Patent Grant
7011190
The present invention relates, in general, to a brake assembly for a railway vehicle and, more particularly, this invention relates to a vertically suspended truck mounted brake assembly for an axle motion III bogie and, still more particularly, the instant invention relates to a truck mounted brake assembly for an axle motion III bogie having an integral hand brake for manual brake application.
Car mounted hand brake mechanisms are well known in the railway industry. These hand brake mechanisms are normally mounted at one end of the railway car, remotely from the truck mounted braking system and typically include a hand wheel that is used to rotate a gear wheel to apply the brakes, and a housing having a back wall and a front wall, with a chain winding drum and a main gear wheel rotatably mounted on the housing.
A hand wheel shaft is also rotatably mounted on the housing and has a bearing section at one end and a hand wheel receiving section on the other end external to the housing. A ratchet wheel is rotatable with the shaft intermediate the ends of the shaft and a pawl is provided which cooperates with the ratchet wheel so as to prevent reverse rotation of the ratchet wheel. A freely rotatable pinion on the shaft engages the main gear wheel, the pinion having a radially extending flange cooperating therewith. A disengageable driving connection is provided between the radially extending flange and the ratchet wheel.
A trip cam is rotatably mounted in the housing and a trip bar, operable by the trip cam, cooperates with the radially extending flange to move the flange to disengage the driving connection and permit the pinion to freely rotate the main gear wheel for rotation in a brake releasing direction, accompanied by release of the chain winding drum and a chain wound on the chain winding drum to release the railway car handbrake.
The main gear wheel and chain winding drum comprise a main gear assembly, having a circular gear plate with gear teeth about its periphery, a central passageway through the gear plate, for mounting on a shaft, and a substantially square chain drum upon which the chain is wound.
The square chain drum has a longitudinal axis with a reduced diameter trunion at one end that is secured in the central passageway of the main circular gear plate. A shaft bore is provided through the square chain drum along its longitudinal axis and a drum shaft is mounted with a first end journaled in a back wall of the housing, such that the main gear assembly is freely rotatably mounted on the drum shaft. The front wall of the housing preferably has an upper section, an intermediate section extending outwardly away from the back wall, and a lower section extending downwardly from the intermediate section, with the drum shaft extending between the back wall and the lower section of the front wall.
The chain is typically coupled to a truck mounted braking system. One type of such truck mounted braking system is one which is commonly referred to as a TMX.RTM. truck mounted braking system (TMX.RTM. is a registered trademark of Westinghouse Airbrake Technologies, the assignee of the present invention). In this type system the chain is connected to the lever disposed within TMX.RTM. braking system for applying brake pressure through a series of linkages and levers.
Requirements for European railway industry hand brake mechanisms differ in that these mechanisms are mounted within the truck bogie (Axle Motion III) and thus become integral with the truck mounted braking system. These requirement further mandates that hand brake mechanisms are to be spatially confined to the envelope of the truck bogie.
An improved TMX.RTM truck mounted brake assembly is provided for applying a brake shoe force to railway car wheels by interfacing with an axle motion III bogie. The brake beams have been modified to an open box type construction versus traditional truss style brake beams to accommodate necessary brake shoe change out clearances and further accommodate an integrally mounted hand brake mechanism. Each brake beam includes a strut member extending outwardly and having a pivot. A brake actuator which is attached to the rod is disposed on one side of such strut pivot and a slack adjustor is disposed at the other side. A transfer lever provided at each brake beam pivotally connects the respective ends of the brake actuator and the slack adjustor and is further pivotally attached at such strut pivot. A brake shoe is attached to each side of each brake beam for applying a brake force to each wheel. A suspension system utilizing a plurality of linkages vertically suspends the brake assembly within the truck bogie to maintain a horizontal motion parallelogram and to also provide optimized brake shoe to wheel interface. The length, geometry and position of the links provide the same optimization during vertical displacement of the assembly either for an empty or loaded railway car.
The hand brake mechanism is of a rack and pinion type and comprises a housing having a mounting means for attachment to the brake assembly. A manually operable drive mechanism is disposed within such housing and includes a drive shaft with a drive pinion which meshes with at least one transfer gear and pinion set. Either one or two drive wheels are provided on the sides of the truck bogie for manually applying a brake shoe force. A rack is further provided for meshing with such transfer gear and pinion set in order to transfer a torque and force applied by the drive wheel to the transfer lever connected to the brake actuator for effecting such brake shoe force application. A clutch mechanism is cooperatively connected with the manually operable driving mechanism and is operable upon rotation thereof in one direction and upon buildup of force therein for effecting the brake application, to an engaged disposition in which the driving mechanism is constrained from rotation in the opposite direction by the ratchet and holding pawl arrangement and thereby maintaining such brake application until released. A sensor provides a signal to notify a train operator when the hand brake has been fully released. A visual identification means having a truck frame mounted housing containing an indicator is provided. Such visual identification means is connected to the rack via a cable for visual identification of the hand brake in a fully set position.
It is, therefore, one of the primary objects of the present invention to provide a brake assembly which provides all of the advantages of the existing TMX-VS-III design with applications to European style track friendly bogies (Axle Motion III).
Another object of the present invention is to provide a brake assembly which provides a beam/bogie mounted hand brake mechanism.
Yet another object of the present invention is to provide a brake assembly which provides a means of applying a brake shoe force to wheels by interfacing and operating within the spatial confines of an existing Axle Motion III bogie which utilizes gear-pinions.
Still another object of the present invention is to provide a means of applying a brake shoe force to wheels by interfacing and operating within the confines of an existing Axle Motion III bogie which utilizes a rack style hand brake mechanism.
A further object of the present invention is to provide a means of visually identifying the hand brake application.
An additional object of the present invention is to provide an electrical sensor means for notifying the train operator that the hand brake has been fully released without having to physically check the hand brake.
In addition to the numerous objects and advantages of the present invention which have been described with some degree of particularity above, it should be both noted and understood that a number of other important objects and advantages of the invention will become more readily apparent to those persons who are skilled in the relevant art from the following more detailed description of the invention, particularly, when such detailed description is taken in conjunction with the attached drawing figures and with the appended claims.
Prior to proceeding to the more detailed description of the present invention, it should be noted that for the sake of clarity and understanding of the invention, identical components with identical functions have been designated with identical reference numerals throughout the drawing Figures.
Referring now, more particularly, to
The truck bogie mounted brake assembly 20 is best illustrated in
To meet the functional and spatial requirements of the Axle Motion III bogie in general and brake shoe change out clearances in particular, each brake beam 22 and 24 comprises a pair of side members 26, a top member 28, and a bottom member 30. The top and the bottom members 28 and 30, respectively, join respective ends of the side members 26 to form an aperture 31 within each one of the brake beams 22 and 24.
A strut member 32 having a pivot 34 is securable with each of the brake beams 22 and 24. It is presently preferred that such pivot 34 extend outwardly from each brake beam 22 and 24 toward each wheel and axle set 14. A first transfer lever 40 having a first end 42 and a second end 44 is pivotally connected to the first brake beam 22 at the pivot 34 and a second transfer lever 46 having a first end 48 and a second end 50 is pivotally connected to the second brake beam 24 at the pivot 34. Corresponding ends of the transfer levers 40 and 46 are pivotally interconnected through force transmitting members 36 and 37. Preferably such first and second transfer levers 40 and 46, respectively, are disposed in the horizontal plane formed by the longitudinal axis 17 of each wheel and axle set 14. Force transmitting member 36 may be a simple connecting rod or, as shown here, a slack adjuster device disclosed in U.S. Pat. No. 4,662,495, assigned to the assignee of the present invention.
Force transmitting member 38 includes a brake actuator 52, preferably of a pneumatic actuator type, rigidly connected to a simple connecting rod 38 at one end and pivotally connected to the second end 44 of the first transfer link 40. The simple connecting rod 38 is further pivotally connected to the second end 50 of the second transfer lever 46. A plurality of brake heads 60 are attached to each end 26 of each of the brake beams 22 and 24. Each of the brake heads 60 carry a brake shoe 62 thereon and are positioned for engagement of a respective one of the brake shoes 62 with a respective railway vehicle wheel 15 during a brake application.
A suspension system is provided for vertically suspending the truck mounted brake assembly 20 within the railway car truck bogie arrangement 10. This suspension system generally comprises a first means 64 pivotally connected at a first end 66 with a predetermined portion of the railway vehicle truck arrangement 10 and pivotally connected at a second end 68 with a predetermined portion of the truck mounted brake assembly 20 for suspending the pair of brake beams 22 and 24 in the railway vehicle truck arrangement 10. A second means 70 is provided which includes a first end 72 pivotally connected with a predetermined portion of the railway vehicle truck arrangement 10 and a second end 74 pivotally connected with either each of the pair of brake beams 22 and 24 or each of the strut members 32. Second means 70 maintains each of the brake beams 22 and 24 in a predetermined plane during application and release of the railway vehicle brake assembly 20.
Such suspension arrangement maintains a horizontal motion parallelogram and also provides an optimized brake shoe to wheel interface. The length, geometry and position of the links provide the same optimization during vertical displacement of the assembly either for an empty or loaded railway car.
Alternatively the suspension system may be selected from various preferred and alternative embodiments disclosed in U.S. Pat. Nos. 6,305,504 and 6,279,696.
The suspension system may also include a plurality of hanger brackets 65 rigidly attached to the bolster 16 and having a pivotal connection with a first end 66 of the first means 64 and a first end 72 of the second means 70.
As illustrated in
A manually operable driving means, generally designated 130, of a rack-and-pinion type is disposed in the housing 110. Such manually operable driving means 130 has a first drive shaft 132 having a first end 134 and a second end 136. Such first drive shaft 132 is journaled for rotation in bearings 138 and 139 secured in front wall 112 and rear wall 114, respectively. Such first drive shaft 132 is coupled with a first drive rod 200 at such first end 134 via a first coupling means 202. The first drive rod 200 is connected to a first drive wheel 203 which is mounted on the side of one of the bogies 12.
A drive pinion 140 is secured on the first drive shaft 132, for rotation therewith, near the second end adjacent bearing 139. Such drive pinion 140 engages a first transfer gear 144 which is secured to a first transfer shaft 146 adapted for rotation within housing 110. A first transfer pinion 142 is further secured to the first transfer shaft 146. Preferably, first transfer pinion 146 is integral to such first transfer gear 144. It is further preferred that the first transfer pinion 146 be engaged with a second transfer gear 150 which is secured to a second transfer shaft 154 adapted for rotation within housing 110.
The second transfer pinion 152 is further secured to the second transfer shaft 154. Preferably, second transfer pinion 152 is integral to such second transfer gear 150. Another essential feature of the manually operable driving means 130 is a rack 156 which is adapted for reciprocal linear motion within housing 110. Such rack 156 engages with either the first or the second transfer gear 144 or 150, respectively, at its top surface to be driven thereby during hand brake 100 application and release.
At least one guide roller 158 is rotatably attached to such housing 110 and supports a bottom surface of the rack 156. As best illustrated in
Also disposed in the upper portion of housing 110 and associated with the manually operable driving means 130, is a clutch mechanism, generally designated 160. Clutch mechanism 160 comprises an annular stationary cam member 162 which is restrained from both an axial and a rotational movement, and a movable cam member 164 (not shown) which is rotatably disposed concentrically within such stationary cam 162, the movable cam (not shown) being rotatable relative to the stationary cam member 162 by means of complementary fast pitch threads (not shown) formed thereon.
An internally splined annular clutch collar (not shown) is provided with an annular flange (not shown) and concentrically surrounds the drive shaft 132, such collar engaging with an externally splined nut 171 coupled to a threaded portion (not shown) of the drive shaft 132.
As best illustrated in
The hand brake mechanism 100 may further comprise a second drive shaft 180 having a first end 182 and a second end 184. Such second drive shaft 134 is journaled for rotation in bearing 186 secured in the rear wall 114. Such second drive shaft 180 is for coupling with a second drive rod 206 at its first end 182 via a second coupling means 208. The second drive rod 206 is connected to a second drive wheel 210 which is mounted on the side of the other bogie 12. A second adaptor gear 190 rotatably secured to such second drive shaft 180 engages a first adaptor gear 192 rotatably secured to the second end 136 of first drive shaft 132 for applications requiring identical rotation of the first and second drive wheels 204 and 210 with respect to a person turning such drive wheels. To maintain substantially identical rotation forces such first and second adaptor gears 190 and 192, respectively, are substantially identical.
Preferably such first and second coupling means 202 and 208, respectively, are of a well-known universal joint type to accommodate misalignment due to component and assembly tolerances and to accommodate lateral movement of at least one of the brake beams 22 and 24 at one of the drive shafts 132 and 180.
An electronic sensor, generally designated 193, is best illustrated in
In a particular reference to
It is further presently preferred that such indicator 230 has a coating 240 disposed on the side thereof adjacent such indicating bracket 234 which is easily recognizable from a distance. It is additionally preferred that the color of such coating 240 will differ from the color of the truck bogie side frame 12. In the most preferred embodiment, a reflective coating 240 is applied to such indicator 230 for ease of identification during darkness or nightfall, with the use of a flashlight like device. In the preferred embodiment such at least one visual indicating means 220 is a pair of visual indicating means 220 attached to each bogie side frame 12.
As is best illustrated in
Those skilled in the art would appreciate usage of only one hand brake mechanism per railway car (not shown) in combination with a car mounted brake assembly taught in U.S. Pat. No. 6,305,504. In order to accomplish this, such first, second, and third mounting means 120, 122, and 124, respectively, may be adapted for mounting to the structure of such railway car (not shown) to enable disposition of the hand brake mechanism 100 adjacent the brake actuator. The rack 156 will than transfer a force generated through the hand brake mechanism 100 to one of the transfer levers connected to the brake actuator thus effecting a brake application at each of the pair of truck mounted brake assemblies, essentially consisting of a pair of brake beams and a plurality of brake shoes.
In operation, in order to apply a block force to each of the wheels 15, either the first drive wheel 204 or the second drive wheel 210 is rotated in a clockwise direction to apply the force to the first drive shaft 132 and clutch mechanism 160. Initially the first drive shaft 132, externally splined nut 171, internally splined clutch collar (not shown) all rotate as a unit. The drive pinion 140 will transmit the applied force to the first transfer gear 144. This applied force will ultimately be transmitted to the rack 156 causing linear movement thereof through the aperture 126 and further causing the rack 156 to contact the first transfer lever 40 at a predetermined point between the strut pivot 34 and the second end 44 of the first transfer lever 40. Continuing movement of the rack 156 enables rotation of the first transfer lever 40 in the counter-clockwise direction, as shown in
As the force in the manually operable driving means 130 begins to build up, such force tension is transmitted back through drive pinion 140 to a clutch collar (not shown). Resistance to rotation by the clutch collar, which is splined to nut 171, causes nut 171 to advance on threads (not shown) and clamp a ratchet wheel 176. With ratchet wheel 176 so clamped, continued rotation of either drive wheel 204 or 210 causes the first drive shaft 132, the ratchet wheel 176, and nut 171 to rotate as a single unit until the desired force is attained on rack 156, while holding pawl 172 ratchets on said ratchet wheel 176. When the desired force has been achieved on rack 156, rotation or application of torque on either the first drive wheel 204 or the second drive wheel 210 is terminated, and the holding pawl 172 engaged on clamped ratchet wheel 176 prevents the rack 156 from moving in an opposite direction, since the holding pawl 172 permits only clockwise rotation of said ratchet member, as best shown in
For effecting a gradual release of the brakes, either the first drive wheel 204 or the second drive wheel 210 is rotated in a counter-clockwise direction to partially loosen nut 171 and thereby reduce the clamping force on ratchet wheel 176, which is restrained from rotation by holding pawl 172. The initial counterclockwise rotation of either the first drive wheel 204 or the second drive wheel 210 effects a corresponding rotation of the drive pinion 140, thereby easing tension on rack 156. Continued counterclockwise rotation of either the first drive wheel 204 or the second drive wheel 210 effects complete return of the rack 156 to its normal position within the housing 110 and removes the force from the first transfer lever 40 which enables each brake shoe 62 to move away from the wheel 15. When the hand brake 100 has been fully released, the indicator 230 returns to its normal position under the force from the bias spring 232 and is visible through the cavity 238 of the visual indicating means 220. Furthermore, with the hand brake 100 in its fully released position the electronic sensor 193 provides a signal to the railway vehicle control system (not shown).
The alternative embodiments of the manually operable driving means 130 are illustrated in
The first alternative of the manually operable driving means, generally designated 250, is illustrated in
The second alternative of the manually operable driving means, generally designated 300, is illustrated in
Thus, the present invention has been described in such full, clear, concise and exact terms as to enable any person skilled in the art to which it pertains to make and use the same. It will be understood that variations, modifications, equivalents and substitutions for components of the specifically described embodiments of the invention may be made by those skilled in the art without departing from the spirit and scope of the invention as set forth in the appended claims.
This application is related to and claims priority from U.S. Provisional Patent Application Ser. No. 60/432,772 filed May 28, 2003. This application is further related to the invention taught in U.S. Pat. No. 6,305,504 titled “Suspension System for a Car Mounted Brake System”, U.S. Pat. No. 6,279,696 titled “Suspension System for a Car Mounted Brake System”, and U.S. Pat. No. 4,368,648 titled “Hand Brake for a Railroad Vehicle, all assigned to the assignee of the present invention. The teachings of U.S. Pat. Nos. 6,305,504, 6,279,696 and 4,368,648 are incorporated into this document by reference thereto.
| Number | Name | Date | Kind |
|---|---|---|---|
| 4368648 | Housman et al. | Jan 1983 | A |
| 6279696 | Daugherty et al. | Aug 2001 | B1 |
| 6305504 | Ring | Oct 2001 | B1 |
| 20050034933 | Moriarity et al. | Feb 2005 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20050034933 A1 | Feb 2005 | US |
| Number | Date | Country | |
|---|---|---|---|
| 60432772 | May 2003 | US |
