking brake exhaust to a normal brake cylinder at atmospheric pressure is provided. It can be activated from each side of the vehicle. As a result, the parking brake is applied.
However, when the brake pipe pressure is restored, the valve returns to its normal position. In either case, if the auxiliary tank pressure is lost, the parking brake will be applied. At this time, in most cases, the vehicle will be on the yard or on the customer's sideline, waiting for the next move by the locomotive.

When this movement is to be performed, the parking brake is released as described above by connecting and filling the brake system normally. 47 to 49 when the vehicle is to be moved without recovering the air brake.
The parking brake must be manually released using the device described in The operator releases the manual release mechanism 42
Activate 1 to unscrew the manual release chain 424, thereby pulling the actuator rod 415 back to the fully released position. As a result, the actuator piston is pulled out, the brake operation lever rotates, the parking brake pull rod 406 is loosened, and the shoe 40
9 comes off the wheel 412. After the vehicle moves, the release mechanism 421 can be operated by one movement of the manual operation handle 427, and the actuator 303 can apply the parking brake again.

When the parking brake is emptied, the vehicle is installed in the train and filled into its brake pipe, and the inoperable parking brake is automatically released as shown in FIGS. 48 and 49. Will be available again. Recharging of the vehicle brake causes the actuator piston to extend completely out and loosen the release chain 424, so that all force is removed from the release mechanism 421. This prevents the release chain 424 from being tensioned when the holding claw (described below) of the device is disengaged and the actuator 403 subsequently retreats and applies the parking brake. Therefore, in this embodiment, no manual operation is required to restore the automatic parking brake function.

As described above, FIGS.
The actuated position of the manually operated release mechanism 340 is shown, which in some respects is similar to the operation of a bumper jack on a motor vehicle, but without a function selection device. The function of the device shown schematically in FIG. 44 depends solely on the position of the operating handle 427, which springs back to the storage position when the operator is not actually using it.

FIGS. 44a to 44f show the position of the manual override device for a spring-loaded air-released parking brake according to the invention. When the handle 427 is moved up and down in the release area 430, the holding pawl 436 that can prevent the release chain 433 from being extended and the handle 427 move together, and when the handle is pushed to the right (in the drawing), the ratchet is released. Jack claw 4 traveling on car 442
The chain 433 is wound up by the action of the two pawls 39 and the ratchet pawl 436 is engaged by pushing the handle to the left, and the chain retracts. Thus, when the handle is operated in the release area 430, the release chain moves and retracts in the pulling stroke, and the retaining claw 436 prevents the chain 433 from elongating during the pushing stroke. When the chain is completely retracted, the spring brake actuator piston rod is pulled to the fully released (fully extended) position by the link mechanism, so that the active parking brake can be operated without returning air to the parking brake actuator release piston. Is released.

When the handle is pushed rightward to the brake operating position 445, the jack pawl 439 remains disengaged and the holding pawl 436 is moved to the ratchet wheel 44 regardless of the load.
Deviate from 2. This allows the full spring brake to be applied, as the spring brake pulls out the chain as needed. When in the storage position 448, the jack claw 43
9 has been lifted off the ratchet wheel 442 and the retaining pawl 436 has been pressed to a disengaged position by a pawl release spring 451, which spring 451 has a height such as that applied by manual release of the active spring brake 300. It is not strong enough to overcome the friction that holds the holding claw in the engaged state when holding the load. In the storage position (manual release or override state), when pneumatic pressure is supplied to the spring brake actuator and the load on the retaining pawl 436 is released, the pawl retracts under the action of the pawl release spring 451 described above. Later, when the air is removed and the parking brake is automatically operated, the brake is applied so that the holding claw is disengaged and the release mechanism does not interfere with the automatic operation of the spring brake. FIG. 46 shows a preferred embodiment of a decorative washer 454 used to display and limit handle position and function to an operator.

There are two ways to use the devices constituting the system. In the first method, mainly for multi-platform vehicles, both activation and release of the parking brake is automatic as described above, whereas in the second method the release is automatic, Brake actuation requires only one relatively easy operation of a simple control and is initiated manually only. The latter approach prevents potential problems with auto-actuated systems, such as braking at undesired times and potentially damaging wheels if the vehicle moves without first filling the brake tubing. You.

This is not a problem for vehicles of "scheduled flights" which reciprocate between specific terminals to which workers accustomed to the equipment are assigned, but are handled at designated points in general business vehicles. Not only will it be a problem if trains are swapped at different rail yards at various locations where workers are likely to be only familiar with standard manual actuation and release handbrake. There will be.
In the latter case, the worker would not expect the parking brake to be applied by an automated system or device, would assume that the brakes would not be applied without air, and would undoubtedly move the vehicle.

In the case of the latter general switching vehicle,
It is desirable to operate the device so that the parking brake is not automatically applied. However, if a parking brake is desired, it should be possible to apply it with minimal manpower from a ground position. In normal train operation, the release must occur automatically as a result of releasing the normal air brake, and when no air is available, the manual override must be able to release the active parking brake. In order to be able to move the vehicle in emergency situations where there is not enough air to perform the normal functioning of the braking system, the override device must be able to manually re-apply the parking brake without the air in the vehicle. No.

Multi-Platform or "Scheduled Flight" Example For a "scheduled flight" type device, as described above, it is only necessary to educate a limited number of people on the operation of a parking brake system that operates differently than standard handbrake. Based on this, a somewhat more sophisticated system is possible. The structure of such a system has been described above. Pneumatic means that can automatically realize control of this system will be described later.
A schematic diagram of a train for this application is shown in FIG.

This drawing shows a train in which eight platforms arranged to be loaded from the left end are articulated. The vehicle includes a conventional ABDX brake system, a TMX bogie-mounted base brake, and the automatic spring parking brake system of the present invention that is effective on the second to sixth bogies.

FIG. 51 is a detailed view of the second platform including the operation control device for the barking brake. This drawing shows the addition of a spring brake release tube to control its filling and release to prevent parking brake application during normal operation of a multi-platform vehicle in both train movement and yard switching operations The additional plumbing required for this is shown in detail. The function of the added pneumatic member will be described below with reference to FIG.

This drawing details some of the valves required for operation of the system and will be referred to in the following description of the operation.

Automatic Release When the brake pipe is filled, the control valve moves to the release position, evacuates the brake cylinder pipe to the atmosphere, and fills the auxiliary and emergency tanks from the brake pipe. When the auxiliary tank pressure rises above 40 psi, a control line extending from the auxiliary tank to the automatic brake actuation valve moves the valve to the release position. When in the release position, the valve connects the brake tubing (through the protection choke and the check valve) to the parking brake release tubing,
As shown on all platforms with automatic parking brakes. This tube is then filled from the brake line via the choke and check valve. Because only a small amount of air is taken from the vehicle's auxiliary tank to operate the brake actuating valve, there is no possibility that the parking brake system will interfere with normal braking when the braking is commanded. Please note.

In some parking brake release cylinders, the air from the parking brake release pipe flows into the parking brake interlock double check valve through the brake operation rate control check, moves it to the upper position, It flows into the actuator, compressing its brake actuating spring and fully releasing the parking brake at a pressure of 45 psi or more.

Action of Automatic Service or Emergency Braking When the train brake is applied either in service or emergency,
A brake cylinder pipe corresponding to each control valve (including a vehicle equipped with a parking brake control manifold) is filled to a desired pressure and a brake is applied. Since the parking brake interlock double check valve is already in the upper position, the pressure build-up in this line does not divert into the parking brake actuator and does not interfere with the operation of the service brake. This is also the case when an emergency brake is applied, since the auxiliary tank pressure remains well above the 40 psi operating point of the valve, and there is no action by the parking brake operated valve.

Swapping-Action of Brake Cylinder Release Valve If a train crew activates the brake cylinder release valve on each platform to swap the vehicle, this action does not affect the parking brake and As long as the tank has not lost its fill air, it is in the released state.

Switch-Manual Parking Brake Activation In normal yard work, after the vehicle has been finalized,
It is desirable for the railroader to operate the handbrake, and the manual brake actuation valve shown enables this whenever desired. By pressing the manual operator of this valve when there is no brake pipe pressure as seen during a swap, the parking brake release pipe is evacuated and all parking brake actuators are retracted under the influence of its power spring, causing the hand The parking brake is applied in the same way as pulling the brake pull rod and applying the hand brake. However, since multiple parking brake positions are controlled from a single parking brake control, this operation is much more physically easier than with the same number of handbrake applications and a significant time saver. Please note. To apply all of the brakes on the articulated vehicle, the railway worker only needs to operate one location.

Automatic Parking Brake Operation If the articulated articulated platform equipped with this "scheduled service" structure system is parked by its transport locomotive and the switching of the brake cylinder release valve and the presence operation are not required, the train will Parking is easy with automatic braking applied in an emergency, and service brakes hold the train until brake cylinder leaks reduce holding power.
Since the brake cylinder and the auxiliary tank are connected throughout this period, cylinder leakage also reduces the pressure in the auxiliary tank. When the auxiliary tank pressure drops below 40 psi (typically on the order of hours or days), the automatic brake actuation valve switches back to the position shown in FIG. A parking brake actuator applies each brake, thereby keeping the train indefinitely irrespective of leaks. This scheme makes the work of the railroad worker who applies the parking brake take little time and effort.

Automatic Parking Brake Release Referring again to FIG. 52, the brake tubing is re-established whether the parking brake was applied by actuation of a manual brake actuation valve or naturally due to insufficient brake cylinder pressure. The parking brake is completely released by the filling operation. When the brake pipe pressure recovers, this pressure flows through the protective choke and the check valve, but initially the parking brake release pipe cannot be filled by the closed automatic brake actuation valve. Brake tube pressure is present on the pilot piston of the manual brake actuation valve, pushing the valve back to the normal position shown at about 20 psi. If the parking brake is applied without manually operating this valve, it will be in its normal position anyway at this time.

In any event, the auxiliary tank pressure flows through the manual brake actuation valve to the control port of the automatic brake actuation valve, guiding the automatic brake actuation valve to the release position when this pressure exceeds 40 psi. When in this position,
The parking brake release pipe is refilled from the brake pipe, and the parking brake cylinder is charged and released as well, allowing normal operation of the train.

Emergency manual parking brake release The parking brake is, as outlined above, never released except for the refilling of the brake pipe, but especially in the case of a malfunction of the device, no air is used. It may be desirable to manually release the active parking brake without operating. for that reason,
The brake release jack described below has been developed.
With the operation of this device, the connection of the parking brake device to both the release jack and the handbrake chain of the vehicle has been described above in connection with FIGS. 44a to 44f.

As these figures show, the manual release mechanism or release jack is connected to the pull rod of the spring brake actuator such that when actuated by operating the handle of the jack, the rod is pulled out of the cylinder. As shown and described above, the operation of the jack is entirely dependent on the position of its operating handle.

Referring particularly to FIG. 49, in the state where the handle is in the storage position, the jack is automatically released when the air pressure of the actuator is restored. Note that manual release does not interfere with its operation.

The handle of the release jack protrudes near the edge of the vehicle at the height of the lower sill, but does not exceed it, and penetrates the decorative washer. As well as restricting the movement of the handle and accurately positioning a relatively small area of the "storage" position. A front view of this decorative washer is shown in FIG.

Spring-operated parking brake applied to a replacement vehicle To apply the principles outlined above to a standard vehicle replacement, make sure that the vehicle is rarely used in operations where automatic parking brake actuation is desired. There is a need. Rather, it would be easier to handle the reversing operation without moving the vehicle to the yard and then coupling the air brakes in the normal manner. At the same time, if the vehicle is on a side line or stays in place until moved by locomotive, it would be expected that a railroad worker would apply the parking brake to the vehicle. Differences between these tasks require only minor changes to the means and methods described above.

In particular, in order to adapt to general business vehicles,
Make three changes to the system, all of which can be easily and easily made.

First, as shown in FIG.
Modify the release jack to eliminate the option of automatic braking applied in the "storage" position.

Second, the link mechanism between the actuator and the jack is changed so that the jack is wound up by the extension of the actuator, and thus, when the parking brake cylinder is extended and released, the release jack is automatically released. To prevent the parking brake from operating even when the actuator is ventilating.

Third, when the manual brake actuating valve is moved to the right in conjunction with the movement of the jack handle, not only do the ratchet teeth come off, but also the actuator vents and the brake pipe pressure is reduced. It must be ventilated until it recovers.

With these changes, any vehicle can be provided with a system as shown in FIG.

Referring to FIG. 54, there is little difference from the preceding figures, the main difference being that both parking and pneumatic braking can be accidentally applied simultaneously at the same vehicle because the parking brake cannot be activated automatically. The absence of an interlock double check valve leading to the actuator cylinder. Ideally, the additional actuation valve for the parking brake can be accommodated in a filing piece on the control valve.

The advantage of using spring-loaded parking brakes on commercial vehicles is that the time and effort required to apply and release the brakes is minimized, and that flat wheel brakes are maintained because the handbrake is still applied. The problem of overheating and slippage will be eliminated. Thus, both worker injuries and maintenance costs will be reduced. However, after the parking brake is applied, the vehicle is operated without filling the brake pipe or operating the jack to release the spring brake (two or three up-and-down operations will probably be sufficient). It must be pointed out that the wheels will still slip when moved in the field. On the other hand, the wheel overheating problem only occurs with filled trains, and therefore will be well addressed with this usage.

Health Monitoring There are only two train-related problems that can lead to derailment: overheating of wheels that can be damaged and overheating of journal bearings that can cause seizure or burnout. . The primary purpose of a health monitoring system is to prevent these two critical problems and their consequences. The system can inform the train occupants of the train occupants either by turning on the fault indicator at the appropriate fault location or electronically communicating with the display in the cab, depending on the choice of the railway company. . The conditions monitored are the temperature of all bearings and whether the brakes are dragging. Inspection of the bearing temperature considering the possibility of failure includes both the temperature rise rate and the temperature difference inside the bogie,
Sufficient electronic logic is provided to sense the predetermined maximum temperature exceeded by the bearing. The system logic also detects the failed sensor and signals this failure in a different way than for an actual device failure. This is a different colored light,
Can be a specific electronic message.

The adhesion of the brakes is monitored by detecting the position of the brake cylinder of each bogie with a proximity switch. It is displayed immediately by signaling that it is not present. If desired, at least 50 full service brakes
A pressure switch set to determine that the% is valid may be added to each control valve. This would be able to monitor both that the brake has not been released (stuck "off") and that sufficient pressure has been applied to produce effective braking. This logic could be used to indicate that proper braking and release of brakes is taking place in each vehicle in the sense of a powered brake rule for initial terminal inspection.

Locomotive Interface Unit One of the problems that constitutes an integrated train is that standard locomotives have been limited in order to transmit and receive some of the information required by the health monitoring system and the electronic assist brake system. How to connect to the train (generally only the brake pipe pneumatic interface) at the connection.

Referring to the schematic diagram of FIG. 55, an integrated transportation train solution to this problem is the MU cable 200
Providing a small computer 252 and a modem 254 mounted in the BPCU 210 on the ramp platform 45 and the adapter platform 43 of each segment 40, which operate at relatively low frequency with brake actuation and release wires disposed therein; To provide a through wire connection to the closest of these computers. In each case, only the health monitoring system needs to use electronic communication since commands to the braking system are issued only on the end platform. Therefore, a simple single line 25 leading to a health monitoring node on each platform
The communication system 6 (adding ground lines)
Is all that is needed to send information from all 11 platforms 43, 44, 45 to a small computer 252 at the two ends of the segment. Connections from these ends to the locomotive or cab are made by simply plugging jumper cable 250 into locomotive 27MU cable 200 and using the positive and negative wires of a conventional 72 VDC locomotive battery as the power source for the individual railway company. This can be done by transmitting to the locomotive by any of the spare drawthroughs specified by.

Digital communication to a single line is performed by an independent locomotive interface unit (LIU) in the driver's seat of the locomotive.
H.245 will be performed by the modem 255. The LIU 245 includes a display 247 and connections to gauge test equipment for gauges of the balance tank and brake pipe of the locomotive's control panel. The difference between the brake pipe and the balancing tank determines whether the BPCU 210 on each segment 40 excites the brake actuating magnet, the release magnet, or neither magnet, so that the necessary information and Give all of the communication skills. It can equip locomotives for use in integrated transport trains in only one-third of the time,
This type of connection does not require any technique other than connecting the box to a power source and connecting two narrow air tubes to the (equipped) gauge test equipment. This mechanism can easily be added to a 26 brake valve if the locomotive brake valve is not equipped for gradual release.

The communication between the LIU 245 and the intermediate train segment 40 takes place from the LIU 245 to the BPCU 210 on the end of the segment adjacent to the locomotive and one more BP
This would be done by digital communication via a drop through in the MU cable 200 from the CU 210 to the other BPCU 210 of the segment. As described above, individual wheel bearing temperature sensors 258 and brake cylinder position sensors 260 can be provided on each truck to detect information required by the small computer 252 in the BPCU 210. The individual sensors 258, 260 are electrically and separately connected by a cable 262 to the BPCU 210, which preferably has a segment-to-segment like brake actuation and release wire.
Or it is not connected to the locomotive. Sensor cable 26
Since the removable plug only disconnects the communication line between the locomotives and the segments instead of two, only 10
Paths with only one plug have very low resistance and do not require high voltages for reliable communication. The communication protocol needs to address each segment for monitoring (the brake control is a physical circuit), possibly by a designated number or address. The BPCU 210 for each segment is a segment,
Each platform has a memory for storing the current data of the address. Therefore, manual programming of the locomotive interface unit 245 to communicate with the eleven-platform intermodal train requires 1
Only the setting of the 0 address is required, which can be done manually or automatically on an associated front-back basis.

The display screen 247 of the general LIU 245 can only indicate whether there is an exception to normal operation. If an exception exists, the operator can request further information. Screen 245 also displays the status of the brake monitoring system, which, unless otherwise indicated, indicates the status of low brake rate, release, or braking. With LIU 245 logic (with balancing tank and brake pipe pressure information), determining the command state of the brake would be straightforward. Next, the logic states that the unreleased brake cylinder is "low rate brake actuation" when the brake command is active, and "if the brake is not released and 50% pressure is active. A release is commanded as "brake action" and sufficient time has elapsed since the release command to retract all pistons, but if one or more has not, a "brake drag" is reported. There will be. When neither piston is out of the release position, a "brake release" will be reported.

"Brake drag" is reported on an alarm or exception basis, and this indication must be determined according to rules determined by the railway company. This system is rarely needed during the transmission of the brake activation and release signals, and is available on demand from the on-vehicle electronics.
Since communication to only one platform is required, providing an automatic monitoring subsystem in each segment does not necessarily require anything larger than a shared line telephone system from locomotives to individual segments.
In addition, communication is always initiated by asking the locomotive one segment at a time to see if an exception exists. Only if an exception is found, a further inquiry is made, so that the communication can be slowed down without sacrificing response time.

While certain embodiments of the present invention have been described in detail, it will be apparent to those skilled in the art that various changes and modifications can be made in light of the full teachings of the disclosure. There will be. Therefore, the specific embodiments and structures disclosed herein are illustrative only and do not limit the scope of the invention, which is intended to cover the appended claims and their equivalents. Is given.

[Brief description of the drawings]

FIG. 1 is a side view of a presently preferred embodiment of an integrated transportation train segment.

FIG. 2 is an enlarged side view of the embodiment of the adapter platform for the integrated transportation train shown in FIG.

FIG. 3 is a top view of the adapter platform shown in FIG.

FIG. 4 is an end view of the adapter platform shown in FIG. 2;

FIG. 5 is a sectional view taken along the line VV in FIG. 3;

FIG. 6 is a side view of the intermediate platform shown in FIG.

FIG. 7 is a top view of the intermediate platform shown in FIG.

FIG. 8 is a sectional view taken along the line VIII-VIII in FIG. 7;

FIG. 9 is a sectional view taken along line IX-IX in FIG. 7;

FIG. 10 is a sectional view taken along line XX of FIG. 7;

FIG. 11 is a side view of the lamp platform shown in FIG. 1;

FIG. 12 is a top view of the lamp platform shown in FIG.

FIG. 13 is a side view, partially in cross section, of FIG. 11, showing the ramp in a lowered position.

FIG. 14 is an end view of the lamp platform shown in FIG. 11 when the lamp is in a raised position.

FIG. 15 is an enlarged view of the sectional view of FIG. 5;

FIG. 16 is a sectional view taken along the line XVI-XVI in FIG. 3;

FIG. 17 is an enlarged view of the sectional view of FIG. 9;

FIG. 18 shows an optional loading arrangement of the trailer, FIG.
FIG. 3 is a side view of the integrated transportation train segment of FIG.

FIG. 19 is a side view, partially in cross-section, of the B-end of either the adapter platform or the intermediate platform, showing the connection between the side sill and the central cell to withstand vertical bending. .

20 is a top view, shown in partial cross-section, of the B-end of the platform shown in FIG. 19;

FIG. 21 is a perspective view, partly in cross-section, of an alternating deck structure.

FIG. 22 is a side view, partially in section, of the B-end of the lamp platform, showing the embodiment of the coupler when the lamp is in the raised position.

FIG. 23 is the same drawing as FIG. 22, except that the ramp is shown in a lowered position.

FIG. 24 is a side view, partially in section, of a B-end of the lamp platform, showing another embodiment of the coupler member.

FIG. 25 is the same drawing as FIG. 24, except that the ramp is shown in the raised position.

FIG. 26 is a detailed view of the coupler in the lowered position shown in FIG. 24;

FIG. 27 is a view similar to FIG. 26, except that the lamp is in the raised position and the coupler projects beyond the end of the lamp platform;

FIG. 28 is a side view, shown in partial cross-section, of a connecting lamp member attached to an end of a lamp platform.

FIG. 29 is similar to FIG. 28 except that the ramp is shown in an intermediate position between the lowered and raised positions.

FIG. 30 except that the ramp is shown in a fully retracted position.
FIG. 30 is a view similar to FIG. 29.

FIG. 31 is a top view, partially in section, of the lamp and lamp platform shown in FIG. 28;

FIG. 32 is a more detailed view of the lamp mount and coupler of FIG. 28.

FIG. 33 is a view similar to FIG. 32, except that the ramp is shown in a fully retracted position and the coupler extends beyond the end of the platform;

FIG. 34: First brake system for integrated transportation trains
It is a schematic diagram of an embodiment.

FIG. 35 is a first view of a spring type parking brake control device.
It is a schematic diagram of an embodiment.

36 shows a bogie equipped with the spring-type parking brake shown in FIG. 34, (a) is a top view, (b)
Is an end view.

FIG. 37 is a position diagram showing the operation of the spring-type air brake shown in FIGS. 34 and 35.

FIG. 38 is a more detailed side view of the operating position of the spring-loaded parking brake.

FIG. 39 is an end view of the spring-loaded brake shown in FIG. 37b.

FIG. 40 shows a preferred embodiment of a spring-type air release type parking brake of the present invention, wherein (a) is a top view and (b)
Is a side view.

FIG. 41 is a detailed view of the compensation lever and the actuator lever shown in FIG. 40;

FIG. 42 shows the compensation position of the parking brake structure as the train moves along the curve of the track.

FIG. 43 shows the compensation position of the parking brake structure as the train moves along the curve of the track.

FIG. 44a is a schematic view of an emergency manual release mechanism according to the present invention.

FIG. 44b is a schematic diagram of an emergency manual release mechanism according to the present invention.

FIG. 44c is a schematic view of an emergency manual release mechanism according to the present invention.

FIG. 44d is a schematic view of an emergency manual release mechanism according to the present invention.

FIG. 44e is a schematic view of an emergency manual release mechanism according to the present invention.

FIG. 44f is a schematic view of an emergency manual release mechanism according to the present invention.

FIG. 45 is a simplified illustration of the operation of a parking brake according to the present invention.

FIG. 46 shows a preferred embodiment of a decorative washer used to display and limit the handle position and function to the operator of the present invention.

FIG. 47 shows a modified embodiment of the spring-loaded air release parking brake of the present invention in a position where it is manually released and the vehicle has no air.

FIG. 48 illustrates the embodiment of the spring-actuated parking brake of the present invention of FIG. 47 with the automatic parking brake function restored by normal refilling of the brake system.

FIG. 49 is a top view of the release link mechanism and bell crank for the spring-loaded pneumatic parking brake shown in FIG. 47.

FIG. 50 shows a train articulatedly connected to eight bogies having an automatic spring parking brake according to the present invention.

FIG. 51 is a schematic view of an air pipe used for a spring type parking brake.

FIG. 52 is a schematic diagram of a control system for a spring-loaded parking brake.

FIG. 53 is a modified embodiment of a decorative washer according to a modified embodiment of a spring-loaded parking brake.

FIG. 54 is a pneumatic diagram for a modified spring parking brake.

FIG. 55 is a schematic diagram similar to FIG. 34 but showing a preferred embodiment of a telecommunications scheme for a train health monitoring system.

 ────────────────────────────────────────────────── ─── Continued on the front page (71) Applicant 591093069 1001, Air Break Avenue, Wilmerding, PA 15148, United States of America (72) Inventor Thomas Ingle United States, New York, Clayton, Earl D. No. 2 F term (reference) 3D048 AA04 BB05 BB11 CC43 CC63 HH25 HH44 QQ12

Claims (4)

[Claims] A brake shoe that frictionally engages a wheel of a railway vehicle; means for manually turning the brake shoe to press the wheel into contact with the wheel; and automatically releasing the brake shoe from the wheel. And a first pneumatic valve connected to the release means, wherein the release means is deactivated when the pressure in the first pneumatic valve reaches a predetermined pressure level. Parking brake. 2. The parking brake according to claim 1, further comprising a handle connected to said releasing means for manually releasing said brake shoe from said wheel. 3. The system of claim 2, further comprising a second pneumatic valve connected to the first pneumatic valve, wherein during emergency braking, the release means is disabled until the pressure in the second pneumatic valve drops below the predetermined pressure level. The parking brake according to claim 1, wherein the parking brake is not activated. 4. The parking brake according to claim 1, wherein said predetermined pressure level is 40 psi.