WO2018231688A1 - Cylindre de frein à articulation externe doté de caractéristiques de verrouillage mécanique - Google Patents

Cylindre de frein à articulation externe doté de caractéristiques de verrouillage mécanique Download PDF

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Publication number
WO2018231688A1
WO2018231688A1 PCT/US2018/036854 US2018036854W WO2018231688A1 WO 2018231688 A1 WO2018231688 A1 WO 2018231688A1 US 2018036854 W US2018036854 W US 2018036854W WO 2018231688 A1 WO2018231688 A1 WO 2018231688A1
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WO
WIPO (PCT)
Prior art keywords
push rod
brake
ratchet
disposed
bearing
Prior art date
Application number
PCT/US2018/036854
Other languages
English (en)
Inventor
Timothy Edward POLLARD
Michael Anthony KOZIOL
Original Assignee
Westinghouse Air Brake Technologies Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Westinghouse Air Brake Technologies Corporation filed Critical Westinghouse Air Brake Technologies Corporation
Publication of WO2018231688A1 publication Critical patent/WO2018231688A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
    • F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/20—Transmitting mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/20—Transmitting mechanisms
    • B61H13/26—Transmitting mechanisms for cars or bogies with more than two axles or bogies, the mechanisms at each side being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B61H13/36—Beams; Suspension thereof

Definitions

  • the present invention relates generally to a railway braking system.
  • the present invention relates to improvements to an externally articulated brake cylinder and mechanical locking features of the externally articulated brake cylinder in a parking brake assembly of a brake rigging of the railway braking system.
  • Applicant's prior United States Patent No. 8,006,815, which is hereby incorporated by reference in its entirety, is directed to a parking brake assembly for a railway brake system.
  • the assembly includes a ratchet mounted for rotation on a threaded piston rod of a brake actuator and a holding pawl engageable with the ratchet for maintaining a push rod of the parking brake assembly to apply braking force when the air pressure is lost in the brake pipe and releasing the push rod to accordingly release the braking force when the supply of air pressure in the brake pipe is restored.
  • An operating lever and a cylinder connected thereto are provided for selectively rotating the holding pawl.
  • a valve is provided for supplying air pressure to and evacuating pressure from the cylinder.
  • a release mechanism is provided for manually releasing the braking force.
  • Applicant's prior United States Patent No. 9,517,753 which is hereby incorporated by reference in its entirety, is also directed to a parking brake assembly for a railway brake system.
  • the parking brake assembly incorporates a bail compensating joint for bail or angular movement of a push rod associated with the parking brake assembly.
  • the parking brake assembly also includes a lever arm mechanism for operating an operating lever of a parking brake release mechanism.
  • the lever arm mechanism includes a lever arm mounted on a pivot pin, a torsion spring disposed on the pivot pin, and a first and second cable release mechanism.
  • an externally articulated brake cylinder that incorporates a push rod having ACME threading and controls the manner in which the push rod extends, retracts, and handles off -bore movement.
  • the externally articulated brake cylinder also meets high load requirements and provides a longer stroke of the push rod while shortening the overall length of the brake cylinder to match standard brake riggings.
  • a brake actuator for a brake rigging in a railway brake system comprises a brake cylinder; a push rod extensibly disposed on the brake cylinder and operatively connected to a piston assembly in the brake cylinder, the push rod comprising a clevis and a threaded portion and configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder; and a clamping assembly engaging the threaded portion of the push rod and configured to support the reciprocal axial motion of the threaded portion and to mechanically lock the push rod.
  • the clamping mechanism comprises a ratchet and nut threadably engaging the threaded portion of the push rod, the ratchet and nut being configured to be engaged to mechanically lock the push rod in the extended position; a distal bushing disposed on the threaded portion between the ratchet and nut and the clevis of the push rod; a proximal bushing disposed on the threaded portion on an opposite side of the ratchet and nut from the clevis of the push rod; a first bearing disposed between the ratchet and nut and the distal bushing; a first bearing race disposed between the first bearing and the distal bushing; a second bearing race disposed between the first bearing and the ratchet and nut; a wave spring disposed between the first bearing race and the distal bushing, the wave spring being supported in a groove defined in the first bearing race; and a second bearing disposed between the ratchet and nut and the proximal bushing, the proximal bushing including a
  • the distal bushing and the proximal bushing are configured to constrain the push rod to axial movement.
  • the distal bushing, the wave spring, the first bearing race, the first bearing, the second bearing race, the ratchet and nut, the second bearing, and the proximal bushing are arranged in a stack on the threaded portion of the push rod.
  • the wave spring, the first bearing race, the first bearing, the second bearing race, the second bearing, and the proximal bushing are configured to provide for free rotation of the ratchet and nut on the threaded portion of the push rod.
  • a brake actuator for a brake rigging in a railway brake system comprises a brake cylinder; a piston assembly disposed within the brake cylinder, the piston assembly being configured to move within the brake cylinder in a reciprocal motion; a push rod extensibly disposed on the brake cylinder and connected to the piston assembly, the push rod being configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder; a locking mechanism movable on the brake cylinder between an engaged state and a disengaged state, the locking mechanism being configured to operatively engage the push rod to limit the reciprocal axial motion in the engaged state and to allow the reciprocal axial motion of the push rod in the disengaged state; and an anti-rotation rod having one end connected to the piston assembly and an opposing end slidably received in a side of the brake cylinder, the anti-rotation rod being configured to prevent rotational movement of the piston assembly and the push rod
  • a brake actuator for a brake rigging in a railway brake system comprises a brake cylinder; a piston assembly disposed within the brake cylinder, the piston assembly being configured to move within the brake cylinder in a reciprocal motion; a push rod extensibly disposed on the brake cylinder and connected to the piston assembly, the push rod being configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder; and a locking mechanism movable on the brake cylinder between an engaged state and a disengaged state, the locking mechanism being configured to operatively engage the push rod to limit the reciprocal axial motion in the engaged state and to allow the reciprocal axial motion of the push rod in the disengaged state.
  • the locking mechanism comprises a pneumatic cylinder configured to be actuated to operate the locking mechanism; an operating lever pivotally connected to the brake cylinder and connected to the pneumatic cylinder to be moved between engaged and disengaged positions by the pneumatic cylinder, the engaged and disengaged positions of the operating lever corresponding to the engaged and disengaged states of the locking mechanism; and a pawl disposed on an end of the operating lever, the pawl being configured to operatively engage the push rod when the operating lever is in the engaged position and to operatively disengage the push rod when the operating lever is in the disengaged position.
  • FIG. 1 is a perspective view of a truck-mounted brake rigging including a parking brake assembly with a conventional hand brake apparatus installed on a railway car shown in phantom;
  • FIG. 2 is a perspective view of a parking brake assembly installed within the truck apparatus of the railway car shown in FIG. 1 ;
  • FIG. 3 is a top view of the parking brake assembly of FIG. 2;
  • FIG. 4 is a front view of the parking brake assembly of FIG. 2;
  • FIG. 5 is a side view of the parking brake assembly of FIG. 2;
  • FIG. 6 is an isolation perspective view of the parking brake assembly shown in FIG. 1 ;
  • FIG. 7 is an enlarged perspective view of a brake actuator employed within the parking brake assembly
  • FIG. 8 is a cross-sectional view of the brake actuator taken along lines VIII- VIII in FIG. 7;
  • FIG. 9 is a partial perspective view of the brake actuator of FIG. 7;
  • FIG. 10 is a side view of the brake actuator employed within a parking brake assembly
  • FIG. 11 is a schematic block diagram of the parking brake assembly, particularly illustrating a pneumatically operated manual release arrangement
  • FIG. 12 is a schematic block diagram of the parking brake assembly, particularly illustrating another pneumatically operated manual release arrangement
  • FIG. 13 is a side view of a mechanically operated manual release assembly, illustrated in FIG. 6, and connected to the side of the railway car body shown in FIG. 3 ;
  • FIG. 14 is a side view of a push rod and clamping assembly for a brake actuator according to an example of the present disclosure
  • FIG. 15 is an exploded perspective view of the push rod and clamping assembly of FIG. 14;
  • FIG. 16 is an end view of the threaded push rod and corresponding ratchet and nut according to another example of the present disclosure
  • FIG. 17 is a side view of the threaded push rod and corresponding ratchet and nut of FIG. 16;
  • FIG. 18 is a partial cross-sectional view of a push rod according to another example of the present disclosure.
  • FIG. 19 is a partial cross-sectional view of a brake cylinder according to another example of the present disclosure.
  • FIG. 20 is a partial cross-sectional view of a push rod and bellow according to another example of the present disclosure.
  • FIG. 21 is another partial cross-sectional view of the push rod and bellow of FIG. 20.
  • FIGS. 22 and 23 are front views of a brake cylinder including a mechanical locking mechanism according to another example of the present disclosure.
  • a truck-mounted brake rigging is shown for a railway car 2 according to an example of U.S. Patent No. 8,006,815.
  • the brake rigging 10 is installed within a conventional truck apparatus, generally designated as 3, carrying one end of the railway car body.
  • truck apparatus 3 includes a pair of wheel sets 4 each having a pair of wheels 4a joined by an axle 4b and a frame 5 supported by the pair of wheel sets 4.
  • the frame 5 includes a pair of side members 6a and 6b joined by a bolster 7.
  • the brake rigging 10 comprises brake beams, generally designated 12 and 13, which are substantially identical, each such brake beam including a compression member 14, a tension member 16, and a strut member 18.
  • the opposite ends of the compression member 14 and the tension member 16 may be permanently connected together in a conventional manner.
  • Mounted on the respective ends of the brake beams 12 and 13 are brake heads 22.
  • the compression member 14 and the tension member 16, of the respective brake beams 12 and 13, are spaced apart sufficiently to allow connection of the strut member 18 therebetween.
  • a pair of force-transfer levers 24 and 26 is pivotally connected by pins 27 to the strut member 18 of the respective brake beams 12 and 13.
  • One end of the force-transfer levers 24 and 26 is interconnected via the force-transmitting member 28, which may be in the form of an automatic slack adjuster device.
  • the opposite end of the respective force-transfer levers 24 and 26 is connected to the pressure head of the brake actuator, generally designated 70, via a force- transmitting member 28 or a return push rod assembly 32.
  • the force-transfer levers 24 and 26, along with the slack adjuster assembly 28, the return push rod assembly 32, and the brake actuator 70 comprise a brake beam actuating linkage that interconnects the brake beams 12 and 13 via pivot pins 27 and, thus, the required brake actuation forces effectively act along these pins 27.
  • the resultant of these forces is shown at X in FIG. 3. Since the length of the slack adjuster assembly 28 increases with actuation of the brake actuator piston rod, it follows that brake beams 12 and 13 are moved apart by the brake beam linkage until the brake shoe engagement with the tread surface of the vehicle wheels 4a occurs.
  • the push rod 30 moves in an opposed second direction, causing the brake rigging 10 to release brakes.
  • FIG. 1 a known, exemplary hand brake mechanism, generally designated as 40, is shown.
  • the hand brake mechanism 40 has a housing, generally designated as 42, which comprises a back plate or wall 44, mountable on a railway car 2, and a cover 46 which is secured to the back wall 44.
  • a chain 48 for application or release of the brakes, is connected, as is conventional, to the brake rigging 10 via a hand brake lever 50 and wound on a winding drum 52.
  • the hand brake lever 50 is, in turn, connected to the brake actuator transfer lever or force transfer lever 24.
  • a hand wheel 54 is rotated in a clockwise direction, as viewed in FIG. 1, to wind the chain 48 about the winding drum 52 and to cause the hand brake lever 50 to be pulled in an outward direction away from the brake rigging 10.
  • This movement causes the force transfer lever 24 to be rotated in a counterclockwise direction, resulting in the push rod 30 being pulled in an outward direction and the required force being applied to the slack adjuster assembly 28.
  • This applied force is similar to the force which is applied by the brake actuator push rod 30 of the brake actuator 70 when such is pressurized.
  • operators may improperly apply the brakes or forget to apply brakes via the hand brake 40, causing unwanted movement of the railway car 2.
  • a known, exemplary parking brake assembly generally designated as 60, is shown and includes the brake actuator 70, which has a housing 72 mounted on the first brake beam 12 adjacent the pivotal connection of the first transfer lever 24.
  • the housing 72 has a first end 73 and an opposed second end 74.
  • the first end 73 is provided with mounting member 73a for stationarily securing the brake actuator 70 onto the beam 12.
  • the first end 73 of the housing 72 is closed, while the second end 74 is generally open.
  • a fluid-pressure-operable piston assembly 80 is mounted for a longitudinal reciprocal motion within the housing 72.
  • the piston assembly 80 divides the housing 72 into a pressurized portion 75a disposed intermediate the first end 73 of the housing 72 and the first end 82 of the piston 80 and a non-pressurized portion 75b disposed adjacent the second end 74 thereof.
  • a piston rod 90 is secured at a first end 92 thereof to a second end 84 of the piston assembly 80.
  • the piston rod 90 is capable of extending through the axial opening 76 in the second end 74 of the housing 72 responsive to the supply of fluid pressure into the pressurized portion 75 a.
  • the piston rod 90 is secured at a second end 94 thereof to a first end of the push rod 30, whereby the piston rod 90 and the piston assembly 80 move with the push rod 30 in the first and second directions.
  • the piston assembly 80 moves in the first direction toward the second end 74 of the housing 72, causing the piston rod 90 and the push rod 30 to move in such first direction for increasing the length of the first force-transmitting means, to accordingly increase the spaced-apart distance between the first and second brake beams 12 and 13 respectively in order to apply a braking force.
  • a spring member 100 is disposed in the non -pressurized portion 75b of the housing 72 and is caged between an inner surface 77 of the second end 74 of the housing 72 and the second end 84 of the piston assembly 80.
  • the spring member 100 is capable of exerting a force against the piston assembly 80 upon release of the spring member 100 responsive to evacuation of the fluid pressure from the pressurized portion 75a of the housing 72, causing longitudinal movement of the piston assembly 80 in the second direction within the housing 72 to accordingly retract the piston rod 90 therein. Accordingly, the push rod 30 will also move in the second direction and release the applied braking force.
  • a fluid communication means or device 102 including a conventional air pressure inlet 104, is also provided in fluid communication with the pressurized portion 75 a of the housing 72 and with the brake pipe 8 for supplying the fluid pressure to the parking brake actuator 70 during brake application of the railway vehicle brake rigging 10, resulting in the longitudinal movement of the piston assembly 80 and the piston rod 90 in the first direction and in compression of the spring member 100.
  • the fluid communication means or device 102 also is provided for evacuating the fluid pressure from the pressurized portion 75 a of the housing 72 during brake release, resulting in the longitudinal movement of the piston assembly 80 and the piston rod 90 in the second direction due to the force exerted by the released spring member 100.
  • the parking brake assembly 60 further includes a clamping means or device, generally designated as 110, which is provided for maintaining the extended position of the push rod 30 during reduction of the fluid pressure in the brake pipe 8 to a predetermined level and for releasing the push rod 30 to move in the second direction due to the increase of the fluid pressure in the brake pipe 8 above such predetermined level.
  • a clamping means or device generally designated as 110, which is provided for maintaining the extended position of the push rod 30 during reduction of the fluid pressure in the brake pipe 8 to a predetermined level and for releasing the push rod 30 to move in the second direction due to the increase of the fluid pressure in the brake pipe 8 above such predetermined level.
  • such clamping device 110 includes a first elongated thread 112 formed on at least a portion of the exterior surface of the piston rod 90 movable through the non-pressurized portion 75b of the housing 72.
  • a ratchet 114 is mounted within the non- pressurized portion 75b of the housing 72 for rotation about a longitudinal axis of the piston rod 90.
  • a pair of optional bearings 115 may be provided for facilitating rotation of the ratchet 114.
  • An aperture 116 is axially formed through the ratchet 1 14.
  • a second thread 118 is formed on a surface of the axial aperture 1 16 for operable engagement with the first thread 112.
  • a shaft 120 which is mounted for rotation in a spaced relationship with the ratchet 114.
  • the rotational axis of the shaft 120 is substantially parallel to a rotational axis of the ratchet 114.
  • the shaft 120 has a first end 122 thereof disposed within the non-pressurized portion 75b of the housing 72 and has a second end 124 thereof extending through an aperture 126 formed through the second end 74 of the housing 72 past an outer surface thereof.
  • a holding pawl 128 is disposed within the non -pressurized portion 75b of the housing 72 and is secured to the shaft 120 for rotation therewith.
  • the holding pawl 128 is rotatable in a first rotational direction for engagement with the ratchet teeth when a first rotational force is applied to the second end 124 of the shaft 120 due to the fluid pressure in the brake pipe 8 being reduced to a predetermined level. This engagement prevents movement of the push rod 30 in the second direction.
  • the holding pawl 128 is rotatable in a second rotational direction for disengaging the ratchet teeth and permitting the push rod 30 to move in the second direction when a second rotational force is applied to at least one of the shaft 120 and the holding pawl 128 due to the increase of the fluid pressure in the brake pipe 8.
  • the second end 74 of the housing 72 is formed by the first member 74a carrying the outer surface thereon and a second member 74b secured in spaced relationship with the first member 74a and wherein the ratchet 114 and the holding pawl 128 are mounted intermediate the first and the second members 74a and 74b.
  • the first and the second members 74a and 74b are bolted to a flange 72a of the housing 72 in a conventional manner.
  • the rotational force may be applied to the second end 124 of the shaft 120 manually, for example with a gripping type tool or a wrench (not shown), and preferably, an operating lever 130 is provided and has a first end 132 thereof disposed on and secured to the second end 124 of the shaft 120 for rotation therewith.
  • the operating lever 130 is rotatable in the first rotational direction when the first rotational force is applied to a second end 134 thereof and is rotatable in the second rotational direction when the second rotational force is applied to the second end 134 thereof.
  • an operating means or device which is responsive to a fluid pressure condition within the brake pipe 8 for selectively and automatically operating the clamping device 1 10 to maintain the push rod 30, after its movement in the first direction, in the position for applying brakes and to release the push rod 30 for movement in the second direction.
  • such operating device 140 includes a mounting bracket 150 which is affixed to the outer surface of the second end 74 of the housing 72, preferably using the fasteners that attach the first and second members, 74a and 74b respectively, to the flange 72a.
  • the mounting bracket 150 when installed, is disposed in a generally vertical plane.
  • the mounting bracket 150 may be provided with a ledge portion 152, which is disposed generally horizontally.
  • a pneumatically operated cylinder generally designated as 160, is provided and is mounted on the ledge portion 152 of the mounting bracket 150.
  • the pneumatically operated cylinder 160 has a casing 162, a piston assembly 164 mounted for a longitudinal movement within the casing, a piston rod 166 connected at a first end thereof to a first end of the piston assembly 164 and pivotally connected at a second end thereof to the second end 134 of the operating lever 130, and a spring 168 which is caged within the casing 162 between an end thereof and the second end of the piston assembly 164.
  • piston assembly 164 and piston rod 166 move in a direction which is generally perpendicular to the movement direction of the piston assembly 80, piston rod 90, and push rod 30, as well as to the rotational axis of the ratchet 114 and the holding pawl 128.
  • a fluid communication means or device 170 including a conventional fluid port 172, is provided in fluid communication with a second end of the piston assembly 164 and with the brake pipe 8 for supplying the fluid pressure to a second end of the piston assembly 164, causing the piston rod 166 to move outwardly and apply the second rotational force. Furthermore, the second fluid communication device is provided for evacuating the fluid pressure from the second end of the piston assembly 164 when the fluid pressure in the brake pipe 8 is reduced below the predetermined level, causing the spring 168 to extend and retract the piston rod 166 into the casing 162, thus applying the first rotational force to the second end 134 of the lever 130.
  • the fluid pressure in the brake pipe 8 When a brake release is commanded and the fluid pressure in the brake pipe 8 begins to rise, the fluid pressure is evacuated from the pressurized portion 75a of the housing 72 though the directional or transfer valve 9, causing the spring member 100 to extend, moving the push rod 30 in the second direction, and releasing the brake force. As long as the fluid pressure in the brake pipe 8 is above the predetermined level, the piston rod 166 continues to apply the second rotational force to the operating lever 130, thus preventing the holding pawl 128 from engaging ratchet teeth.
  • the fluid pressure in the brake pipe 8 reduces below the predetermined level, which is generally set below the level present in full service brake application, the fluid pressure is evacuated from the pneumatically operated cylinder 160, causing the spring 168 to extend and retract the piston rod 166 into the casing 162, thus applying the first rotational force to the second end 134 of the lever 130 and engaging the holding pawl 128 with the ratchet 114. Since the brake actuator 70 will operate as described above to move the push rod 30 in the first direction to apply braking force, the engagement of the holding pawl 128 with the ratchet 114 will maintain the push rod 30 in such brake-applied condition.
  • the ratchet teeth are formed so that the ratchet 114 rotates to allow movement of the push rod 30 in the first direction even when the holding pawl 128 engages the ratchet 114 prior to the push rod 30, completing its movement to apply brakes.
  • the piston rod 166 When the supply of the fluid pressure to the cylinder 160 is restored, the piston rod 166 will move outwardly from the housing 162 and apply a second rotational force to the operating lever 130, thus disengaging the holding pawl 128 from engagement with ratchet 114.
  • the predetermined fluid pressure level in the brake pipe 8 at which the holding pawl 128 engages the ratchet 1 14 is also dependent on the rate of the spring 168 as well as on specific application requirements. For example, it may be desirable for the holding pawl 128 to engage the ratchet 114 only during a rapid fluid pressure decrease that is commonly known as an emergency brake application when the fluid pressure in the brake pipe reduces to about 10 PSI and then further to 0 PSI.
  • a manually operable release means or device which is coupled to the pneumatically operated cylinder 160 for manually releasing the push rod 30 to move in the second direction.
  • a manually operable release device 200 includes a release shaft 202 in secured threaded engagement to the casing 162 of the pneumatically operated cylinder 160.
  • the release shaft 202 has a first end thereof coaxially secured to the second end of the piston 164 and having a second end thereof extending outwardly from the casing 162, whereby selective manual rotation of the second end of the release shaft 202 causes extension or retraction of the piston rod 166, rotating the operating lever 130 in the first or second rotational directions.
  • the manually operable release device 200 includes a valve 210, best illustrated in FIG. 12, which is disposed within the fluid communication means or device 170 intermediate the brake pipe 8 and the pneumatically operated cylinder 160.
  • the valve 210 is operable in a first position for supplying the fluid pressure to the pneumatically operated cylinder 160 when the fluid pressure in the brake pipe 8 is maintained above the predetermined level. In this position, the fluid pressure compresses an extension spring 212 mounted within the valve 210, allowing the fluid pressure to flow through to the pneumatically operated cylinder 160.
  • the valve 210 is also operable in a second position to discontinue, due to release of the compressed spring 212, supply of the fluid pressure to the pneumatically operated cylinder 160 and exhaust the fluid pressure from the pneumatically operated cylinder 160 to atmosphere.
  • the spring 212 extends and blocks the flow of the fluid pressure through the valve 210 and opens passage to its exhaust port.
  • the valve 210 also includes a manually operable means or device, such as a pushbutton 214 disposed therein, for manually restoring the supply of the fluid pressure to the pneumatically operated cylinder 160.
  • Manual actuation of the pushbutton 214 briefly compresses the spring 212 to allow the flow of the fluid pressure through the valve 210, which will keep the spring 212 in a compressed condition when the pushbutton 214 is released.
  • a pair of valves 210 may be provided, each installed adjacent a respective end of the railway car 2 to reduce the labor of releasing the applied parking brake assembly 60 by eliminating the operator of the railway car 2 to walk to the end on which the parking brake assembly 60 is installed.
  • the manually operable release means or device 200 may include a two-position, three-port valve 220, best shown in FIG. 1 1.
  • An auxiliary reservoir 222 of the fluid pressure may be connected at one port thereof to the brake pipe 8 through a check valve 224 and a restricting choke 226 mounted in series with the check valve 224 and connected at another port thereof to the valve 220.
  • valve 210 or 220 it is also within the scope of the example to provide other means or devices for operating the valve 210 or 220 to restore the fluid pressure to the pneumatically operated cylinder 160.
  • a three-way valve 230 may be provided, wherein the pushbutton 214 has been replaced with a solenoid 232 so that the valve 210 can be operable in the second position for allowing flow of the fluid pressure therethrough by an electrical signal which can be remotely transmitted, for example from the locomotive (not shown), by any well-known methods including wires, radio frequency, satellite communicating, and like methods.
  • the valve 230 may be adapted with a second solenoid 234 to remotely operate such valve 230 into the position for enabling flow of the fluid pressure to the cylinder 160 and, more particularly, allowing remote application of the parking brake assembly 60.
  • valve 210, 220, or 230 in combination with the release shaft 202 of FIG. 1 1.
  • a manually operable valve 210 or 220 is mounted in close proximity to the end or the side of the railway car 2 enabling the operator of the railway car 2 to safely and conveniently operate the parking brake assembly 60 from one side of the railway car 2 without the need to reach underneath thereof and into the confines of the truck apparatus 3.
  • the above described manual release means or devices 200 are of a pneumatic type. It is also possible to provide the manual release devices as mechanical type devices which do not depend on presence or absence of the fluid pressure in the brake pipe 8 to release applied brakes.
  • Such a mechanical manual release device is described herein in combination with the brake rigging 10 installed within the truck apparatus 3 carrying one end of the railway vehicle body.
  • truck apparatus 3 includes the frame 5 having the pair of side members 6a and 6b joined by the bolster 7.
  • the manual release means or mechanism 250 includes a first plate-like member 252 in abutted engagement to an inner vertical surface portion of one side member, shown as 6a, of the truck apparatus 3.
  • a first plurality of apertures 254 are formed through the first plate-like member 252 and are disposed in a predetermined pattern.
  • a second plate-like member 256 is in abutted engagement to an outer vertical surface portion of the side member 6a.
  • a second plurality of apertures 254 are formed through the second plate-like member 256 and are disposed in the same predetermined pattern as the apertures 254 formed through the first plate-like member 252.
  • Each of the second plurality of apertures 254 is aligned with a respective one of the first plurality of apertures 254.
  • a male thread 262 is formed on each end of each rod 260.
  • a plurality of threaded fasteners 264 is used, with each fastener 264 operably engaging a respective rod end for affixing the first and second plate-like members, 252 and 256 respectively, about the side member 6a by caging a portion thereof between these plate-like members.
  • an elongated slot 270 is formed though a first plate-like member 252 and extends in a generally horizontal direction.
  • An L-shaped slot 272 is formed in the second plate-like member 256 and has a horizontal leg 274 thereof aligned with the elongated slot 270 formed through the first plate-like member 252.
  • the L-shaped slot 272 also has a vertical leg 276.
  • An elongated link member 280 is provided and has a predetermined shape for routing through the truck apparatus 3.
  • the first end 282 of the link member 280 passes through the elongated slot 270 and through the L-shaped slot 272 and extends outwardly from the second platelike member 254.
  • a grip member 286 is disposed on and secured to the first end 282 of the elongated link member 280. This grip member 286 is manually operable to move the link member 280 from a first position enabling application of the parking brake assembly 60 into a second position enabling release of an applied parking brake assembly 60.
  • the grip member 286 may be shaped as a conventional handle and may be further provided integral with the link member 280 by bending the second end 284 thereof.
  • a biasing means or element is provided and is engaged with the elongated link member 280 for returning the link member 280 into the first position upon release of the grip member 286.
  • the mechanical arrangement for connecting the second end 284 of the elongated link member 280 to the parking brake assembly 60 includes first release lever 290 which is pivotally connected to the mounting bracket 150.
  • first release lever 290 which is pivotally connected to the mounting bracket 150.
  • pivotal connection may be achieved with a pin or fastener 292 passed through aligned apertures (not shown) in the first release lever 290 and the mounting bracket 150.
  • pivotal connection pivotally connecting the second end 284 of the elongated link 280 to one end of the first release lever 290.
  • such second end 284 may be formed as a bifurcated portion with an aperture (not shown) formed therethrough and aligned with another aperture (not shown) formed through the first release lever 290, and wherein a pin or fastener 294 passes through these aligned apertures (not shown).
  • a second release lever 300 having a first end 302 thereof pivotally connected to a second end of the first release lever 290 and having a second end 304 thereof pivotally connected to the second end 134 of the operating lever 130.
  • manually initiated movement of the elongated link 280 from the first position toward the second position causes rotational movement of the operating lever 130 in the second rotational direction due to rotation of each of the first and second release levers, 290 and 300 respectively, thus enabling the holding pawl 284 to disengage the ratchet teeth and enable the push rod 30 to move in the second direction due to extension of the spring 100, thus releasing the applied braking force.
  • the grip member 286 is movable through a vertical leg 276 of the L-shaped slot 272 and, accordingly, the manual release mechanism 250 includes a pair of spacers 258 rigidly secured to an inner surface of the second plate-like member 256 for positioning it in a spaced relationship with the outer surface of the side member 6a and for enabling movement of the grip member 286 through the vertical leg 276 of the L-shaped slot 272.
  • the employment of the horizontally disposed leg 274 enables the operator of the railway car 2 to move the grip member 286 through the vertical leg 276 sufficiently to clear the outer surface of the second plate-like member 256 and then move the grip member 286 laterally along the first leg 274 to latch such grip member 286 against the outer surface of the second platelike member 256 to prevent the elongated link 280 from returning into the first position and, more particularly, prevent the holding pawl 128 from reengaging the ratchet 1 14.
  • the railway car 2 can be freely moved.
  • the user laterally moves the grip member 286 in the opposite direction so it can move through the vertical leg 276, thus allowing the link member 280 to return into the first position due to the action of the biasing means. It is also possible to angle the leg 274 downwardly in order to facilitate retention of the grip member 286.
  • the biasing means or device may be formed by a first washer 310 movably secured to the elongated link member 280, a second washer 312 rigidly secured to the elongated link member 280 in spaced relationship with the first washer 310, and a spring 314 caged between the first washer 310 and the second washer 312. It will be appreciated that the spring 314 will be compressed during movement of the elongated link member 280 into the second position and will extend when the manual movement is discontinued and when the link member 280 is unlatched, thus returning it into the first position.
  • the manual release mechanism 250 enables the operator of the railway car 2 to safely and conveniently release the applied parking brake assembly 60 from one side of the railway car 2 without the need to reach underneath thereof and into the confines of the truck apparatus 3. It is further possible to provide a second manual release mechanism 250 operable from the other side of the railway car 2 as best shown in FIGS. 2-4 and 7.
  • the manual release mechanism 250 has been shown and described in terms of the parking brake assembly 60 being used with a truck-mounted brake system, it will be apparent to those skilled in the art that the manual release mechanism 250 may be applied with the parking brake assembly being used with a car body mounted brake system by simply securing the second plate-like member 256 to the side of the railway car body and simply connecting the first end 282 of the elongated member 280 to the second plate-like member 256, as depicted in FIG. 13.
  • means for compensating for bail of the push rod 30 moving laterally during the rotation of the force-transfer lever 24 and, at the same time, preventing rotation of the piston rod 90 during longitudinal movement may be provided.
  • such means include an axial cavity 322 formed within the piston rod 90 and defining a peripheral wall of the piston rod 90.
  • An aperture is formed through the peripheral wall.
  • An elongated abutment 326 is disposed on and secured to the push rod 30 and is positioned within the axial cavity 322.
  • a slot 328 is formed through the abutment 326 in alignment with the aperture 330 formed through the peripheral wall of the piston rod 90.
  • An elongated pin 332 is frictionally passed through a combination of the slot 328 and the aperture 330 formed through the peripheral wall of the piston rod 90 allowing for axial movement of the push rod 30 while preventing rotational movement of the piston rod 90.
  • the example also contemplates to provide means for compensating for bail of the push rod 30 moving laterally during the rotation of the force-transfer lever 24 and, at the same time, prevent rotation of the piston rod 90 during longitudinal movement.
  • such means includes an axial cavity 322 formed within the piston rod 90 and defining a peripheral wall of the piston rod 90.
  • An aperture is formed through the peripheral wall.
  • An elongated abutment 326 is disposed on and secured to the push rod 30 and is positioned within the axial cavity 322.
  • a slot 328 is formed through the abutment 326 in alignment with the aperture 330 formed through the peripheral wall of the piston rod 90.
  • An elongated pin 332 is frictionally passed through a combination of the slot 328 and the aperture 330 formed through the peripheral wall of the piston rod 90, allowing for axial movement of the push rod 30 while preventing rotational movement of the piston rod 90.
  • a push rod and clamping assembly 500 supporting axial rotation of a push rod 501 is shown in accordance with an example of the present disclosure.
  • the push rod and clamping assembly 500 is of a type suitable for use in the brake actuators for a brake rigging described above with reference to FIGS. 1-13.
  • a brake actuator according to this example includes a brake cylinder, such as the brake cylinder described with reference to FIGS. 1-13.
  • the push rod 501 is extensibly disposed on the brake cylinder and operatively connected to a piston assembly in the brake cylinder.
  • the push rod 501 includes a clevis 502 and a threaded portion 503 and is configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder.
  • the push rod and clamping assembly 500 also includes a clamping assembly that engages the threaded portion 503 of the push rod 501 and is configured to support the reciprocal axial motion of the threaded portion 503 of the push rod 501 and to mechanically lock the push rod 501.
  • the clamping assembly includes a ratchet and nut 504 that threadably engages the threaded portion 503 of the push rod 501.
  • the ratchet and nut 504 is configured to be engaged by a pawl to mechanically lock the push rod 501 in the extended position when a parking brake assembly of the brake rigging is engaged.
  • the clamping assembly also includes a distal bushing 505 disposed on the threaded portion 503 between the ratchet and nut 504 and the clevis 502 of the push rod 501 , a proximal bushing 506 disposed on the threaded portion 503 on an opposite side of the ratchet and nut 504 from the clevis 502 of the push rod 501, a first bearing 507 disposed between the ratchet and nut 504 and the distal bushing 505, a first bearing race 508 disposed between the first bearing 507 and the distal bushing 505, a second bearing race 509 disposed between the first bearing 507 and the ratchet and nut 504, a wave spring 510 disposed between the first bearing race 508 and the distal bushing 505 and supported in a groove 511 defined in the first bearing race 508, and a second bearing 512 disposed between the ratchet and nut 504 and the proximal bushing 506, which includes a bearing race for supporting the second
  • the distal bushing 505 and the proximal bushing 506 engage the threaded portion 503 of the push rod 501 to constrain the push rod 501 to move only axially between the extended and retracted positions.
  • the distal bushing 505, the wave spring 510, the first bearing race 508, the first bearing 507, the second bearing race 509, the ratchet and nut 504, the second bearing 512, and the proximal bushing 506 are arranged in a stack on the threaded portion 503 of the push rod 501.
  • the wave spring 510, the first bearing race 508, the first bearing 507, the second bearing race 509, the second bearing 512, and the proximal bushing 506 provide for free rotation of the ratchet and nut 504 on the threaded portion 503 of the push rod 501 with a minimum of friction and may be optimized for high load and low rolling resistance.
  • the stack of support components 504-512 restrict the push rod 501 to axial movement to minimize inefficiencies during operation and ensure smooth extension and retraction of the push rod 501 with minimal friction.
  • the proximal and distal bushings 505, 506 restrict motion of the ratchet and nut 504 to rotation only and allow the ratchet and nut 504 to rotate freely under any load while the push rod 501 extends and retracts in only the axial direction.
  • Previous brake actuators allowed for the ratchet to permit or encourage the off -bore extension and retraction of the push rod 501.
  • the total height of the stack of support components 504-512 has been reduced by more than 20%. This allows for longer cylinder stroke and for the non-pressure head to be a flat plate which is optimized for supporting high loads.
  • FIGS. 16 and 17 a threaded portion 550 of a push rod and a ratchet 551 and nut 552 are shown in accordance with an example of the present disclosure.
  • the threaded portion 550 and the ratchet 551 and nut 552 are particularly suited for use in connection with the example of FIGS. 14 and 15, but the features discussed below are equally suitable for use in a brake actuator, such as the brake actuator according to the example of FIGS. 1-13, that does not incorporate the specific stack of support components discussed above.
  • the threaded portion 550 of the push rod includes a multi-start ACME threading, which is familiar to those having ordinary skill in the art.
  • the nut 552 includes a corresponding or compatible internal threading such that the nut 552 may threadably engage the threaded portion 550 and such that axial movement of the push rod driven by the piston assembly causes rotation of the nut 552.
  • the ratchet 551 is disposed on the nut 552 for rotation therewith.
  • the pawl 553 is configured to engage the ratchet 551 during activation of a mechanical locking mechanism of the type described above with respect to FIGS. 1-13 in order to lock the ratchet 551 and nut 552 against rotation, thereby restraining axial movement of the push rod.
  • the multi-start ACME threading on the threaded portion 550 and the nut 552 is optimized to provide for minimal torque, friction, and screw lead (distance/revolution) during extension and retraction of the push rod and for maximum force retention of the push rod during activation of the mechanical locking mechanism.
  • the UNIVERSAL® Slack Adjuster utilizes similar ACME threads for self-locking features that prevent rotation when a frictional force is applied to the surfaces of a cone nut.
  • the UNIVERSAL® Slack Adjuster is also designed to use minimal torque when extending and retracting.
  • the externally articulated cylinder uses a mechanical lock including the pawl 553 instead of a frictional lock. Accordingly, the threading on the threaded portion 550 and the nut 552 does not require self-locking features but is focused on minimizing lead (distance/revolution). If the two different thread types are compared side by side on a scale of -50 to +50 with negative being self-locking and positive being back-driving, i.e., nut will rotate when axis is perpendicular to gravity, the Slack Adjuster nut is approximately -5 and the nut of the externally articulated cylinder is approximately +5.
  • a push rod 600 is shown in accordance with an example of the present disclosure.
  • the push rod 600 according to this example is particularly suited for use in connection with the examples of FIGS. 14-17, but the features discussed below are equally suitable for use in a brake actuator, such as the brake actuator discussed above with reference to FIGS. 1-13, that does not incorporate the specific stack of support components discussed above or the ACME threaded components discussed above.
  • the push rod 600 includes a clevis 601 and a threaded portion 602, which are connected by a spherical joint 603.
  • the clevis 601 has a spherical or substantially spherical ball 604 formed at one end thereof and the threaded portion 602 includes a spherically or substantially spherically machined cavity 605 formed in an end thereof.
  • the spherical ball 604 of the clevis 601 is received within the spherically machined cavity 605 to connect the clevis 601 to the threaded portion 602.
  • a retaining ring 606 provides a semi-permanent mechanism for attaching the clevis 601 to the threaded portion 602.
  • the spherical ball 604 may be integral with or monolithically formed with the remainder of the clevis 601 or may be fastened thereto by welding or by a mechanical fastening means.
  • the spherical joint 603 according to this example allows for off-center movement of the push rod 600 that is required for certain brake riggings.
  • the spherical joint 603 eliminates side loading inefficiencies in the support components of
  • the spherical joint 603 is configured to mimic the off -bore capabilities of certain brake riggings.
  • the spherical joint 603 allows for greater than 20° of rotation of the clevis 601 with respect to the axis of the support components of the clamping assembly with minimal inefficiencies during extension or retraction of the push rod 600.
  • a brake cylinder 650 is shown in accordance with another example of the present disclosure.
  • the brake cylinder 650 according to this example is particularly suited for use in connection with the examples of FIGS. 14-18, but the features discussed below are equally suitable for use in a brake actuator, such as the brake actuator discussed above with reference to FIGS. 1-13, that does not incorporate the specific features of the examples discussed above.
  • the brake cylinder 650 includes an anti -rotation rod 651 that is configured to prevent axial rotation of the push rod 652 and the piston 653 with respect to a ratchet and nut of a clamping assembly, such as the clamping assembly discussed above with reference to FIGS. 14 and 15, when the push rod 652 is mechanically locked, thereby preventing or further limiting axial movement of the push rod 652 and the piston 653 when the push rod 652 is mechanically locked.
  • the anti-rotation rod 651 is connected at one end 651 A to the piston 653 of the piston assembly.
  • the opposite end 65 IB of the anti-rotation rod 651 is slidably received in a front side 654 of the brake cylinder 650.
  • a cage 655 is disposed on the anti-rotation rod 651 and fastened to the interior of the front side 654 of the brake cylinder 650 to reinforce the sliding engagement of the anti-rotation rod 651 and the front side 654 of the brake cylinder 650 and prevent or limit the anti-rotation rod 651 from pivoting or non-axial movement with respect to the front side 654, such as might be caused by rotation of piston 653.
  • a sealing gasket 656 surrounds the anti-rotation rod 651 at the location where the anti -rotation rod 651 passes through the front side 654 of the brake cylinder 650 to seal the interior of the brake cylinder 650.
  • a bushing 657 is provided between the anti -rotation rod 651 and the cage 655 to facilitate sliding movement of the anti- rotation rod 651 with respect to the cage 655.
  • the push rod 652 becomes mechanically locked in an extended position.
  • a large axial load is generated on the push rod 652 and the piston 653 that may cause the push rod 652 and the piston 653 to retract into the brake cylinder 650 against the air pressure within the brake cylinder 650.
  • the push rod 652 will rotate with respect to the ratchet and nut due to the threaded engagement between the two.
  • the ratchet and nut remains engaged by the mechanical locking mechanism and thus locked against rotation.
  • the anti -rotation rod 651 engages the piston 653 to prevent or limit axial rotation of the piston 653 with respect to the front side 654 of the brake cylinder 650 and thereby prevent or limit axial rotation of the push rod 652 with respect to the ratchet and nut. Preventing or limiting rotation of the push rod 652 and the piston 653 will prevent or limit axial motion of the push rod 652 due to the inability of the push rod 652 to rotate through the threaded engagement with the mechanically locked ratchet and nut.
  • the anti-rotation rod 651 ensures that when the mechanical locking features of the brake rigging are engaged, the push rod 652 cannot retract or extend and thereby avoid the potential loss of brake force when the mechanical locking features are engaged.
  • the anti -rotation rod 651 prevents the push rod 652 from rotating and also acts as a travel indicator for the brake cylinder.
  • a push rod and bellow assembly 700 is shown in accordance with an example of the present disclosure.
  • the push rod and bellow assembly 700 according to this example is particularly suited for use in connection with the examples of FIGS. 14-19, but the features discussed below are equally suitable for use in a brake actuator, such as the brake actuator discussed above with reference to FIGS. 1-13, that does not incorporate the specific features of the examples discussed above.
  • the push rod 701 includes a clevis 702 connected to a threaded portion 704 by a spherical joint 703, as discussed above with reference to FIG. 18.
  • the bellow 705 which may be made from a non-metallic material, is disposed around the push rod 701 on an exterior of the brake cylinder 709 and engages the clevis 702 of the push rod 701 outside of the brake cylinder 709.
  • a heat shrink clamping ring 706 attaches the bellow 705 to the clevis 702.
  • the bellow 705 includes a ridge 707 that engages a groove 708 formed in the clevis 702.
  • the clamping ring 706 is shrink fitted around the bellow 705 and the clevis 702 at the engagement between the ridge 707 and the groove 708 to mechanically lock the bellow 705 to the clevis 702.
  • the non-metallic clamping ring 706 may be made from a shrink fit plastic and provides a high clamping force.
  • Certain prior boot/push rod assemblies use a metal pinch clamp and a bellow internally retracted into the brake cylinder.
  • the bellow 705 according to the present example is always external to the brake cylinder 709 and is flush or above the non-pressure head.
  • the mechanical self-locking features of the clevis 702, the bellow 705, and the clamping ring 706 minimize the chance for the bellow 705 to tear during normal operation while providing an airtight seal.
  • a brake cylinder 750 including a mechanical locking mechanism 751 is shown in accordance with an example of the present disclosure.
  • the brake cylinder 750 and mechanical locking mechanism 751 according to this example is particularly suited for use in connection with the examples of FIGS. 14-21, but the features discussed below are equally suitable for use in a brake actuator, such as the brake actuator discussed above with reference to FIGS. 1-13, that does not incorporate the specific features of the examples discussed above.
  • the mechanical locking mechanism 751 is configured to engage a clamping assembly, in particular, a ratchet 752 of the clamping assembly, to lock the push rod in the extended position. Further details concerning a mechanical locking mechanism of this type can be found in the discussion above with respect to FIGS. 1-13, particularly FIGS. 7-12, as well as in U.S. Patent Nos. 8,006,815 and 9,517,753.
  • the mechanism 751 includes a pneumatic cylinder 753 that is configured to be actuated to operate the mechanical locking mechanism.
  • the pneumatic cylinder 753 includes an actuator rod 758 that is reciprocally movable from the pneumatic cylinder 753.
  • An operating lever 754 is pivotally connected to the brake cylinder 750 and connected to the pneumatic cylinder 753 by the actuator rod 758 to be moved between engaged and disengaged positions by the pneumatic cylinder 753.
  • a pawl 755 is disposed on an end of the operating lever 754. The pawl 755 engages the ratchet 752 when the operating lever 754 is in the engaged position, shown in FIG. 23, to prevent rotation of the ratchet 752 on the push rod and disengages the ratchet 752 when the operating lever 754 is in the disengaged position, as shown in FIG. 22.
  • the operating lever 754 includes a recessed area 756 defined by arms 757 extending in a C-shaped configuration at an end of the operating lever 754.
  • the recessed area 756 is configured to be engaged by a manual tool, such as a crow bar or other common railroad tool, to move the operating lever 754 from the engaged position to the disengaged position in order to withdraw the pawl 755 from the ratchet 752.
  • the recessed area 756 of the operating lever 754 provides for an easy and damage -resistant method for releasing the mechanical locking mechanism 751 and allows for the use of standard railroad tools to push or pull the operating lever 754 to release the brake force applied by the brake cylinder 750 without any connection to the structure of the rail car.
  • a brake actuator for a brake rigging in a railway brake system comprising: a brake cylinder; a push rod (501) extensibly disposed on the brake cylinder and operatively connected to a piston assembly in the brake cylinder, the push rod (501) comprising a clevis (502) and a threaded portion (503) and configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder; and a clamping assembly engaging the threaded portion (503) of the push rod (501) and configured to support the reciprocal axial motion of the threaded portion (503) and to mechanically lock the push rod (501), the clamping mechanism comprising: a ratchet and nut (504) threadably engaging the threaded portion (503) of the push rod (501), the ratchet and nut (504) being configured to be engaged to mechanically lock the push rod (501) in the extended position; a distal bushing (505)
  • Clause 2 The brake actuator according to clause 1 , wherein the threaded portion (503) of the push rod (501) comprises a multi-start ACME threading and the ratchet and nut (504) comprises a corresponding internal threading.
  • Clause 3 The brake actuator according to clauses 1 or 2, wherein the clevis (502) of the push rod (601) is connected to the threaded portion (503) by a spherical joint (603).
  • Clause 4 The brake actuator according to any one of clauses 1-3, further comprising an anti -rotation rod (651) configured to prevent rotation of the push rod (501) when the push rod (501) is mechanically locked.
  • Clause 5 The brake actuator according to any one of clauses 1 -4, further comprising a bellow (705) disposed on an exterior of the brake cylinder and engaged with the clevis (502) of the push rod (501) outside of the brake cylinder.
  • Clause 6 The brake actuator according to any one of clauses 1-5, further comprising a mechanical locking mechanism (751) configured to engage the clamping assembly to lock the push rod (501) in the extended position, the mechanical locking mechanism (751) comprising: a pneumatic cylinder (753) configured to be actuated to operate the mechanical locking mechanism (751); an operating lever (754) pivotally connected to the brake cylinder and connected to the pneumatic cylinder (753) to be moved between engaged and disengaged positions by the pneumatic cylinder (753); and a pawl (755) disposed on an end of the operating lever (754), the pawl (755) being configured to engage the ratchet and nut (504) of the clamping assembly when the operating lever (754) is in the engaged position to prevent rotation of the ratchet and nut (504) on the threaded portion (503) and to disengage the ratchet and nut (504) when the operating lever (754) is in the disengaged position, wherein the operating lever (754) is configured to
  • a push rod (600) for a brake actuator in a railway brake system comprising: a clevis (601); and a threaded portion (602), wherein the clevis (601) is connected to the threaded portion (602) by a spherical joint (603).
  • Clause 8 The push rod (600) according to clause 7, wherein the spherical joint (603) comprises: a spherical or rounded projection (604) extending from an end of one of the clevis (601) and the threaded portion (602); a spherical or rounded cavity (605) formed in an end of the other of the clevis (601) and the threaded portion (602), the spherical or rounded cavity (605) being configured to receive the spherical or rounded projection (604); and a retaining ring (606) disposed within the spherical or rounded cavity (605), the retaining ring (606) being configured to engage the spherical or rounded projection (604) to retain the projection (604) within the cavity (605).
  • the spherical joint (603) comprises: a spherical or rounded projection (604) extending from an end of one of the clevis (601) and the threaded portion (602); a sp
  • Clause 9 The push rod (600) according to clause 8, wherein the spherical or rounded projection (604) is monolithically formed with the clevis (601).
  • Clause 10 The push rod (600) according to any one of clauses 7-9, wherein the threaded portion (602) of the push rod (600) comprises a multi-start ACME threading.
  • a brake actuator for a brake rigging in a railway brake system comprising: a brake cylinder (650); a piston assembly (653) disposed within the brake cylinder (650), the piston assembly (653) being configured to move within the brake cylinder (650) in a reciprocal motion; a push rod (652) extensibly disposed on the brake cylinder (650) and connected to the piston assembly (653), the push rod (652) being configured to be moved by the piston assembly (653) in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder (650); a locking mechanism movable on the brake cylinder (650) between an engaged state and a disengaged state, the locking mechanism being configured to operatively engage the push rod (652) to limit the reciprocal axial motion in the engaged state and to allow the reciprocal axial motion of the push rod (652) in the disengaged state; and an anti-rotation rod (651) having one end (651 A) connected to the piston assembly (653) and an
  • Clause 12 The brake actuator according to clause 11, wherein the anti-rotation rod (651) is also configured to indicate an axial travel of the piston assembly (653) and the push rod (652) with respect to the brake cylinder (650).
  • Clause 13 The brake actuator according to clauses 11 or 12, further comprising a cage (655) disposed on the anti-rotation rod (651), the cage (655) being configured to engage the anti -rotation rod (651) to limit pivoting movement of the anti -rotation rod (651) with respect to the brake cylinder (650).
  • Clause 14 The brake actuator according to clause 13, further comprising a bushing (657) disposed in the cage (655), the bushing (657) being configured to facilitate axial movement of the anti-rotation rod (651) with respect to the cage (655).
  • Clause 15 The brake actuator according to any one of clauses 11-14, further comprising a sealing gasket (656) configured to seal a sliding engagement between the anti -rotation rod (651) and the side (654) of the brake cylinder (650).
  • Clause 16 The brake actuator according to any one of clauses 11-15, wherein the push rod (652) comprises a clevis (502) and a threaded portion (503).
  • Clause 17 The brake actuator according to clause 16, further comprising: a clamping assembly engaging the threaded portion (503) of the push rod (652) and configured to support the reciprocal axial motion of the push rod (652) and to be engaged by the locking mechanism to mechanically lock the push rod (652) when the locking mechanism is in the engaged state, the clamping mechanism comprising: a ratchet and nut (504) threadably engaging the threaded portion (503) of the push rod (652), the ratchet and nut (504) being configured to be engaged to mechanically lock the push rod (652) in the extended position; a distal bushing (505) disposed on the threaded portion (503) between the ratchet and nut (504) and the clevis (502) of the push rod (652); a proximal bushing (506) disposed on the threaded portion (503) on an opposite side of the ratchet and nut (504) from the clevis (502) of the push rod (652); a ratchet
  • Clause 18 The brake actuator according to clause 17, wherein the threaded portion (503) of the push rod (652) comprises a multi-start ACME threading and the ratchet and nut (504) comprises a corresponding internal threading.
  • Clause 19 The brake actuator according to any one of clauses 16-18, wherein the clevis (502) of the push rod (652) is connected to the threaded portion (503) by a spherical joint (603).
  • Clause 20 The brake actuator according to any one of clauses 16-19, further comprising a bellow (705) disposed on an exterior of the brake cylinder (650) and engaged with the clevis (502) of the push rod (652) outside of the brake cylinder (650).
  • Clause 21 The brake actuator according to any one of clauses 11-20, wherein the locking mechanism comprises: a pneumatic cylinder (753) configured to be actuated to operate the locking mechanism; an operating lever (754) pivotally connected to the brake cylinder (650) and connected to the pneumatic cylinder (753) to be moved between engaged and disengaged positions by the pneumatic cylinder (753), the engaged and disengaged positions of the operating lever (754) corresponding to the engaged and disengaged states of the locking mechanism; and a pawl (755) disposed on an end of the operating lever (754), the pawl (755) being configured to operatively engage the push rod (652) when the operating lever (754) is in the engaged position and to operatively disengage the push rod (652) when the operating lever (754) is in the disengaged position, wherein the operating lever (754) is configured to be engaged by a manual tool to be moved from the engaged position to the disengaged position.
  • the locking mechanism comprises: a pneumatic cylinder (753) configured to be actu
  • a brake actuator for a brake rigging in a railway brake system comprising: a brake cylinder (750); a piston assembly disposed within the brake cylinder, the piston assembly being configured to move within the brake cylinder in a reciprocal motion; a push rod (501) extensibly disposed on the brake cylinder (750) and connected to the piston assembly, the push rod (501) being configured to be moved by the piston assembly in a reciprocal axial motion between extended and retracted positions with respect to the brake cylinder (750); and a locking mechanism (751) movable on the brake cylinder (750) between an engaged state and a disengaged state, the locking mechanism being configured to operatively engage the push rod (501) to limit the reciprocal axial motion in the engaged state and to allow the reciprocal axial motion of the push rod (501) in the disengaged state, the locking mechanism (751) comprising: a pneumatic cylinder (753) configured to be actuated to operate the locking mechanism (751); an operating lever (754) pivot
  • Clause 23 The brake actuator according to clause 22, wherein the operating lever (754) is configured to be engaged by a manual tool to be moved from the engaged position to the disengaged position.
  • Clause 24 The brake actuator according to clauses 22 or 23, further comprising: an anti -rotation rod (651) having one end (651 A) connected to the piston assembly and an opposing end (65 IB) slidably received in a side of the brake cylinder (750), the anti-rotation rod (651) being configured to prevent rotational movement of the piston assembly and the push rod (501) when the locking mechanism (751) is in the engaged state, wherein the piston assembly and the push rod (501) are configured such that preventing rotational movement of the push rod (501) additionally limits the reciprocal axial motion of the push rod (501).
  • Clause 25 The brake actuator according to clause 24, wherein the anti -rotation rod (651) is also configured to indicate an axial travel of the piston assembly and the push rod (501) with respect to the brake cylinder (750).
  • Clause 26 The brake actuator according to clauses 24 or 25, further comprising a cage (655) disposed on the anti-rotation rod (651), the cage (655) being configured to engage the anti -rotation rod (651) to limit pivoting movement of the anti -rotation rod (651) with respect to the brake cylinder (750).
  • Clause 27 The brake actuator according to clause 26, further comprising a bushing (657) disposed in the cage (655), the bushing (657) being configured to facilitate axial movement of the anti-rotation rod (651) with respect to the cage (655).
  • Clause 28 The brake actuator according to any one of clauses 24-27, further comprising a sealing gasket (656) configured to seal a sliding engagement between the anti -rotation rod (651) and the side of the brake cylinder (750).
  • Clause 29 The brake actuator according to any one of clauses 22-28, wherein the push rod (501) comprises a clevis (502) and a threaded portion (503).
  • Clause 30 The brake actuator according to clause 29, further comprising: a clamping assembly engaging the threaded portion (503) of the push rod (501) and configured to support the reciprocal axial motion of the push rod (501) and to be engaged by the locking mechanism (751) to mechanically lock the push rod (501) when the locking mechanism (751) is in the engaged state, the clamping mechanism comprising: a ratchet and nut (504) threadably engaging the threaded portion (503) of the push rod (501), the ratchet and nut (504) being configured to be engaged to mechanically lock the push rod (501) in the extended position; a distal bushing (505) disposed on the threaded portion (503) between the ratchet and nut (504) and the clevis (502) of the push rod (501); a proximal bushing (506) disposed on the threaded portion (503) on an opposite side of the ratchet and nut (504) from the clevis (502) of the push
  • Clause 31 The brake actuator according to clause 30, wherein the threaded portion (503) of the push rod (501) comprises a multi-start ACME threading and the ratchet and nut (504) comprises a corresponding internal threading.
  • Clause 32 The brake actuator according to any one of clauses 29-31, wherein the clevis (502) of the push rod (501) is connected to the threaded portion (503) by a spherical joint (603).
  • Clause 33 The brake actuator according to any one of clauses 29-32, further comprising a bellow (705) disposed on an exterior of the brake cylinder (750) and engaged with the clevis (502) of the push rod (501) outside of the brake cylinder (750).

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  • Braking Arrangements (AREA)

Abstract

L'invention concerne un actionneur de frein pour un mécanisme de frein dans un système de frein de chemin de fer et comprend un cylindre de frein ; un ensemble piston mobile à l'intérieur du cylindre de frein dans un mouvement de va-et-vient ; une tige de poussée comprenant une chape et une partie filetée, la tige de poussée étant déplacée par l'ensemble piston dans un mouvement axial de va-et-vient ; un mécanisme de verrouillage mobile sur le cylindre de frein pour venir en prise fonctionnelle avec la tige de poussée pour limiter le mouvement axial de va-et-vient ; une tige anti-rotation conçue pour empêcher un mouvement de rotation de l'ensemble piston et de la tige de poussée lorsque le mécanisme de verrouillage est dans l'état en prise ; et un ensemble de serrage mis en prise par le mécanisme de verrouillage pour verrouiller mécaniquement la tige de poussée. La chape de la tige de poussée est reliée à la partie filetée par une articulation sphérique. Le mécanisme de verrouillage comprend un vérin pneumatique actionné pour faire fonctionner le mécanisme de verrouillage.
PCT/US2018/036854 2017-06-12 2018-06-11 Cylindre de frein à articulation externe doté de caractéristiques de verrouillage mécanique WO2018231688A1 (fr)

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US201762518234P 2017-06-12 2017-06-12
US62/518,234 2017-06-12

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024022852A1 (fr) * 2022-07-29 2024-02-01 Saf-Holland Gmbh Cylindre de frein pour frein de véhicule

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US4060152A (en) * 1975-06-24 1977-11-29 General Signal Corporation Rail car brake apparatus
US6003643A (en) * 1998-01-12 1999-12-21 Westinghouse Air Brake Company Axial vibration damping means in a brake actuator
US20080251327A1 (en) * 2004-01-08 2008-10-16 New York Air Brake Corporation Parking Brake System Including A Brake Cylinder
US20150090064A1 (en) * 2013-10-02 2015-04-02 Wabtec Holding Corp. Manual brake release mechanism for rail vehicles
CN105235674A (zh) * 2015-10-23 2016-01-13 黄石市钜晟重型汽车配件有限公司 一种汽车制动分泵

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4060152A (en) * 1975-06-24 1977-11-29 General Signal Corporation Rail car brake apparatus
US6003643A (en) * 1998-01-12 1999-12-21 Westinghouse Air Brake Company Axial vibration damping means in a brake actuator
US20080251327A1 (en) * 2004-01-08 2008-10-16 New York Air Brake Corporation Parking Brake System Including A Brake Cylinder
US20150090064A1 (en) * 2013-10-02 2015-04-02 Wabtec Holding Corp. Manual brake release mechanism for rail vehicles
CN105235674A (zh) * 2015-10-23 2016-01-13 黄石市钜晟重型汽车配件有限公司 一种汽车制动分泵

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024022852A1 (fr) * 2022-07-29 2024-02-01 Saf-Holland Gmbh Cylindre de frein pour frein de véhicule

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