MXPA00000671A - Hydraulic parking brake for a railroad vehicle braking system - Google Patents

Abstract

A hydraulic parking brake assembly for a railroad vehicle braking system is provided for an automatic application of the parking brake in the absence of an air source. The hydraulic parking brake assembly comprises a hydraulic actuator having a hydraulic piston and a spindle. The spindle is capable of entering a hole provided in the back surface of a pneumatic cylinder of the railroad vehicle braking system. Upon the application of hydraulic fluid within the hydraulic actuator, the hydraulic piston and spindle move in a forwardly direction, causing the spindle to contact the piston within the pneumatic cylinder and apply a force to this pneumatic piston as if pneumatic pressure were applied within the pneumatic cylinder. Such application of force to the pneumatic piston initiates a braking sequence to achieve application of the parking brake to the railroad vehicle eliminating the need to manually apply the parking brake with a hand wheel.

Description

PARKING HYDRAULIC BRAKE FOR A BRAKING SYSTEM OF A RAILWAY WAGON FIELD OF THE INVENTION The present invention relates, in general, to an arrangement of parking brakes for a braking system of the railway car type and, more particularly, this invention relates to a parking brake of the automatic hydraulic type for a railway car braking system and, even more specifically, with a parking brake of the automatic hydraulic type for use in brake units mounted on a freight car.

BACKGROUND OF THE INVENTION As is well known in the railroad industry, in general, when railway cars are pulled out of a train and parked in a parking lot or yard, the handbrake or parking brake in at least some of these rail cars it must be applied as a precaution against unwanted and / or unexpected movement of the wagons. A typical rail car handbrake system consists of an apparatus for manually applying and pushing one or more brake pads against the rolling of one or more wheels of the rail car either by turning a steering wheel P1004 / 00MX by hand or by pumping a ratchet crank in a handbrake mechanism attached to the rail car. As illustrated in Figure 2, in braking systems mounted on freight wagons, the handbrake mechanism is usually a metal gear housing, either cast or die-cut, usually attached to an outer end wall of the wagon. rail and that has a rotating chain drum therein that can be rotated by turning the handwheel to wind a brake chain in the chain drum. The other end of the brake chain normally extends through the lower part of the gear housing and is interconnected with a cable or other connection, for example a handbrake lever, with the brake arm that carries the brake shoes. brake, so that when winding the brake chain on the chain drum tension will be applied to the brake chain and to the connection as necessary to pull the brake shoes interconnected against the respective rolling surfaces of the wheels of the rail placed adjacently and, consequently, apply the parking brake as desired. A disadvantage of this hand brake-type parking brake arrangement of the prior art is that the operation of the handwheel P1004 / 00MX requires a considerable amount of physical force. Frequently, this physical force must be exercised from an awkward position. This, in turn, makes it quite difficult to apply the parking brake or handbrake and could present a possible serious danger of damage. Yet another important disadvantage of this type of handbrake parking brake arrangement is that it requires an operator to manually apply the handbrake to each individual wagon, requiring a significant amount of time and labor.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic parking hydraulic brake for a braking system for rail vehicle which is an ergonomic alternative to manually operated hand brake units that are currently used. Another object of the present invention is to provide an automatic parking hydraulic brake for a braking system for rail vehicle which can be applied in particular to braking systems of the TMX® freight car type. (TMX® is a registered trademark of Westinghouse Airbrake Company, the assignee of the present invention). Still another object of the present invention P1004 / OOMX is to provide a hydraulic and automatic parking brake for a braking system for rail vehicle that can be used to replace handbrakes of manually operated handwheel type manually, currently used. A further object of the present invention is to provide a hydraulic parking brake that can be applied quickly and easily thereby providing a reduced opportunity for damage to the operator applying this brake. Still another object of the present invention is to provide a hydraulic parking brake that can be applied quickly and easily thus providing a significant reduction in time and labor. Briefly, and in accordance with the foregoing objects, the present invention comprises a hydraulic actuator coupled with a braking system for rail vehicles. This hydraulic actuator is typically mounted on the rear of the air brake cylinder. The hydraulic actuator includes a hydraulic piston member and a spindle having a first end that is attached to the hydraulic piston member. Both the hydraulic piston member and the spindle can move in the forward and backward direction with the application of hydraulic pressure to the P10O4 / O0MX same. The second end of the spindle penetrates an opening that is provided in the rear part of the air cylinder and can remain in contact with the piston of the air cylinder when activating the hydraulic piston member and with the forward movement thereof. The movement of the hydraulic piston member and the spindle, both in the forward direction and in the reverse direction, is achieved by means of the application of a hydraulic fluid such as water or oil, within the selected openings in the hydraulic actuator. The forward movement of the hydraulic piston member and the spindle will cause the second end of the spindle to come into contact and apply a force to the piston of the air cylinder. This force applied to the air cylinder piston will then cause the movement of the air cylinder piston which, in turn, applies a force to the push rod inside the air brake cylinder causing the movement of the push rod in the direction forward. This forward movement of the push rod applies a force to the force transfer lever which causes the force transfer lever to rotate in a counter-clockwise direction, to apply a force to the clearance adjustment unit to effect the activation of the parking brake unit.

P1004 / OOMX Although a number of objects and advantages of the present invention have been described in some detail, various objects and advantages of the hydraulic parking brake lever arrangement of the present invention will be more readily apparent to those skilled in the art. technical, from the following more detailed description of the invention, in particular, when the detailed description of the invention is taken together with both the attached drawings and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a plan view of a brake unit mounted on a rail freight car, including the parking hydraulic brake of the present invention. Figure IA is an extended view of the brake cylinder of the prior art type, illustrated in Figure 1, which is currently in use in brake units mounted on railway freight wagons. Figure 2 is a plan view of a freight car mounted brake unit having a conventional handwheel parking brake and handbrake of the prior art, as described above and which, consequently, it is designated "Previous Technique".

P1004 / 00MX Figure 3A is a cross-sectional view of the air cylinder and the hydraulic parking brake hydraulic actuator of the present invention, wherein the hydraulic parking brake is in a released position. Figure 3B is a cross-sectional view of the air cylinder and the hydraulic parking brake hydraulic actuator of the present invention wherein the hydraulic parking brake is in the applied position. Figure 3C is a cross-sectional view of the air cylinder and the hydraulic parking brake hydraulic actuator of the present invention wherein a hydraulic fluid is being applied to the hydraulic parking brake to return the hydraulic parking brake to a released position . Figure 4 is a plan view of a typical base brake arrangement including the parking hydraulic brake of the present invention. Figure 5 is a plan view of an alternative brake arrangement of the freight car type including a hydraulic parking brake of the present invention.

DETAILED DESCRIPTION OF THE INVENTION Before continuing with the description more P1004 / 00MX of the invention, must prove that a description of a braking system mounted on a freight wagon and its operation is useful for the understanding of the present invention. As well, it should be noted that for purposes of clarity, identical components that have identical functions have been consistently identified in all of the various views illustrated in the appended figures. Referring now to Figure 1, there is shown a presently preferred embodiment of a freight car mounted brake unit, designated in general with the number 10, for a rail car (not shown) that includes a hand brake lever. 50 of the conventional type. This brake unit 10 comprises brake rocker arms, designated in general as 2 and 3, which are practically identical. Each of the brake rocker arms 2 and 3 includes a compression member 4, a tension member 6 and a strut member 8. The opposite ends of the compression member 4 and the tension member 6 can be permanently connected together , preferably by welding along an outer segment 4a-6a, 4b-6b at the opposite ends of the compression member 4 and the tension member 6. In a location practically halfway between their opposite ends, the limb compression 4 and tension member 6 of the P100 / 00MX respective brake rocker arms 2 and 3 are sufficiently separated to allow the connection of the strut member 8 therebetween. Mounted on the respective outer end segments 4a-6a and 4b-6b of the brake rocker arms 2 and 3 are the brake shoe holders 12. A pair of force transfer levers 14 and 16 are pivotally connected by means of the safety locks. 18, to the strut member 8 of the respective brake rocker arms 2 and 3. Each end 24 and 26 of the respective force transfer levers 14 and 16 is interconnected by means of the force transmission member 28, which may be in the form of an automatic device for the adjustment of play. The opposite end 36 of the force transfer lever 16 is connected to the pressure head of the brake cylinder unit 20 via a force transmission member or a return push rod unit 32. An air inlet 25 of the brake cylinder flange type 14 is provided in the brake cylinder unit 20. Referring to Figure IA of an expanded view of the air brake cylinder of Figure 1, an air cylinder piston 35 is provided on the which moves in the forward direction with the application of a pneumatic pressure to it. A piston rod 37 is attached at a first end thereof to the piston 35 and moves from P1004 / 00MX in accordance with the movement of the piston 35. A second end of the piston rod 37 is connected to the end of a push rod 38 which, in turn, is connected to the force transfer lever 14. The The brake cylinder 20 is connected to both the strut member 8, adjacent one side thereof, and the compression member 4 in the space between the compression member 4 and the tension member 5. In this arrangement, the weight of the the brake cylinder unit and the force transmission members are carried by the brake rocker arms 2 and 3 which are, at the same time, supported by the side frames of the goods wagon (not shown). When a brake application is made, the pressurization of the brake cylinder unit 20 will result in the actuation of the air brake cylinder piston 35 located in the brake cylinder unit 20. This actuation of the piston 35 makes the movement of the piston rod 37 in the forward direction which causes a return spring 39, also located in the brake cylinder unit 20, to be compressed. The actuation of the brake cylinder, in this way, will result in a movement of a push rod 38 in one direction to effect a counterclockwise rotation of the lever.

P1004 / 00MX force transfer 14. The force transfer lever 14, in turn, drives the clearance adjustment unit 28 to effect the counter-clockwise rotation of the force transfer lever 16 and the consequent actuation of the force transfer lever 16. the return push rod unit 32. The force transfer levers 14 and 16, together with the clearance adjustment unit 28, klO the return push rod unit 32 and the brake cylinder unit 20 compress a brake rocker that activates the link that interconnects the respective brake rocker arms 2 and 3, via the pivot pins 18, and thus the forces of The brake actuation required act effectively together with these pivot pins 18. The resultant of these forces is shown as X. Since the clearance adjustment unit 28 acts as a rigid member during a brake application, it is It is important that the length of the clearance adjustment unit 28 can be increased with the use of a brake shoe and / or with the loss of a brake shoe during service, so that the movement of the piston 35 of the cylinder Brake and rod piston 37 will allow the brake rocker arms 2 and 3 to be moved apart by the connection of brake rockers until brake shoe coupling occurs with the running surface of the brake shoes.

P1004 / 00MX vehicle wheels. During a parking situation when rail cars are pulled from the train and parked in a siding or yard, the pneumatic braking system, as described above, can no longer be used. In this way, to apply the brake as a precaution against unwanted or unexpected movement of the wagons, a handbrake mechanism can be used, which is mounted on each wagon. Referring to Figure 2, there is shown a hand brake mechanism used, generally designated 40, placed in a brake unit mounted on a freight car.

The hand brake mechanism 40 includes a housing, generally designated 42, which includes a wall portion or back plate 44 that can be mounted on a rail car and a cover member 46. The cover member 46 is secured to the rear wall portion 44. A chain 48, both for the application and for the release of the brakes, is connected, as is conventional practice in the railroad industry, with the brake linkage 10 via a Hand brake lever 50. The chain 48 is both attached to a winding drum 52 and welded thereto. The hand brake lever 50 is, at the same time, connected to a transfer lever of P1004 / OOMX air cylinder or force transfer lever 14. To apply the brakes, a handwheel 50 is rotated in a clockwise direction to wind the chain 48 around the winding drum 52 and to make the Hand brake lever 50 is pulled in an outward direction away from the brake linkage 10. This causes the transfer force lever 14 to be rotated in the clockwise direction resulting in the piston push rod 38 is pulled in an outward direction and the required force is applied to the clearance adjustment unit 28. This force acts in a manner that is similar to the force applied by the brake cylinder piston and the piston rod of the cylinder unit 20 when it is pressurized. The present invention would replace this handwheel lever / chain / lever lever system manually operated parking brake, with a parking hydraulic brake, designated generally as 60, as illustrated in Figure 1. The automatic parking hydraulic brake 60 comprises a hydraulic actuator 62 which is coupled with the vehicle braking system, preferably installed on the rear of the air brake cylinder 20, which replaces some of the existing components of the rod unit P1004 / OO X of return thrust 32. In many applications, it would be expected that the parking brake mechanism is required to travel within the existing openings formed through the support plane of the freight car. As such, this design requires a hydraulic mechanism or a hydraulic actuator 62 with a housing of diameter not exceeding the diameter of an existing clearance adjuster 28, which is approximately three inches or any measure that allows the maximum spaces of the plane support. The return push rod 32, used in the presently preferred mode of the hydraulic parking brake system of the present invention, it is shorter than the return push rod of the freight train braking systems currently used. This will allow the hydraulic actuator 62 to be mounted between the force transfer lever 16 and the cylinder of air 20. If necessary, a solid wall portion 63 may be provided at the end of the hydraulic actuator 62 to accept a modified return push rod unit 32. In the currently preferred mode, the hydraulic parking brake will be fixed to the rear of the air brake cylinder 20. The rear part of the air brake cylinder 20 will be manufactured with a hole 64 that allows a P100 / OOMX spindle portion 72 of hydraulic parking brake mechanism 60. Figures 3A-3C illustrate cross-sectional views of the air cylinder 20 and the hydraulic actuator 62 of the parking hydraulic brake of the invention. Mounted within the hydraulic actuator 62 is a hydraulic piston member 68. This hydraulic piston member 68 can be moved in a forward or rearward direction klO with the application of hydraulic pressure thereto.

This hydraulic pressure may be in the form of water, oil or the like, which is applied to the hydraulic piston member 68 through the openings 70. (for forward movement) and 71 (for movement backwards). A spindle 72 having a first end 74 and a second end 76 is provided. This first end 74 of the spindle 72 is attached to the hydraulic piston member 68 so that the The spindle 72 moves in accordance with the movement of the hydraulic piston member 68. The second end 76 of the spindle 72 enters the air cylinder 20 via the opening 64, which is provided on the rear surface of the air cylinder 20 and remains in contact with the brake cylinder piston 35. As shown in Figure 3A, the hydraulic piston member 68 and the spindle 72 are retained in their initial positions by means of the springs.

P1004 / OOMX 11 and 19 and the hydraulic parking brake is in a released position. The hydraulic piston member 68 and the spindle 72 remain in their initial position during service brake applications, wherein the air brake cylinder 20 is pressurized to cause movement of the air cylinder piston 35 to initiate a sequence of braking During an automatic parking brake application klO, as illustrated in Figure 3B, the hydraulic fluid, for example oil, enters through the opening 70 of the hydraulic actuator 62 and applies pressure to the hydraulic piston member 68. Hydraulic piston 68 pushes the spindle 72 through a spindle nut 78. Preferably, the spindle nut 78 rotates on cords, which are not self-tapping, of the spindle 72 while a one-way clutch 80 rotates freely in this direction. The spindle 72 moves forward to the interior of the air brake cylinder 20 and applies a pushing force to the brake cylinder piston 35 similar to the force that would be applied if the air brake cylinder 20 had been pneumatically pressurized. This pushing force coming from the brake cylinder piston 35 will initiate a forward movement of the brake cylinder piston rod 37, which in turn will cause the P1004 / 00MX return 39 is compressed and results in the movement of the push rod 38 in a direction to effect a counterclockwise rotation of the force transfer lever 4. The force transfer lever 14 then, in turn, drives the play adjusting unit 28 to effect a rotation of the force transfer lever 16, counterclockwise, and a consequent actuation of the rod unit klO. of return thrust 32 causing the brake shoes to engage with the tread surface of the vehicle wheels. After the parking brake has been applied, the oil pressure is reduced to and the reaction force coming from the brake cylinder piston 35 on the spindle 72 is damped by means of the one-way clutch 80 which is locked in this direction. A gear clutch 82 is engaged and prevents the spindle nut 78 turn. A release of the parking brake occurs, as illustrated in Figure 3C, by the application of a hydraulic fluid, such as oil, through the opening 71 to apply pressure to a release piston 84. This application of hydraulic fluid pressure to the release piston 84 causes this piston 84 to move forward and the toothed clutch 82 P100 / 00MX decouple. The spindle nut 78 and the one-way clutch 80 are thereby released to rotate on the spindle 72. The springs 77 and 79 extend and the piston 68 with the spindle 72 moves back towards its initial position. The parking brake is now completely released. While the present invention has been described above with respect to freight train braking systems, klO specifically to TMX braking systems mounted on a freight car, the hydraulic parking brake unit of the present invention can be used in other types of braking systems where the hydraulic brake actuation of parking of the invention would result in the actuation of a series of levers and / or connections to cause the application of a plurality of brake shoes. Figure 4 shows a typical arrangement of brake of the base type with the hydraulic parking brake unit 60 that can be coupled with a pneumatic cylinder 86. In this embodiment of the invention, driving the spindle into the hydraulic actuator will cause the spindle to penetrate the an opening in the air cylinder and apply a force to the rod to move forward. This forward movement applies a force to a series 90 brake connection to initiate a P1004 / OOMX braking sequence. Figure 5 shows a different type of braking system including a pneumatic cylinder 94 from which the hydraulic parking brake unit can be associated to cause a drive of the braking system in the absence of pneumatic pressure. In this way, the present invention has been described in terms so complete, clear, concise and accurate as to make any person skilled in the art belong to it and use it. It will be understood that variations, modifications, equivalents and substitutions of components of the modalities can be made Specifically described of the invention, by those skilled in the art, without departing from the spirit and scope of the invention, as set forth in the appended claims.

P100 / OOMX

Claims (1)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property; 1. A hydraulic parking brake unit for a railway vehicle braking system, the hydraulic parking brake unit comprises a hydraulic actuator klO mounted on the braking system, the hydraulic actuator is associated with a piston inside a cylinder of air braking system for rail vehicle, the piston inside the air cylinder can move from 15 according to the activation of the hydraulic actuator to initiate a braking sequence and to cause the movement of at least two brake shoes to achieve the application of a parking brake to the rail vehicle. 20 2. A hydraulic parking brake unit for a braking system for rail vehicle, the braking system for rail vehicle includes an air cylinder, an air cylinder piston and a lever 25 air cylinder transfer, the hydraulic parking brake unit comprises: (a) a hydraulic actuator coupled with the braking system for rail vehicle; P1004 / OOMX (b) a hydraulic piston member positioned inside the hydraulic actuator, the hydraulic piston member can move in the forward direction with the application of hydraulic pressure to the "&c; (c) a spindle having a first end and a second end, (i) the first end is connected to the hydraulic piston member so that the spindle moves in accordance with the movement of the hydraulic piston, and (ii) the second end of the spindle can penetrate an opening inside the air cylinder and apply a force to the air cylinder piston to cause movement of the air cylinder piston to initiate a braking sequence to achieve the application of the parking brake to the rail vehicle 3. A hydraulic parking brake unit according to claim 2, wherein the opening is positioned on a rear surface of the air cylinder 4. A hydraulic brake unit according to claim 2, wherein the hydraulic parking brake unit further includes at least one spring in the hydraulic actuator to maintain the hydraulic piston member and spindle in one position P1004 / 00 Initial X, in such a way that the parking hydraulic brake is in a released position. 5. A parking hydraulic brake unit according to claim 2, wherein > The hydraulic actuator includes at least one opening in a first location to allow hydraulic fluid to enter the hydraulic actuator to achieve movement of the hydraulic piston member in the forward direction. A hydraulic parking brake unit according to claim 5, wherein the unit further includes a spindle nut and a one-way clutch, wherein with the application of hydraulic pressure through the at least one opening in the first location, to achieve the forward movement of the hydraulic piston member, causes the spindle to move through the spindle nut and the one-way clutch. A hydraulic parking brake unit according to claim 6, wherein the unit further includes a toothed clutch to prevent the spindle nut from rotating after the advancing movement of the hydraulic piston member. 8. A hydraulic parking brake unit according to claim 6, wherein the one-way clutch can absorb a P1004 / 00MX reaction force coming from the air cylinder piston when removing the oil pressure from inside the hydraulic actuator. 9. A parking hydraulic brake unit according to claim 2, wherein the hydraulic actuator includes at least one opening in a second location to allow hydraulic fluid to enter the hydraulic actuator to achieve movement of the hydraulic piston member and the spindle in the rearward direction. A hydraulic parking brake unit according to claim 9, wherein the hydraulic actuator includes a release piston, a toothed clutch, a spindle nut, a one-way clutch and at least one spring, wherein the application of hydraulic fluid through the opening in the second location causes the release piston to move in the forward direction, causing the toothed clutch to disengage, allowing the spindle nut and the one-way clutch to rotate freely in the spindle and the at least one spring is expanded to cause movement of the hydraulic piston and spindle in a backward direction to release the hydraulic parking brake unit. 11. A parking hydraulic brake unit according to claim 2, wherein P1004 / 00MX the hydraulic actuator can be rearranged within the existing openings formed through a support plane of the freight car. 12. A hydraulic parking brake unit for a vehicle braking system mounted on a freight car, the vehicle braking system mounted on a freight car includes an air cylinder, an air cylinder thrust rod, a lever of air cylinder transfer, a return thrust rod and a clearance adjustment unit, the hydraulic parking brake unit comprises: (a) a hydraulic actuator coupled with the return push rod of the vehicle braking system mounted on the freight wagon; (b) a hydraulic piston member positioned within the hydraulic actuator, the hydraulic piston member can move in the forward direction with the application of hydraulic pressure to the hydraulic piston member; and (c) a spindle having a first end and a second end, (i) the first end of the spindle is connected to the hydraulic piston member so that the spindle moves in accordance with the movement of the hydraulic piston member, and (ii) the second end of the spindle can penetrate an opening inside the cylinder and P1004 / 00MX apply a force to the air cylinder piston of the vehicle braking system mounted on the freight car, causing the forward movement of the air cylinder piston, the forward movement of the air cylinder piston makes the Air cylinder transfer lever rotate and apply a force to the air cylinder thrust rod and to the clearance adjustment unit of the vehicle braking system mounted on the freight car to achieve the activation of the brake unit. parking lot. A hydraulic parking brake unit according to claim 12, wherein the opening is positioned on a rear surface of the air cylinder. A hydraulic parking brake unit according to claim 12, wherein the unit further includes at least one spring in the hydraulic actuator to hold the hydraulic piston member and the spindle in an initial position, such that the brake Hydraulic parking is in a released position. A hydraulic parking brake unit according to claim 2, wherein the hydraulic actuator includes at least one opening in a first location to allow hydraulic fluid to enter the hydraulic actuator to achieve movement of the piston member P1004 / 00MX hydraulic in the forward direction. 16. A hydraulic parking brake unit according to claim 15, wherein the unit further includes a spindle nut and a one-way clutch, wherein with the application of hydraulic pressure through the at least one opening in the The first location to achieve the forward movement of the hydraulic piston member causes the spindle to move through the spindle nut and the one-way clutch. 17. A hydraulic parking brake unit according to claim 16, wherein the unit further includes a toothed clutch to prevent the spindle nut from rotating after the advancing movement of the hydraulic piston member. 18. A hydraulic parking brake unit according to claim 16, wherein the one-way clutch can absorb a reaction force from the air cylinder piston by withdrawing the oil pressure from inside the hydraulic actuator. A hydraulic parking brake unit according to claim 12, wherein the hydraulic actuator includes at least one opening in a second location to allow hydraulic fluid to enter the hydraulic actuator P1004 / OOMX to achieve movement of the hydraulic piston member and the spindle in the backward direction. 20. A parking hydraulic brake unit according to claim 19, wherein the hydraulic actuator includes a release piston, a toothed clutch, a spindle nut, a one-way clutch and at least one spring, wherein with the application of hydraulic fluid through the opening in the second location causes the release piston to move in the forward direction causing the toothed clutch to disengage, allowing the spindle nut and the one-way clutch to freely rotate in the spindle and the at least one spring to expand to cause the movement of the hydraulic piston and spindle in a backward direction to release the hydraulic parking brake unit. 21. A hydraulic parking brake unit according to claim 12, wherein the hydraulic actuator can be rearranged within the existing openings formed through a support plane of the freight car. 22. A hydraulic parking brake unit according to claim 21, wherein a diameter of the hydraulic actuator is one of approximately up to three inches and less than or equal to the diameter of the slack adjuster. P1004 / 00MX