MXPA00003941A - Manual empty/load device - Google Patents

Abstract

A manual shifting apparatus (80) for manually shifting an automatic empty/load brake device (10,10a,10b,10c) used in conjunction with a pneumatic braking system provided on a transport vehicle (30) which has a truck (32) and a car body (34) mounted on the truck through a resilient suspension system (36). The transport vehicle (30) has a loaded condition and an unloaded condition. The automatic empty/load brake device (10,10a,10b,10c) has a sensor arm (12) operable to move through a range of positions upon the application of a braking force to the transport vehicle by the pneumatic braking system. The range of positions of the sensor arm (12) includes a first range of positions (72) indicating the transport vehicle (30) as being in the loaded condition and a second range of positions (74) indicating the transport vehicle (30) as being in the unloaded condition. The automatic empty/load brake device (10,10a,10b,10c) operates to apply a substantially reduced pneumatic braking force to the transport vehicle (30) when the sensor arm (12) is in the second range of positions (74) and to apply a substantially unreduced pneumatic braking force to the transport vehicle (30) when the sensor arm (12) is in the first range of positions (72). The manual shifting apparatus (80) is adapted for mounting on the transport vehicle (30) adjacent the automatic empty/load brake device (10,10a,10b,10c) and includes a manual shifting member (82) movable between a first disposition (84) and a second disposition (86), in the first disposition (84), the manual shifting member (82) being operable to confine the sensor member (12) of the automatic empty/load device (10,10a,10b,10c) to the first range of positions (72) and to exclude the sensor member (12) of the automatic empty/load device (10,10a,10b,10c) from travel into the second range of positions (74) and, in the second disposition (86), the manual shifting member (82) being operable to permit the sensor member (12) of the automatic empty/load device (10,10a,10b10c) to travel into the second range of positions (74).

Description

"- DEVICE MA! IA & LOADING / DISCHARGING FIELD OF THE INVENTION The present invention relates, in general, to pneumatic braking systems and, more particularly, the present invention relates to load / unload brake equipment frequently employed in "rail vehicles", say, wheeled vehicles of a railroad or motor carrier. BACKGROUND OF THE INVENTION Pneumatic braking systems using compressed air are well known, particularly in the railway transport industry, for example, freight and passenger trains. Pneumatic braking systems are also used in many road transport vehicles, such as heavy trucks. Typically, in a train, the so-called "brake pipe" carrying compressed air extends from wagon to wagon along the train. Such "brake pipe" is composed of a series of individual compressed air lines that extend along each car which are coupled end to end during the formation of the ^. • ^ * - train. During a braking operation, the braking force applied to the wheels of each of the wagons is typically dependent on the pressure in the brake line. This pressure is controlled by the engineer or another operator. The weight of a car (or any other railroad vehicle in fact) can vary significantly depending on whether it is loaded or not. For example, a modern lightweight aluminum hopper car can weigh as little as 44,000 pounds while still having a gross load weight of up to 286,000 pounds, meaning a "gross tare radius" of around 6.5 to 1. It is well known in the railway transport industry that, if a train consists of both wagons loaded and unloaded, then a high braking force that would be appropriate for loaded wagons will tend to cause the wheels of the empty wagons to slide (ie, they spill). Such wheel slip in the unloaded wagons can be significantly reduced by decreasing the braking force applied by the pneumatic braking system to the unloaded wagons. For this purpose, the so-called "load / unload" brake equipment has been developed and is well understood by tiSE? SÍÍfc those experts in the field of pneumatic brake. Normally, a wagon will include a "wheelbarrow" portion of wheels, which contacts the truck and a portion of the "wagon body", which is installed on the truck by an elastic suspension system, for example, springs. In a discharge condition, the wagon body is mounted relatively above the truck. When the car is loaded, the suspension is compressed and the body of the car is closer to the truck. A well-known type of widely used load / unload brake device uses this phenomenon to operate "automatically" subspecially by employing a detector arm that extends to determine the truck to the car body clearance and then reduces the force of braking if the sensing arm is capable of extending beyond a given point due to a relatively large truck to the clearance of the body of the wagon indicating that the associated wagon is in a substantially unloading condition. Such automatic loading / unloading devices include the well-known units manufactured by Westinghouse Air Brake Company (also referred to in the pr @ .2fente as wWABCO ") under the designations" SCI "and" ELX. "The term braking devices" Type SCl / ELX "(or equipment or units) is used herein to collectively refer to the units manufactured by SCI and ELX by Estinghouse Air B ake Company, as well as other automatic loading / unloading devices that work in a similar way to reduce the braking force dependent on the movement of a detector arm (or detector member). Automatic loading / unloading devices type SCl / ELX can be installed in the body of the car When the brakes are applied, the detector arm moves next to the other truck and to the body of the car. The distance that the detector arm is able to traverse unimpeded is a measure of the truck to the clear of the body of the car and therefore, the condition of loading and unloading the wagon. If the detector arm is capable of traversing beyond a particular "transition position", it is determined that the wagon is in a discharge (or vacuum) condition. The automatic load / unload braking device then operates for re-pressure supplied to the brake cylinders (and therefore to the braking force) for the associated wagons. In the so-called "double capacity" loading / unloading brake equipment, the reduction (or dosage) of the brake cylinder pressure for a given wagon that is empty is an established ratio of brake cylinder pressure not totally diminished for a wagon loaded. Typically, the brake cylinder pressure for a given wagon that is empty is in the range of either 50% or 60% of the normal brake cylinder pressure for a loaded car. However, one of the units ELX above provides the cylinder pressure of the discharge brake at 40%. Conversely, if the detector arm is not able to move beyond the transition position because it is contacting the Another truck and the body of the wagon is determined after the wagon will be loaded. The automatic load / unload braking device then operates to apply the total brake cylinder pressure as determined by the pressure of the brake pipe. 't * * < ? > f l # ®A ^? ^.

Is it understood, then, that the "automatic" operation of such an automatic loading / unloading braking device is dependent on an appropriate detection of the truck to the vague body clearance? However, the total possible truck to the wagon body clearance (or "available spring travel") may vary depending on the normal standards of the particular country in which the equipment is operated. In this regard, while the particular Type SC1 / ELX automatic loading / unloading devices manufactured by the aforementioned Estmghouse Air Brake Company are designated to function properly with U.S. rail vehicles. As a standard, it has been found that such Type SCl / ELX brake equipment may not perform as well as might be desired in several foreign countries where the available spring travel may be significantly less than that adopted as standard for the U.S. railroad vehicle. Possible examples of such countries include, but are not limited to, Egypt, Turkey, England, some European regions and other territories by UIC.

In addition, there are several countries and regions that have adopted "manual" loading / unloading devices as a standard. In a manual load / unload braking device, the loading or unloading condition of the wagon is not automatically detected. Instead, such manual devices require operating personnel to manually change the braking adjustment device for each wagon or group of associated wagons. Therefore, at present, the Type SCl / ELX brake equipment can be submuted either in countries where the adopted standard is provided for an available spring travel too small or in countries that have a standard that requires a manual change of loading / unloading braking devices. Currently, the various SC1 / ELX type automatic load / unload brake equipment units manufactured by Estmhouse Air Brake Company employing such a detector arm to determine the loading or unloading condition of the wagons including an ELX-U unit, a ELX-B unit and an SCI unit. In the ELX-U unit, a sensing unit, a dosing unit and an air equalizing device are provided as a one-piece integral assembly. In the ELX-Bm unit, a detector unit and a dosing unit are integrally combined, while an equalizing tank is separately mounted. Finally, in the oldest SCI style unit, a sensing unit, a dosing unit and an equalizing tank are mounted separately from each other. OBJECTS OF THE INVENTION Accordingly, an object of the present invention is the provision of a manual change apparatus "for manually changing an automatic SCL / ELX Type loading / unloading braking device or other similar device." Another object of the present invention is the provision of a manual gearbox that can be used in combination with the SC1 / ELX automatic load / unload brake equipment (or similar equipment) to adapt its use in countries or regions that have adopted a truck reduced to the clearance of the body of the wagon as compared to the EU standard A further object of the present invention is the provision of a change apparatus % - • manual that can be used in combination with automatic load / unload brake equipment Type SCl / ELX (or similar equipment) to adapt its use in countries or regions that have adopted a standard that demands the manual change of brake devices for loading / unloading . A further object of the present invention is the provision of such a manual change apparatus that can be inexpensive to manufacture and highly reliable in operation. In addition to the objects and advantages of the present invention described above, various other objects and advantages of this invention will become apparent to those skilled in the art referred to from the following more detailed description * particularly when such description is taken together with the adjacent drawing figures and with the appended claims. SUMMARY In one aspect, the invention generally features a manual shifting apparatus for manually changing an automatic loading / unloading braking device used in conjunction with a pneumatic braking system provided in a • transport vehicle that has a trolley and a trolley body installed on the trolley through an elastic suspension system. The transport vehicle has a loading condition and a discharge condition. The automatic load / unload braking device has a detector arm operable to move through a range of positions after the application of a braking force to the transport vehicle by the pneumatic braking system. The range of positions of the detector arm includes a first range of positions indicating the transport vehicle as it is in the loading condition and a second range of positions indicating the transport vehicle as it is in the discharge condition. The automatic loading / unloading braking device operates to apply substically reduced pneumatic braking force to the transport vehicle when the sensing arm is in the second range of positions and to apply a sub-neatly unimpaired pneumatic braking force towards the transport vehicle when the detector arm is in the first range of positions. The manual gearbox is adapted to be installed ? '* A * 41 - in the transport vehicle adjacent to the automatic loading / unloading braking device and includes a movable manual shift member between a first arrangement and a second arrangement, the manual exchange member being operable in the first arrangement, for limiting the sensing member of the automatic loading / unloading device to the first range of positions and for excluding the sensing member of the automatic loading / unloading device from the path to the second range of positions and in the second arrangement, the limb manual change being operable to allow the sensing member of the automatic loading / unloading device to travel to the second range of positions. In another aspect, the invention generally presents a manual shift apparatus for installation in a wheeled vehicle having a pneumatic braking system for applying a pneumatic braking force thereto and using an automatic load / unload braking device to determine a condition of loading / unloading the vehicle and to decrease the pneumatic braking force if it is determined that the vehicle will be unloaded. -Ifl automatic loading / unloading braking device is adapted for attachment to the vehicle and has a sensing member to determine the loading / unloading condition. The automatic load / unload braking device determines the vehicle to be loaded when the sensing member is in a first range of positions. The automatic load / unload braking device determines the vehicle to be unloaded when the sensing member is in the second range of positions. The first and second ranges of positions are divided by a transition position. The manual shift apparatus includes a rod member rotatable about an axis of rotation between a first arrangement and a second arrangement and an eccentric cam arrangement surface extending radially from the rod member, the eccentric cam arrangement surface arranged eccentrically with respect to the axis of rotation being found. In the first arrangement, the eccentric cam arrangement surface protrudes physically towards the second range of positions and at least up to the transition position of the ^ y ^, y. ** ^ Í3 ^ ** i "" automatic charging / discharging Q.1 In the second arrangement, the eccentric cam arrangement surface does not protrude physically to the transition position of the automatic charge / discharge braking device. This invention will now be described by means of a particularly preferred embodiment, the reference being to the accompanying drawings, wherein: BRIEF DESCRIPTION OF THE DRAWINGS. Figure 1 is a front view of a "SCI" charge / discharge brake sensing device manufactured by Westinghouse Air Brake Company, a type of automatic charge / discharge braking device to which the present invention is adapted for joint use. Figure 2 is a perspective view of an automatic loading / unloading braking device "ELX-U" also manufactured by Westinghouse Air Brake Company and also of a type to which the present invention is adapted for use together. Figure 3 is a front view of an ELX-B automatic loading / unloading braking device manufactured by Westinghouse Air Brake Company, ^ í, ¡.1). which is another type of automatic loading / unloading braking device to which the present invention is adapted for joint use. Fig. 3 also shows a side view of a manual load / unload change apparatus constructed in accordance with the present invention positioned to manually change a Type SCl / ELX automatic loading / unloading braking device between its operational loading and unloading characteristics. Download Figure 4 (a) is a schematic end view of a car equipped with an automatic load / unload braking device Type SCl / ELX, illustrating the wagon in a discharge condition without braking application. Figure 4 (b) s also a schematic end view of a wagon, similar to Figure 4 (a) illustrating, however, the wagon in a loading condition and during a braking application. Figure 4 (c) is also a schematic end view of a wagon similar to Figures 4 (a) and 4 (b) illustrating, however, the wagon in a condition 4e unloading and during a braking application. ^ "* .-. ^ f »|: f Figure 5 is a schematic view of a typical car braking system employing an SC1 / ELX type automatic load / unload braking device. Figure 6 is a elevational end view of the inventive manual load / unload change apparatus positioned to change an SC1 / ELX type automatic load / unload braking device that is also shown. Figure 7 is an elevational side view of a handle portion of the inventive manual load / unload change apparatus. Figure 8 is a perspective internal view of a gear transfer reversing mechanism disposed between the handle portion shown in Figure 7 and the manual load / unload change apparatus shown in Figure 6. Figure 9 is a perspective view of a first embodiment of an actuating portion of the inventive manual loading / unloading apparatus. Figure 10 is a perspective view of a second embodiment of the actuating portion.

DESCRIPTION OF &PRIORITY MODE Prior to proceeding to a much more detailed description of the present invention, it should be noted that identical components having identical functions have been identified with identical reference numbers through the various views illustrated in FIGS. Drawing figures for the sake of clarity and understanding of the invention. The reference is now directed to the figure 1. Illustrated therein is a detecting unit of an automatic load / unload braking device SCI manufactured by WABCO, generally designated 10a, to detect whether a wagon (or other transport vehicle using a pneumatic braking system) in which the automatic loading / unloading braking device 10a is installed in a substantially unloading condition or in a substantially load condition. The automatic load / unload braking device 10a operates to decrease the braking of the associated wagon if it was determined that it would be in a substantially unloading condition. The automatic brake device 10a is connected to Y-. a so-called "pipe and brake" of a railroad train (or other transport vehicle). As understood in the art, through the action of a so-called "Type AB" Control Valve (sometimes referred to as a "triple valve") that is placed in each individual wagon, a decrease in the pressure of the Braking causes an increase in the brake cylinder pressure of each individual wagon, which in turn leads to an application of the brakes on each individual wagon. The automatic loading / unloading braking device 10a includes a detector arm 12a which determines the truck to the clear of the body of the wagon and therefore, if the associated wagon is in a substantially load or substantially unload condition. Typically, the automatic loading / unloading braking device 10a is installed in the body of the associated wagon such that the sensing arm 12a moves downward next to the side structure of the truck when sufficient air pressure is applied to the brake cylinder from the Type AB Control Valve. However, it is also possible (although it is not usually done) to install the j ^ automatic loading / unloading braking device 10a on the truck in such a position that the detector arm 12a moves upwards next to the body of the wagon. The operation of such automatic loading / unloading braking device 10a is well understood by those skilled in the art of pneumatic braking and is dealt with only briefly by means of the background herein.

During a braking application, while the brake pipe pressure drops and the brake cylinder pressure increases respectively, the detector arm 12a moves outward from a "deliberation" position 14a shown in lines solid in Figure 1. A determination of whether the associated wagon is in a loading or unloading condition is made in a position of "transition" approximately in imagined in Figure 1 and designated by the reference number 16a. If the movement was additional to the detector arm 12a, it is avoided when contacting a contact surface 18a (for example, the side structure of the truck), the automatic load / unload braking device. 10a works to supply a total pressure to the brake cylinders, as determined by the brake pipe pressure. However, if the detector arm 12a is able to move beyond the transition position 16a, due to a sufficient clearance between the body of the wagon and the truck (indicative of a substantially unloaded wagon), then such a loading / unloading device automatic '10a works to decrease (or "provide") the pressure supplied to the brake cylinders. A position of the detector arm 12a beyond the transition point and corresponding to a discharge condition is partially shown in imaginary in Figure 1 and indicated by the reference number 20a. Typically, Type SC1-ELX automatic load / unload braking devices are available which affects a 50% or 60% reduction or dosage, depending on the chosen unit, of the brake cylinder pressure that would otherwise be would apply to a freight car. Figure 2 shows an ELX-U automatic loading / unloading braking device, generally designated by the reference number 10b and also manufactured by Westinghouse Air Brake a _ «- Company ("WABCO"). While the SCI device shown in Figure 1 is used in combination with a proportional valve installed separately (not shown) to provide the pressure of the brake cylinder once the discharge condition has been detected and the tank has been installed separately equalizer (also not shown). The ELX-U device 10b shown in FIG. 2 combines a sensor unit, a dosing unit and an equalizing deposit unit within a single instlable package. The ELX-U device 10b includes an extensible detector arm 12b for determining the body of the wagon to the clearing of the truck., a combined detector and the dosing unit 22b and an integrally provided equalizing reservoir 24b. In addition, the ELX-U device 10b has a discharged wagon indicator button 26b which protrudes to indicate when the ELX-U device 10b is detecting a discharged car condition, i.e., when the detector arm 12b extends beyond the point of transition during brake application. Figure 3 illustrates a device for automatic loading / unloading braking type ELX-B 10c also manufactured by WABCO. The ELX-B device 10c includes a detector arm 12c and an integrally provided detector and a dosing unit 22c. The ELX-B device 10c is used in combination with a separately installed buffer tank 24 (shown schematically in Figure 5). The EIcX-B unit 10c also includes a unloaded wagon indicator button 26c. A more accurate description of the construction and operation of the ELX-U and ELX-B units is found in the U.S. Patent. No. 5,005,915 issued on April 9, 1991 to Hart et al and entitled "Load Transfer Valve for Car Wagon" ("Empty / Load Changeover Valve for Rail and Car") and in the US Patent. No. 5,100,207 issued March 31, 1992 to McKay and entitled "Load / Discharge Transfer Valve with an Open Vent Step in the Discharge Position" ("Empty / Load Changeover Valve with a Vent Passage Open m the Empty Setting "), the teachings of each of these EU patents issued hereinafter expressly incorporated herein by reference thereto. * m * - The BLX-U and ELX-B 'units are also described more fully in a technical file entitled "The E / LX Load-Discharge Equipment" ("The E / LX Empty-Load Equipment") presented by Mckay, Albert A., at the Air Brake Association, Annual Technical Conference, Chicago, Illinois, September 22, 1992, further incorporating this technical sheet hereinafter expressly for reference. The additional description of the SCI unit can be found in the U.S. Patent. with Application Serial No. 08 / 90-1,906 filed July 28, 1997 by Scott et al and entitled "Double Seal Adjustment for Enabling Rapid Measurement of Brake Cylinder Pressure" ("Dual Seal Fitting for Enabling" ") and in the US Patent with Application Serial No. 08 / 958,271 filed on November 12, 1997 by Troiani et al and entitled "Dual Valve Adjustment for Enabling Rapid Pressure Measurement" ("Dual Valve Fltting for Enabling Quick Measurement of Pressure"). Each of these US patent applications. granted are expressly incorporated hereinafter for reference herein. Additional details of the construction and operation of the SCI unit are found in a promotional brochure entitled "WABCO'S Simple Simple Reliable Automatic Chargeable Charge Brake Charge Kit" ("WABCO'S Low Cost Simple Reliable Automatic Proportional Empty &Load Preight Brake Equipment ") published by Wes inghouae Air Brake Company, 10001 Air Brake Avenue, Wilmerdinge, Pennsylvania 15148 in April 1993, this publication is hereby expressly incorporated herein by reference. Referring now to FIGS. 4 (a) - (c), a wagon 30 generally includes a truck 32 and a wagon 34 which is raised after the truck 32 through an elastic suspension 36 (for example, coil springs). . In each illustrated case, the wagon 30 § > and equipped with an automatic load / unload braking device Type SCl / ELX 10 installed in the body of the wagon 34 and having a detector arm 12. For comparison purposes, figure 4 (a) shows the wagon 30 in a condition of discharge and without some substantial brake application. In Fig. 4 (b), the car 30 is loaded. Therefore, a brake application has been able to move the detector arm 12 only a relatively short distance before any • H.1 ÉH # • - * * movement in its part ß * blocked by the truck 32. In contrast, as illustrated in figure 4 (c), when the car 30 is in a discharge condition, the detector arm 12 is able to move through a relatively longer displacement before contacting the cart 32. The operation of an automatic loading / unloading braking device which is designated to work in conjunction with the invention will now be described with respect to the Type SCl / ELX unit shown schematically in the figure 5 and designated by the reference number 10. More specific examples of a unit Type SCl / ELX are the automatic load / unload brake units SCI, ELX-U and ELX-B that are illustrated in figures 1, 2 and 3, respectively. However, it should be appreciated, that the present invention can be used in conjunction with substantially any automatic loading / unloading braking device that utilizes a sensing member that extends and retracts in order to determine the truck to the wagon body clearance and that adjusts appropriately. the pressure of the brake cylinder. As previously mentioned, a train .: »« * < The railroad normally has a brake pipe that carries compressed air, which pressure controls the driver. As shown in Figure 5, each wagon 30 typically includes a portion of the brake pipe 50, a Type AB Control Valve 52, auxiliary and emergency compressed air tanks 54 and 56, respectively, and brake cylinders 58 When the pressure in the brake pipe 50 decreases, the Control Valve Type AB 52 operates to increase the pressure in the brake cylinders 58 by supplying compressed air thereto through a line 60 from at least the auxiliary tank 54 and possibly the emergency tank 56 (dependent on the severity of braking). An automatic load / unload braking device 10 Type SCl / ELX is interposed on line 60 between the Type AB Control Valve and the brake cylinders 58 to decrease (or provide) the supplied pressure when a wagon condition discharged is detected by the detector arm 12. For this purpose, the detector arm 12 is movable through a total range of positions 70 in response to the application of a brake pressure to the brake cylinders 58 ^ *? > "- - _ ^^^ of the wagon 30. The total range of possible positions 70 of the detector arm 12 includes a first range of positions 72, wherein the detector arm 12 is in a relatively retracted position, relatively closer to the body of the detector arm. automatic loading / unloading braking device 10 and a second range of positions 74, wherein the sensing arm 12 is in a relatively extended position, relatively further from the body of the automatic load / unload braking device 10. The first rank of positions 72 and the second range of positions 74 are separated from each other by a transition position 76 which is the position of the detector arm 12 defining a transfer point in which the wagon 30 to be loaded or unloaded is determined. In other words, when the detector arm 12 is within the first range of positions 72, the automatic loading / unloading device 10 determines the wagon 30 which is in a load condition and supplies the brake cylinders 58 thereof with a full braking pressure as determined by the pressure of the brake line 50. When the detector arm 12 is • sft. * - finds within the second range of positions 74, the automatic loading / unloading device 10 determines the wagon 30 that is in unloading condition and decreases the pressure towards the brake cylinders 58 by the aforementioned 50-60 (or 40 % in the case of the particular ELX unit previously discussed). A manual load / unloading apparatus constructed in accordance with the present invention, which is generally designated by the reference number 80 in Figures 3, 6 and 7, includes a manual shift member 82 that is movable between a first disposition 84 shown in figure 6 and a second arrangement 86 shown in figure 3. The manual shift member 82 is arranged (eg, installed) adjacent to an automatic loading / unloading device 10 (or some load braking device) / automatic discharge of which functions in a similar manner) that is provided with a detector arm 12. The automatic loading / unloading braking device 10 is installed by itself in a car body 34 of a car 30. The manual shift member 82 generally includes by itself a rod 88 that is rotatable about a longitudinal axis 90 thereof. The radial protrusion 92 extends radially outwardly of the rod 88. As seen more clearly in Figure 6, the radial protrusion 5 92 extends towards the automatic loading / unloading braking device 10 when the manual rod member 82 is located. in the first arrangement 84 and with what confines the detector arm 12 to the first range depositions 72 and for to prevent the detector arm 12 from being traversed towards the second range of positions 74. On the other hand, when the manual shift member is in the second arrangement 86 shown in Figure 3, the detector arm 12 is not confined to the first range of positions 72 by radial protrusion 92 but instead is able to travel to the second range of positions 74. Radial protrusion 92 is preferably provided in the form of a flange member 94 extending radially from the rod 88. The rod 88 is held for rotation about its longitudinal axis 90 in a pair of support bearings 96 disposed at its two distal ends. Each of the bearings of support 96 presently it is preferred that you are FeV T "i c in the form of a plate member 98 having a straight flange 99 and a tubular section 100 secured thereto (eg, by welding) The rod 88 projects through the tubular section 100 and the straight flange 99. The straight flanges 99 are secured to the body of the wagon 34. This can be done by various means, For example, in the preferred embodiment presently shown in Figure 6, a pair of shield plates 100 is provided to connect the straight flanges. to the body of the wagon 34. The straight flanges 99 are connected to the shield plates 100, for example, when welding or screwing and the shield plates 100 are screwed or welded in turn to the body of the wagon 34. The rod 88 is preferably of sufficient length to at least fully expand the width of the car 30 and is adjusted with an L-shaped handle 104 in at least one and, preferably, both ends to allow manual rotation of the manual shift member 82 between the first a and the second provisions 84 and 86, respectively. Having an L-shaped handle 104 at each end of the rod 88 allows manual adjustment of loading / unloading to be made from either side of the car 30. Each handle in the form I? A "?%" Of L 104 includes a ^ and k F 'a portion 106 extending radially toward the longitudinal axis 90 and a second portion 108 extending substantially parallel to the longitudinal axis 90. Each handle in Fig. L 104 ensures by a collar 110 q surrounds the rod 88. As shown in Figure 8, a gear transfer inverting mechanism 150, preferably, is provided between one of the L-shaped handles 104 and the rod 88. The inverting mechanism The gear transfer 150 operates to provide that the rotational direction of both L-shaped handles 104 between the unloading and loading positions is always constant with respect to the handle operator, regardless of in which side of the wagon 34 it is positioned. For example, when the operator rotates any such L-shaped handles 104 clockwise, I will always condition wagon 34 for the discharge braking, while rotating any of the L-shaped handles 104 in the counter-clockwise direction would always condition the wagon 34 for load braking. Such consistency of operation, regardless of n 34 the operator is stopped, minimizes confusion, particularly during night operation and improves operating efficiency. As shown in Figure 8, in its presently preferred embodiment, the gear transfer inverting mechanism 150 includes a first circular gear member 152 which is connected to one of the handles in the form of L 104 and a second circular gear member. 154 which is connected to the rotatable rod 88. The first and second circular gear members 152 and 154, respectively, are interlocked to provide a rotational inversion between the unloading and loading positions on one side of the car 34. The member of > rida 94 can of course be formed integral with the stem 88. However, as seen in Figs. 6, 9 and 10, it is presently preferred that the flange member 94 is provided as a portion of a separate actuator 112 that is secured to the rod 88. Figure 8 illustrates a first embodiment of the actuator 112 which is: non-adjustable and which includes an arcuate portion to which the flange member 94 is connected and which extends radially from the same The arcuate portion 114 can be molded from a pipe section and the flange member 94 can be permanently attached, for example, by welding. A pair of fastening mechanisms 116, for example, automotive exhaust clamps, axle the flange member 94 to hold the actuator 112 to the rod 88. Figure 9 shows a second embodiment of the actuator 112 which is an adjustable version and which includes a semi-arcuate portion 114 and a first flange member 18 permanently attached thereto and extending radially therefrom. A threaded pin 120 is held in the first flange member 118 and extends in a radial direction. A second flange member 122 is provided with a recess 124 to accept the threaded pin 120. A rotatable helical gear 126 is caged within a second recess 128 provided in the second flange member 122 immediately adjacent the recess 124. The helical gear 126 engages the cords of the threaded pin 120 so that the rotation of the helical gear 126 (for example, through the use of a hexagonal wrench) extends and folds the second flange member 122 with respect to the rod 88. Once it has been obtained the appropriate radial extension, the helical gear 126 and / or the threaded pin 120 can be temporarily welded to the second flange member 122 to retain the desired positioning. It will be appreciated that an adjustable actuator 112 may be implemented in various other ways than the presently preferred embodiment shown in Figure 9 and described above. In essence, radial protrusion 92 and flange member 94 form an eccentric cam arrangement surface 130 which is positioned eccentric with respect to longitudinal axis 90 of rod 88 and which, after rotation of rod 88 through portions of handle 104, approaches the detector arm 12, thereby confining it to the first range of positions 72 or, if the detector arm is already arranged within the second range of positions 74, pressing the detector arm 12 back to the first range of positions. positions 72. It will be apparent to those skilled in the art of mechanical techniques that a wide range of different mechanisms can be employed to achieve this result. In addition, the eccentric cam arrangement surface 130 formed by the radial protuberance 92 and the flange member 94 can preferably be positioned in the rod 88 so that, when the manual load / unload change apparatus 80 is in the position of load shown in figure 6, radial protrusion 92 and flange member 4 are beyond the dead center position of 12 o'clock. Such "over-center" cam arrangement configuration, together with the friction between the detector arm 12 and the flange member 94 serves to maintain the apparatus in the loading position once the L-shaped handles 104 have been moved to the loading position. When the apparatus has been configured by the operator for the discharge braking (ie L-shaped handles 104 in the unloading position), the weight of the flange member 94 prevents any transition to the loading position of the apparatus. . However, while not necessary, a positive engagement mechanism could be provided to maintain the manual loading / unloading apparatus 80 at the selected loading and unloading positions. Various positive coupling mechanisms well known in the mechanical arts can be employed.

* %% - For example, such a positive engagement mechanism could take the form of a cable extending transverse to the width of the car 34 so that the cable could "pull" on either side of the car 34. The cable operates through a Ys® pulley type mechanism finally connects to a spring-loaded rachet type bolt. The rachet-type bolt is connected to the gear-transfer reversing mechanism 150 of Figure 8 and is automatically secured in place due to the spring tension. When the cable is pulled manually, the bolt spring is compressed and lifts the rachet of one of the gears of the gear transfer reversing mechanism 150, thereby releasing the L-shaped handles 104 for rotation. While the present invention has been described by means of the presently preferred particular embodiments, various substitutions of equivalents can be affected without departing from the spirit and scope of the invention as set forth in the appended claims.

Claims (20)

1. NOVELTY OF THE INVENTION Having described the present invention is considered as a novelty and therefore it is claimed as property described in the following claims: 1 A manual change device to manually change an automatic loading / unloading braking device, being used the automatic loading / unloading braking device together with a pneumatic braking system provided on a transport vehicle, including the transport vehicle a truck and a carriage body installed on the truck through an elastic suspension system, having the vehicle of transport a substantially load condition and a substantially unloading condition, the automatic loading / unloading braking device having a sensing arm, the detecting arm being operable to move through a range of positions after an application of a force of braking towards the transport vehicle through the s pneumatic braking system, including the range of positions of the detector arm a first range of positions indicating the transport vehicle at substantially load condition and a second range of positions indicating the transport venison to be used in a substantially unloading condition, the automatic loading / unloading braking device being effective to apply a subliminally decreased energetic braking force to the transport vehicle when the detector arm is in a second range of positions and to apply a pneumatic braking force substantially not decreased towards the transport vehicle when the detector arm is in the first range of positions, the manual change apparatus being adapted for installation in the adjacent transport vehicle of the automatic loading / unloading braking device, the switching apparatus being comprised manual: a manual change member Movable between a first * disposition and a second disposition, finding? -S < $ the manual change member in the first operable arrangement for limiting the sensing member of the automatic loading / unloading device to the first range of positions and to prevent the sensing member of the automatic loading / unloading device W traverses the second position ratio and in the second arrangement the manual change member is operable to allow the sensing member of the automatic loading / unloading device to travel the second range of positions.
2. 2. A manual change device for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 1 characterized in that the manual change member includes: a rod member having a longitudinal axis, the member being located of rod rotatable about the longitudinal axis to move the manual shift member between the first arrangement and the second arrangement; and a radial protrusion extending outwardly from the rod member, the protrusion extending towards the sensing member of the automatic loading / unloading braking device in the first arrangement and the radial protrusion not extending towards the sensing member of the load braking device / automatic download in the second provision.
3. 3 A manual change device for use in conjunction with and for manually changing an automatic loading / unloading device, depending on the * J claim 2 characterized in that the radial protuberance includes a flange member extending radially from the rod member.
4. 4. A manual change apparatus for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 3 characterized in that the manual change apparatus further includes an actuating member and at least one holding mechanism that holds the acting member to the rod member, the acting member not being integral with the rod member, the actuating member including an arcuate portion, the flange member extending from the arcuate portion of the actuating member and the arcuate portion of actuating member surrounding at least partially the rod member.
5. 5. A manual change apparatus for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 1 characterized in that the manual change apparatus further includes at least one supporting bearing mechanism for rotatably supporting the rod member.
6. 6. A manual change apparatus for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 3 characterized in that the flange member is in substantial non-contact with the sensing member of the loading / unloading device automatic when the manual change member is in the second arrangement.
7. 7. A manual change apparatus for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 2 characterized in that the manual changeover apparatus further includes handle means to allow manual rotation of the rod member around of the longitudinal axis of the rod member.
8. 8. A manual change apparatus for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 7 characterized in that the handle means includes at least one handle member extending, at least in part, radially towards the longitudinal axis of the rod member.
9. 9. A manual change device for your The use together with and for manually changing an automatic loading / unloading device, according to claim 8, characterized in that at least one handle member includes a substantially L-shaped member having a first handle portion extending radially from the longitudinal axis of the rod member and a second handle portion extending outwardly of the first handle portion and substantially parallel to the longitudinal axis of the rod member.
10. 10. A manual change device for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 1, characterized in that the transport vehicle is a railway transport vehicle having a direction of travel and a transverse width to the direction of travel and wherein a section of the rod member along the longitudinal axis of the rod member is substantially as large as the width of the rail transport vehicle.
11. 11. A manual change device for use in conjunction with and for manually changing an automatic loading / unloading device, according to the mk -? • - * *? Z? * Claim 10 face tr ga or because the handle means includes: two handle members, each of the two handle members being coupled to opposite ends of the rod member, including each of the two handle members a substantially L-shaped member having a first handle portion extending radially from the longitudinal axis of the rod member and a second handle portion extending outwardly from the first handle portion and substantially parallel to the longitudinal axis of the rod member , so that each of the handle members are disposed on opposite sides of the rail transport vehicle adjacent to the automatic loading / unloading device.
12. 12. A manual change apparatus for use in conjunction with and to manually change an automatic loading / unloading device, according to claim 3, characterized in that the manual shift member further includes radial adjustment means for adjusting a radial extension of the flange member from the rod member.
13. 13. A manual change device for your I use together with and to manually change an automatic loading / unloading device, according to claim 12, characterized in that the radial adjustment means include: a first flange member portion; and a second flange member portion, the first and second flange member portions being connected by a radially extensible connection.
14. 14. A manual change device for use in conjunction with and for manually changing an automatic loading / unloading device, according to claim 4 characterized in that the manual shift member further includes radial adjustment means for adjusting a radial extension of the flange member from the rod member, the radial adjustment means including a first flange member portion and a second flange member portion, the first and second flange member portions being connected by an extendable connection and. the first flange member portion extending out from the actuating member.
15. 15. A manual shift device for use in conjunction with and for manually changing an automatic loading / discharging device, depending on the -Í * J? S5. claim 4 characterized in that the arcuate portion of the actuating member has a contour that substantially equals a contour of a peripheral portion of the rod member and wherein at least one clamping mechanism includes two clamping mechanisms, each of the two clamping mechanisms being arranged clamping on opposite sides of the flange member along the longitudinal axis of the rod member.
16. 16. A manual shift device for installation in a wheeled vehicle having a pneumatic braking system for applying a pneumatic braking force to a wheeled vehicle and using an automatic loading / unloading device to determine a load condition. discharge of the vehicle and to reduce the pneumatic braking force if it is determined that the vehicle will be unloaded, the automatic loading / unloading braking device being found for coupling to the vehicle and having a sensing member to determine the loaded / unloaded condition, the automatic loading / unloading braking device determining the vehicle to be loaded when the sensing member is it finds in a first range of positions and the automatic braking / discharging device to determine the vehicle to be unloaded when the sensing member is in a second range of positions by dividing by a transition position, the manual switching apparatus comprising: rod member rotatable about an axis of rotation between a first arrangement and a second arrangement; and an eccentric cam arrangement surface extending radially from the rod member, the eccentric cam arrangement surface arranged eccentrically with respect to the axis of rotation being disposed in the first arrangement physically projecting the cam arrangement surface eccentric to the second range of positions and at least to the transition position of the automatic loading / unloading braking device and in the second arrangement not protruding physically to the transition position of the automatic load / unload braking device.
17. 17. A manual transmission device, according to claim 16, characterized in that in the first arrangement the eccentric cam arrangement surface prevents the travel of the member "A". detector of the automatic loading / unloading device beyond the transition position and towards the second range of positions and in the second arrangement the eccentric cam arrangement surface allows the travel of the automatic load / unload braking device beyond the transition position and towards the second range of positions.
18. 18. A manual shift apparatus, according to claim 16 characterized in that the eccentric cam arrangement surface includes a flange member extending radially toward the rod member.
19. A manual exchange apparatus according to claim 18, characterized in that the manual change apparatus further includes: a) a separate actuating member not integral with the rod member and having an arcuate portion at least partially surrounding the rod, extending radially the flange member from the actuating member; b) a clamping mechanism that holds the actuating member to the rod member; c) at least one bearing bearing for rotatably supporting the rod member and; d) at least one handle member extending, at least in part, to r * give »line from e? member and rod to allow manual rotation of the rod member between the first and second arrangements.
20. 20. A manual shift apparatus according to claim 18 characterized in that the flange member includes a first flange member portion and a second flange member portion, the first flange member portion extending radially from the rod member. and the second flange member portion connecting to the first flange member portion by a radially extensible connection. - ^ á vp - ' A manual shift apparatus for manually changing an automatic loading / unloading braking device used in conjunction with a pneumatic braking system provided on a transport vehicle having a truck and a carriage body installed on the truck through a system of elastic suspension. The transport vehicle has a loading condition and a discharge condition. The automatic loading / unloading braking device has a detector arm operable to move through a range of positions after the application of a braking force to the transport vehicle by the pneumatic braking system. The range of positions of the detector arm includes a first range of positions that indicates that the transport vehicle is in the loading condition and a second range of positions indicating that the transport vehicle is in the discharge condition. The automatic load / unload braking device operates to apply a substantially decreased pneumatic braking force to the transport vehicle when the detector arm is in the second automatic load / unload range through the second range of positions.