TRAIN BRAKE AND HAND BRAKE RELEASE SYSTEMS, AND RELATED METHODS

Abstract

Train brake systems, hand brake release systems and related methods are provided. The brake system can include a hand brake release system that can automatically releasing a hand brake on a railway car. A differential value can be used to measuring an air pressure differential between an air pressure in a train line of a train and an air pressure on a brake cylinder of the railway car to determine if air should transfer from the emergency reservoir to assure the hand brake is released. A hand brake position valve can be used to determine whether the hand brake is applied or released. The air from the emergency reservoir can then be directed within a motion detector valve to assure that the hand brake us released.

Description

RELATED APPLICATION

The presently disclosed subject matter claims the benefit of U.S. Provisional Patent Application Ser. No. 61/529,429, filed Aug. 31, 2011, the disclosure of which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates generally to train brake systems, hand brake release systems, and related methods of using the same. More particularly, the subject matter disclosed herein relates to automatic release systems for hand brakes of railway cars to ensure the release of the respective hand brake before departure of a train and related methods for accomplishing a release of the respective hand brakes.

BACKGROUND

Current freight cars are equipped with brakes that are operated by compressed air provided by a large compressor in the locomotive. This is supplied to the cars through an airline which runs the full length of the train. The air thus supplied is stored in the cars in two reservoirs on each car. When a brake application is required, the air pressure is reduced in the air line mentioned above by the locomotive engineer.

This reduction in pressure causes an air control valve in each car to transfer air from one of the reservoirs to supply air to the respective car brake cylinder, which then directly, or through a system of levers, applies the brake force to the brake shoes The amount of brake force is a function of the pressure in the brake cylinder, which is ir000rtionai to the reduction made by the engineer. This application is referred to as a service reduction. The second reservoir has a somewhat larger volume, and is used for an “emergency” application. Since a reduction of train line air brings about a brake application, it can be understood that if separation occurs between any two cars, (a brake-in-two) the train will go into emergency braking.

From the above, it can be understood that the reverse of the sequences above that bring about brake application, will result in brake release. Thus, to release the brake, the engineer opens the valve at the compressor to feed air into the train line from the compressor, raising the pressure in the train line and that same valve on each car mentioned above, causes the air in each brake cylinder to vent, and at the same time recharges the affected reservoirs. It can be understood that if the air brake system could be “tapped Into” with auxiliary devices which could monitor and compare air pressures at strategic places in the system, compare changes and the sequences in which these events occur, one could determine whether the engineer is preparing to depart by the manipulation of the air system.

Other “Automatic release” hand brake systems are available, but they all have the serious and dangerous problem of releasing when a release is not desired. This is because they are tapped into the air system at one of the reservoirs for air pressure to release the brake when the pressure reaches a preselected pressure. This condition is common, but is not an indication of any action or intention on the part of the engineer. These systems are not truly automatic, in that they still require human interaction.

A problem exists with air brake manipulation being the only criterion for hand brake release. These same actions are used when certain tests are being done routinely on air brakes when a hand brake release would be particularly dangerous, as there may be no locomotive attached. This situation must also be addressed. A final confirmation is required in this case.

If one were to have a method of monitoring these sequences and pressures, it would be possible to positively predict, for instance, the intended departure of the train. This positive prediction could bring about secondary actions normally required at departure for other equipment and the cars, perhaps on equipment not related, or only tangentially related, to the system from which the data was taken. Most of these operations are required to be done by human interaction. One of the most common of these is release of the hand brake. This is time consuming and dangerous, and there has been much interest in automatic hand brake release.

While the above described sequences are an indication of departure when the hand brake should be released, these exact same air brake manipulations are duplicated during certain air brake testing and inspections during which it may be dangerous to release the hand brake. Hand brakes current on the market which use part of the air brake system to effect release of the hand brake may still require manual assistance. These hand brake release systems and methods do not address the problem of an undesired release. Accordingly, there remains room for variation and improvement within the art of train hand brake release systems and methods that will address at least some of the issues described above.

SUMMARY

In accordance with this disclosure, the present subject matter provides train brake systems, hand brake release systems, and related methods of using the same. More particularly, it is an aspect of at least one embodiment of the present subject matter to provide automatic release systems for hand brakes of railway cars to ensure the release of the respective hand brake before departure of a train and related methods for accomplishing a release of the respective hand brakes. Such automatic hand brake release systems and related methods can be accomplished mechanically, such as pneumatically, electronically, or by a combination of electronic and mechanical components.

The method proposed herein discloses a series of steps for mechanically or electronically checking the air brake system at strategically important points, in a sequence indicative of an intended brake release.

Some of the objects of the subject matter disclosed herein having been stated hereinabove, and which are achieved in whole or in part by the presently disclosed subject matter, other objects will become evident as the description proceeds when taken in connection with the accompanying drawings as best described hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

The features and advantages of the present subject matter will be more readily understood from the following detailed description which should be read in conjunction with the accompanying drawings that are given merely by way of explanatory and non-limiting example, and in which:

FIG. 1 illustrates a top plan view of an embodiment of an anti-backfire (hereinafter “AB”) air brake system for a train car used in a train braking system that includes an embodiment of a hand brake safe auto release system to ensure that the hand brake is not applied before desired movement of the train according to the subject matter disclosed herein;

FIG. 2A illustrates a front plan view of an embodiment of an AB valve manifold of the AB air brake system for a train car shown in FIG. 1 that comprises an embodiment of a differential valve of the hand brake safe auto release system thereon according to the subject matter disclosed herein;

FIG. 2B illustrates a top plan view of the differential valve shown in FIG. 2A with different ports therein for transporting air to an embodiment of a hand break position valve according to the subject matter disclosed herein;

FIG. 3 illustrates a side plan view of an embodiment of an AB valve manifold of the AB air brake system for a train car shown in FIG. 1 that comprises an embodiment of a hand brake position valve and an embodiment of a motion detector release valve of the hand brake safe auto release system thereon according to the subject matter disclosed herein;

FIG. 4A illustrates a cross-sectional side view of a portion of the embodiment of the hand brake position valve shown in FIG. 3;

FIG. 4B illustrates a top plan view of a portion of the embodiment of the hand brake position valve shown in FIG. 3;

FIG. 4C illustrates a cross-sectional side view of a portion of the embodiment of the hand brake position valve shown in FIG. 3;

FIGS. 5A-5H illustrate different views of portions of the embodiment of the motion detector release valve of the hand brake safe auto release system shown in FIG. 3; and

FIGS. 6A-6D illustrate different views of portions of an embodiment of a shifting yoke assembly used in the embodiment of the motion detector release valve of the hand brake safe auto release system shown in FIGS. 3 and 5A-5F according to the subject matter disclosed herein;

FIG. 7 illustrates a partial cross-sectional side view of a portion of an embodiment of a motion detector release valve of the hand brake safe auto release system according to the subject matter disclosed herein.

DETAILED DESCRIPTION

Reference will now be made in detail to possible aspects or embodiments of the subject matter herein, one or more examples of which are shown in the figures. Each example is provided to explain the subject matter and not as a limitation. In fact, features illustrated or described as part of one embodiment can be used in another embodiment to yield still a further embodiment. It is intended that the subject matter disclosed and envisioned herein covers such modifications and variations.

Although the terms first, second, top, bottom, upper, lower, etc. may be used herein to describe various features, elements, components, regions, layers and/or sections, these features, elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one feature, element, component, region, layer or section from another feature, element, component, region, layer or section and, in some instances, to provide a relative relationship between the features, elements, components, regions, layers or sections. Thus, a first feature, element, component, region, layer or section discussed below could be termed a second feature, element, component, region, layer or section without departing from the teachings of the disclosure herein. Similarly, a top or upper feature, element, component, region, layer or section discussed below could be termed a bottom or lower feature, element, component, region, layer or section depending on their relative orientation without departing from the teachings of the disclosure herein.

Embodiments of the subject matter of the disclosure are described herein with reference to schematic illustrations of embodiments that may be idealized. As such, variations from the shapes and/or positions of features, elements or components within the illustrations as a result of, for example but not limited to, user preferences, manufacturing techniques and/or tolerances are expected. Shapes, sizes and/or positions of features, elements or components illustrated in the figures may also be magnified, minimized, exaggerated, shifted or simplified to facilitate explanation of the subject matter disclosed herein. Thus, the features, elements or components illustrated in the figures are schematic in nature and their shapes and/or positions are not intended to illustrate the precise configuration of a system or apparatus and are not intended to limit the scope of the subject matter disclosed herein.

The present subject matter discloses an air brake system for use on trains and in particular, on railroad cars, such as freight cars and possibly passenger cars. More particularly, this invention relates to a hand brake safe auto release system that when activated by the train engineer at the time that the train is prepared to intentionally move in a forward motion, such as when a train is leaving a station, will automatically release any hand brake on the attached railroad cars to prevent skidding. To accomplish this, a hand brake system on each railroad car can have different valves attached to specific components of the air brake system. In particular, a differential valve can be used to determine the relative pressure between the train line, which run along the line of railroad cars behind the locomotive and supplies air from the compressor on the locomotive to each of the railroad cars, and the brake cylinder on each railroad car. Based on the air flow direction generated by the differential valve from the air pressures from the train line and the brake cylinder, air can flow to a hand brake position valve to determine if the hand brake on a respective railroad car is applied. If the hand brake on the respective railroad car is applied, then the hand brake position valve directs the air into a motion detector valve that causes the hand brake to release.

FIG. 1 illustrates an air brake system, generally designated 10, that is connected to brakes on the trucks of a railroad car, such as a freight car, so that brakes, and in particular the brake pads, can be applied to the wheels on truck to prevent the wheels from rotating or at least slow the rotation of the wheels as is typically known in the railway arts. For example, the attachment and alignment of the brakes and the a typical braking system with the brakes aligned for application of brake pads to wheels is shown and described in detailed in U.S. Pat. No. 5,507,368 with particular reference to FIGS. 1-5. U.S. Pat. No. 5,507,368, with particular reference to FIGS. 1-5 and related description, is incorporated herein by reference in its entirety. Air brake system 10 can include a hand brake safe auto release system 50 used to quickly release a hand brake 70, represented by a rotating application wheel 72 and its casing 74. For example, hand brake 70 can have a pawl and lever system (not shown) to hold and release the brake. Further, hand brake 70 can have a release cylinder (not shown) within casing 74 that can be used to release a pawl via a lever. An example of a similar hand brake is shown and described in U.S. Pat. No. 8,172,045 with particular reference to FIGS. 9-11 and related description. U.S. Pat. No. 8,172,045, with particular reference to FIGS. 9-11 and related description, is incorporated herein by reference in its entirety. Similarly, another example of a hand brake that uses an air release cylinder to release the hand break is shown and described in U.S. Pat. No. 5,469,941, which is incorporated herein by reference in its entirety.

Air brake system 10 comprises a train line, generally designated 12, that runs along railroad cars behind a locomotive to the end of the line of railroad cars. Train line 12 supplies air from a large compressor on a locomotive of the train to each of the railroad cars. Train line 12 includes a series of brake pipes, valves, connectors, and/or connector hoses that are attached to and between the railroad cars. For example, as shown in FIG. 1, train line 12 on each can comprise one or more brake pipes 14, joints 16, valves 18 and connector hoses 20. Train line 12 can also comprise a connector, generally designated 22, that connects train line 12 to an AB valve 30. Connector 22 can comprise, for example, a branch pipe tee 24, a branch pipe 26 and a dirt collector 28 that is connected to AB valve 30 to supply air to the respective air brake system 10 to brake the respective railroad car to which it is attached. Branch pipe tee 24 can divert some air flow from train line 12 through branch pipe 26 and dirt collector 28 to AB valve 30.

AB valve 30 can be connected by a brake air line 34 to a brake cylinder 32 that is used to apply the brakes to the wheels on the railroad car in a known manner. AB valve 30 can also be connected by an emergency air line 36 and an auxiliary air line 38 to a two compartment reservoir 40. Two compartment reservoir 40 can comprise an emergency reservoir 42 and an auxiliary reservoir 44. Emergency air line 36 connects emergency reservoir 42 to AB valve 30 and auxiliary air line 38 connects auxiliary reservoir 44 to AB valve 30. AB valve 30 can further be connected by a release control retainer air line 46 to a release control retainer 48. Air brake system 10 can also comprise hand brake safe auto release system 50 that is used to quickly and safely release hand brake 70. Hand brake safe auto release system 50 provides a three check point safety system that uses three different valves to ensure the release of the hand brake 70 on the respective railway car before initiated forward movement of the train. Hand brake safe auto release system 50 can comprise a differential valve 52 and an AB manifold 54 that fits over a valve pipe bracket 80 (see FIG. 2A). AB manifold 54 can include ports or passageways therein through which air from train line 14 and air from brake cylinder 32 can flow into differential valve 52 to determine if brake cylinder 32 has applied the brakes based on the relative air pressures between train line 14 and brake cylinder 32. AB manifold 54 can include a port or a passageway that allows air to flow from emergency reservoir 42 and emergency reservoir line 36 to differential valve 52 to be passed through differential valve 52 depending on the relative air pressures between train line 14 and brake cylinder 32 and whether brake cylinder 32 has applied the brakes.

If the relative air pressures indicate that the brakes are not applied, differential valve 52 permits air from emergency reservoir 42 to flow into a hand brake position valve 58, for example, through an air line 56. Hand brake position valve 58 can be used to determine whether the hand brake on the respective railroad car is applied. Depending on whether the hand brake is applied and its associated chain is taut, hand brake position valve 58 can pass the air from emergency reservoir 42 that has traveled from differential valve 52 through an air line 56 into a motion detector device, which in this embodiment is a motion device valve 60. In motion detector valve 60, the air is use to release a motion detector device (described in more detail below) so that the air from emergency reservoir 42 can travel back into and through hand brake position valve 58 to the air cylinder mentioned above that resides in casing 74 of hand brake 70. The air from emergency reservoir 42 can activate the air cylinder to cause the lever to release the pawl from a ratchet wheel thereby freeing the ratchet wheel and an associated gear and gear shaft that is used to wind the chain of hand brake 70 to rotate freely to slacken the chain of hand brake 70 and release the brake. Hand brake rotating application wheel 72 and casing 74 can be locate in various places on a railway car. For example, wheel 72 and casing 74 are usually located on the outside of the railway car at one of the ends either on a side wall of the railway car on a top, or roof, of the railway car.

Hand brake safe auto release system 50 and its related method are described in more detail. As mentioned above, the first step in automatically releasing hand brake 70 is to compare the relative air pressures between train line 14 and brake cylinder 32. Differential valve 52 can be used to make this comparison and can comprise a free “floating” spool valve. In particular, as shown in FIGS. 2A and 2B, differential valve 52 can comprise a cylinder housing 80 having an interior 82 and a control spool 84 that is positioned within interior 82. Spool 84 in use is free to move in cylinder housing 82 in which it is contained, but may also be biased by a spring 86 (shown in FIG. 2A schematically as an X) when required. Differential valve 52 would best be mounted near or on brake systems AB control valve 30.

As shown in FIGS. 2A and 28, a combined AB manifold plate 54 and valve body 52 can be mounted between the face of pipe bracket 30A and the pipe flanges (already furnished) places the differential valve in position for easy access to the three required air sources to be ported into this first Safe Release control. AB manifold 54 can comprise train line port 12A in AB manifold 52 where train air line 12 provides air through connector 22 to AB valve 30 and a brake cylinder port 32A in AB manifold 54 where brake cylinder air line 34 engages AB valve 30. AB manifold 54 can also comprise emergency reservoir port 42A in AB manifold 54 where emergency reservoir air line 36 engages AB valve 30.

Spool 84 comprises three spaced O-rings 84A, 84B, 84C secured around its exterior that serve as seals to provide four sealed air chambers 88A, 88B, 88C, 88D, Chambers 88A, 88D can be formed at each extreme end of spool 84 and chambers 88B, 88C on either side of center O-ring 84B. Inlet port 90A and outlet port 90B in cylinder housing 82 can be provided in close proximity to center ring 84B. Inlet port 90A is in communication with passageways, or bores, 54A in emergency reservoir port 42A in AB manifold 54 where emergency reservoir air line 36 engages AB valve 30. A train line inlet port 90C can be formed in an end wall 82A. Train line inlet port 90C can be in communication with passageways, or bores, 52B in train line port 12A in AB manifold 52 where train air line 12 provides air through connector 22 to AB valve 30. A brake cylinder inlet port 90D can be formed in cylinder housing 82 in proximity to an end wall 82B. Train line inlet port 90C can be in communication with passageways, or bores, 52B in train line port 12A in AB manifold 52 where train air line 12 provides air through connector 22 to AB valve 30. Spool 84 can be biased by spring 86 to assure that, when no pressure is provided, spool 84 will be in the closed position.

In the closed position, spring 86 holds spool 84 against a stop button 92 and end wall 82A of cylinder housing 82. Spool 84 can be operated to provide air from inlet port 90A to outlet port 90B when a differential of pressure exists between air provided through brake cylinder inlet port 90D from brake cylinder 32 and air provided from train line inlet port 90C from train line 12 when the air pressure is elevated on train line port 90C. This differential causes spool 84 to shift against spring 86 to then put inlet port 90A from emergency reservoir 42 in communication with outlet port 90B that allows the air to flow to hand brake valve 58. At this point, air, which is from emergency reservoir 42, is removed for the first time from the brake system. Air from train line 12 and air from brake cylinder 32 are not removed.

Thus, the air from emergency reservoir 42 can be considered action air that will be used cause an action to occur in other valves in hand brake safe auto release system 50, while air from train line 12 and air from brake cylinder 32 can be considered control air. At this point, differential valve 52 is the first confirming valve to admit action air into the control from emergency reservoir 42 into hand brake safe auto release system 50. The control air, the air which shifts control spool 84, can thus supplied by brake cylinder air line 34 to brake cylinder port 90D and train line 12 supply to train line port 90C to create the shifting air pressure differential.

Recalling the brake application/release sequence, the air brake is released by increasing the train line pressure. This action vents brake cylinder 32, thus producing a relative pressure difference between brake cylinder inlet port 90D and train line inlet port 90C, shifting control spool 84 toward brake cylinder inlet port 900, and thus placing inlet port 90A and outlet port 90B into communication at chamber 88C between two O-rings 84B, 84C. This action allows action air from emergency reservoir 42 to feed through outlet port 90B to hand brake position valve 58, which is the next confirming control valve. A transducer TR can be provided on a differential valve 52. Transducer TR can be used to record vibration and various occurrences associated with the release of hand brake 70 as well as air brake system 10. For example, transducer TR can be used to record failure rates of hand brake release system 50 to release hand brake 70 among other things.

Hand brake position valve 68 shown in FIGS. 3 and 4A-4C serves as the second check point in the hand brake safe auto release system 50 to determine and/or confirm whether a hand brake 70 is applied. Hand brake position valve 58 can also be biased by a spring 112 (see FIG. 4A) and can be mechanically operated by hand brake chain BC. A spring loaded pusher device, or spring loaded pusher, generally designated 93, can push a cam 94 outward to engage and apply a force to chain CB. The applied force from cam 94 is used to check whether the hand brake is set or in release. As shown in FIG. 3, chain CB is taut and cam 94 is held in a down position with pusher 93 pushed inward compressing internal spring 93A, illustrated in FIG. 3 by an X. FIG. 3 shows in dashed lines the chain CB in a slackened position and cam 94 being pushed outward by pusher 93 and its internal spring 93A. Guide bars 96 can be provided on either side of cam 94 to guide it inward and outward as it rotates about a placement pin 98 that serves as an axis of rotation and a pin 93A that connects pusher 93 to cam 94.

Hand brake position valve 58 has one inlet 100 to which air is provided from differential valve 52 and its outlet port 90B. Further, hand brake position valve 58 comprises a position valve cylinder housing 108 that forms two detector inlet/outlet ports 102 and 104 that can allow air provided from differential valve 52 to hand brake position valve 58 through port 100 into motion detector valve 60. Position valve cylinder housing 108 also can form two vent ports 105 and 107 that vent air that has been processed through motion detector valve 60. Vent port 105 vents air that that been passed to the release cylinder that releases the pawl on hand brake 70 by motion detector valve 60 and that has been returned to motion detector valve 60 and into hand brake position valve 58 for venting. Vent port 107 vents air that that been passed to the motion detector valve 60 and used to lock locking spools therein as described below and then is passed back to the Hand brake position valve 58 for venting. Position valve cylinder housing 108 can comprise mounting arms or brackets 108B for mounting to a portion of the railway car or to motion detector valve 60 as shown in FIG. 3.

Further, as shown in FIGS. 3, 4A, 4B, and 4C, hand brake position valve 58 can comprise a spool 110 having an actuation plunger, or button, 110A that extends out of an end wall 108A of cylinder housing 108. Actuation plunger 110 is engaged by cam 94 that thereby moves spool 110 up and down in cylinder housing 108 as cam 94 is pushed outward and inward by chain CB of hand brake 70. Spool 110 comprises spring 112 that biases it toward end wall 108A. Spool 110 can thus be repositioned by a mechanical cam 94. As with control spool 84, spool 110 has three O-rings 111A, 111B, and 111C on its exterior. Spool 110 can comprise lips that extend outward from an external surface of spool 110 that are shorter End O-rings 111A, 111C and center O-ring 111B each form a seal with cylinder housing 108 to create chambers 114A, 114B, 114C therebetween. Depending on the position of the spool 110 within cylinder housing 108 based on the position of cam 94 will dictate which of the ports 100, 105, 107 is in communication with ports 102, 104 based on the position of the respective chambers 114A, 114B, 114C.

If cam 94 detects a release position of hand brake 70 with a slackened chain CB as shown in dashed lines, the received air is directed to the “locking spools” in motion detector valve 60 as described below. If a “set” position is detected, the received air is directed to the set port of motion detector valve 60.

Thus, in hand brake position valve 58, inlet port 100 receives action air from outlet port 90C in differential valve 52 through a separate air line 56 (see FIG. 1) and twin outlet ports 102, 104. Venting operations are provided by vent ports 105, 107 and a transfer port 116 which prevents air entrapment in a cavity in spool 110 that could interfere with operation.

If cam 94 indicates that hand brake 70 is in “released” position based on a slackened chain CB, internal spring 112 maintains spool 110 in the extended position shown in FIG. 4A with actuation plunger 110A extending outward from end wall 108A of cylinder housing 108. When spool 110 is in this position, communication between inlet port 100 and port 122 in motion detector valve 60 is maintained. Inlet port 100 furnishes air to through port 122 to locking spools in motion detector valve 60 as described in more detail below.

If cam 94 indicates that hand brake 70 is in “set” position, the exposed actuation plunger can be depressed. Thereby, shifting spool 110 can pass venting port 107 toward the back of end wall 108B of cylinder housing 108. This will place the port 107 and port 104 into communication venting lock spools of motion detector valve 60.

Air is then provided from port 100 through port 102 in motion detector valve 60 to furnish air from emergency reservoir 42 to a center port in a motion detector actuation spool of motion detector valve 60 discussed in more detail below.

Thus, as described above and in more detail below particularly with reference to FIGS. 5A-5E and 6A-6D, motion detector valve 60 receives and passes air from and to hand brake position valve 58 through the various ports in both valves. The motion detector valve is the third checkpoint and control valve in hand brake safe auto release system 50 and can be a key component in hand brake safe auto release system 50. As stated above, these conditions may also occur when no departure is intended, and therefore it may be that the application of hand brake 70 is desirable. Therefore, the final confirmation of departure can include a motion detector, which then provides true fully automatic and safe hand brake release. Motion detector valve 60 can be used to determine departure and therefore a required release of hand brake 70. Motion detector valve 60 can comprise a housing 130, a vertical pendulum 140, a shifting yoke 150, two lock spools 160A, 160B and a controller spool 170 that are used to shift air between various ports in one and/or two directions.

Housing 130 provides bore holes, passageways and cavities therein to accommodate vertical pendulum 140, shifting yoke 150, two lock spools 160A, 1606 and controller spool 170 and their respective movements. Housing 130 can be closed a front manifold 132, a rear manifold 134, and side manifolds 136, 138. Rear manifold 134 can form ports and passageways therein to facilitate movement of air between motion detector valve 60 hand brake position valve 58 as well as between motion detector valve 60 and the hand brake release cylinder on hand brake 70 as described in more detail below. In the embodiment shown, ports and/or passageways that are used to transport air through motion detector valve 60 to trip or release the release cylinder (not shown) on hand brake 70 (see FIG. 1) can be all or substantially all in rear manifold 134 as shown in FIGS. 3, 5G and 5H and substantially all or most of the ports and/or passageways that are used to transport air through motion detector valve 60 to engage or set locking spool 160A, 160B can be in housing 130.

Housing 130 can comprise a cavity 153 formed therein that accepts shifting yoke 150 and permits it to shift from side to side (towards side manifold plates 136, 138) therein. Shifting yoke 150 can comprise various parts, components and/or features as shown in FIG. 6A-6D. Shifting yoke 150 has a sliding rod 152 that securely attached to shifting yoke 150 through aperture 152A so that shifting yoke 150 is shifted in a corresponding direction when sliding rod 152 is moved by locking spools 160A, 160B. Housing 130 provides guidance and support of controlled lateral motion of shifting yoke 150 in motion detector valve 60. Locking spools 160A, 1606, as with all of the spools disclosed herein, can have O-rings on their exterior to provide a seal with the neighboring housing. Each locking spool 160A, 160B can have an interior cavity that permits it to be attached to and reside on a respective end of sliding rod 152. Each locking spool 160A, 160B can have a spring 164A, 1646 respectively in its cavity to attach it to sliding rod 152 and bias the locking spool 160A, 160B away from shifting yoke 150. Yoke 150 has arms 144 that engage end plungers 174 of controller spool 170 to push controller spool 170 that resides in a cavity in housing 130 in a first or second direction. Controller spool 170 can have multiple O-rings thereon. As shown, controller spool 170 can have four O-rings 170A, 170B, 170C, 170D on its exterior. O-rings 170A, 170B, 170C, 170D each form a seal with housing 130 to create chambers 172A, 172B, 172C therebetween. The position of spool 170 within housing 130 will dictate which of the ports 130A, 1308, 130C is in communication with ports 102, 104 based on the position of the respective chambers 114A, 114B, 114C.

Vertical pendulum 140 is secured by an axis pin 142 to housing 130 with vertical pendulum 140 being rotatable about axis pin 142. Yoke 150 and vertical pendulum 140 are controllably movable relatively to one another by a yoke control pin 154 that is attached to vertical pendulum 140 below axis pin 142 and extends through an arcuate slot 134E in the wall of housing 130 that separates yoke 150 from vertical pendulum 140 and into verticals lot 154B in yoke 154A. Yoke control pin 154 moves up and down its vertical slot 154B as vertical pendulum 140 is permitted to rotate about axis pin 142 and yoke control pin 154 pushes yoke 150 in an opposite direction from the direction vertical pendulum 140 falls. Thereby, arms 144 move controller spool 170 back and forth until either arm 144 or controller spool 170 abuts a stop wall 180 of housing 130 so that chambers 172A, 172B or 172C are aligned with the desirable ports 130A, 130B, 130C to correctly direct air through motion detector valve 60.

Vertical pendulum 140 is held locked in the vertical position by two lock spools 160A, 160B when it is in a position where hand brake 70 is released, hereinafter called the released position shown in FIG. 5F. Air, which originates from emergency reservoir 42 and is provided through port 104 of hand brake position valve 58 is directed to redirection cavity 103 that redirects the air to port 122. From port 122, air passes through passageways 122A-122D to locking spool chambers 162A, 162B on either side of shifting yoke 150 that engages pendulum 140. Passageways 122C and 122D guide air into the respective locking spool chambers 162A, 162B on the sides of locking spool 160A, 160B distal from shifting yoke 150 to force locking spools 160A, 160B toward shifting yoke 150 and further on locking spool rod 152 that is secured in shifting yoke 150 in aperture 152A in shifting yoke 150. Locking spools 160A, 160B thereby are pressurized by air pressure provided through locking spool port 122 which is in communication with passageways 122A-122D shown FIGS. 3 and 5A. It is noted that the looking spots 122A′ 122B, 122c, 122d in FIGS. 5C-5F have a slightly different configurations. Thereby, the provided air urges locking spool 160A, 160B against the bias of the springs 164A, 164B to compress them and permitting locking spool 160A, 160B to engage the ends of sliding rod 152 to hold sliding rod 152 and yoke 150 in a central stabilized position at the same time, locking pendulum 140 into a vertical position. When vertical pendulum 140 is in such a position, no action needs to be taken.

When hand brake 70 and therefrom vertical pendulum 140 are in a set position so that hand brake 70 is applied, vertical pendulum 140 is made unstable by directing air to a center-position port 130A that leads to chamber 172A around controller spool 170, and lock spools 160A, 160B are vented, making the pendulum unstable. Any motion of the car will cause pendulum 140 to drop to one side or the other, causing spool 170 to shift to a position to direct air through either chamber 172B or 172C and through port 130B or port 130B to the hand brake release cylinder of hand brake 70. Through these actions and the movement of the components in motion detector valve 60, hand brake safe auto release system 50 can then resets.

If a released position is indicated, locking spools 160A, 160B are pressurized and locking spool port 122 is in communication with passageways 122A-122D, which, through the drilled ports shown, would fill the area in back of locking spools 160A, 160B and urge them to engage the sliding rod 152 and yoke 150, thus centering them, and at the same time, locking pendulum 140 into a vertical position. It is note that at this point port 120 is in communication with port 130B or 130C. This position allows venting of the hand brake release cylinder on hand brake 70 to ensure its release. This is the condition maintained during transit of the train. It will be noted that center port 130A under this condition, would not be in communication with the neighboring ports.

As shown in FIG. 5E, the position is illustrated in motion detector valve 60 when hand brake 70 is not released and therefor requires release. The image shows the conditions when locking spools 160A, 160B are vented and springs 164A, 164B released, as shown, leaving pendulum 140 unstable, and the car has been moved. Pendulum has “fallen” to the left side forcing shifting yoke 150, by way of yoke control pin 154 and thus controller spool 170 to the right. This permits “action” air from emergency reservoir 42 to enter hand brake release cylinder to be charged and trip the pawl lock, known to those in the industry, and thereby release the hand brake.

It is particularly noted that the “O” ring positions around controller spool 170 which seals the center port with one ring and creates a second port “area” for the two out board ports. This can allow the release cylinder to receive air without regard to which way pendulum 140 falls. The center and one delivery port, and thus both delivery ports, will be in communication with the line to the brake release cylinder with one of the two side ports drilled through to port to that line, not shown but also located in the hand brake housing close to the brake holding pawl which the release cylinder must disengage.

It is note that ports 130A, 130B, 130C from housing 130 adjacent controller spool 170 can exit to rear manifold 134. This rear manifold 134 can serve as a cover as well as a manifold for the distribution of air to locking spools 160A, 160B as well as the hand brake release cylinder (not shown). As shown in FIGS. 5G and 5H, rear manifold 134 can be mounted to the back of motion detector valve 60, and can supply operating air received from hand brake position valve 58 through port 120 through passageways 124, 134 to center spool port 1306 in motion detector valve 60. Port 130A can be a through hole to motion detector valve 60 to operate locking spools 160A, 160B.

Spring loaded pusher 93 presses against hand brake chain CB. If hand brake 70 is “set”, chain CB will be drawn tight as shown in solid lines in FIG. 3. Cam 94 will not be able to displace it and thus the pusher 93 will remain down. Recalling the description provided above, locking spools 160A, 160B are vented, making pendulum 140 unstable and the unit sensitive to motion, which will then produce release of hand brake 70.

If chain CB is “slack” indicating the brake is released, the pusher 93 will be in the extended position and maintain the pressure on locking spools 160A, 160B while venting the hand brake release cylinder, thus making the train ready for departure. It can be understood that once the hand brake is released, either by the above described automatic method or by hand, the above described system will “reset” itself for the next required release.

As shown in FIG. 3, hand brake position valve 58 and motion detector valve 60 can be mounted together in some embodiments to function as a single unit. In some embodiments, hand brake position valve 58 and motion detector valve 60 can be mounted as a single unit in the hand brake casing 74. In most embodiments, differential valve 52 can be located near (or on) AB Valve 30. Some of the mechanical parts have been removed, since it is the intension in this assembly to show the pneumatic and sealing methods.

Instead of a mechanical hand brake release system, an electrical or electromechanically hand brake release system can be used to assure the release of hand brakes on railway cars before departure of a train. For example, in some embodiments, a hand brake release system can be provided that uses a differential valve similar to the ones described above to determine the air pressure differential between air pressure in a train line and air pressure in a brake cylinder on the railway car. The hand brake release system can also comprise an electronic hand brake position accelerometer and motion detector device 200 that can comprise housing 202 with an electronic accelerometer 204 thereon in operably communication with one or more appropriate solenoids 220A, 220B within housing 202. Accelerometer 204 can be engaged by a cam 94 as described above with reference to FIG. 3 to determine if the hand brake is applied. Accelerometer 204 can act as an on/off switch that gives an impulse charge to activate the solenoids 220A, 220B. For example, solenoids 220A and 220B can be positioned on either end of the housing with a controller spool 210 therebetween with plungers 212 that can engage the respective solenoid 220A, 220B. Controller spool 210 can have multiple O-rings thereon. As shown, controller spool 210 can have four O-rings 200A, 200B, 200C 200D on its exterior that form seals with housing 202 to create chambers therebetween as described above. The position of spool 210 within housing 202 will be dictated by which solenoid 220A, 220B is, activated by the pulse. Based on the pulse provided, controller 210 can be moved so that ports 214, 216, 218 are in communication with each other sometimes, can be isolated sometimes and have the end ports venting sometimes depending the location of controller spool 210 created by the push of the respective solenoid activated by the accelerometer.

If the brake needs to be released, the appropriate solenoid 220A, 220B can be activated to move the controller spool 210 to the position where the appropriate ports 214, 216, 218 are in communication within the appropriate chambers created by O-rings 200A, 200B, 200C, 200D hand brake protection valve similar to those described above. Since only a pulse of electricity is used, the power source will not be drained.

The present subject matter can be embodied in other forms without departure from the spirit and essential characteristics thereof. The embodiments described therefore are to be considered in all respects as illustrative and not restrictive. Although the present subject matter has been described in terms of certain preferred embodiments, other embodiments that are apparent to those of ordinary skill in the art are also within the scope of the present subject matter.

Claims

1. A method for automatically releasing a hand brake on a railway car, the method comprising:

measuring an air pressure differential between an air pressure in a train line of a train and an air pressure on a brake cylinder of the railway car to determine if air should transfer from an emergency reservoir of a train brake system to assure the hand brake is released;

determining whether the hand brake is applied or released using a hand brake position valve; and

directing the air from the emergency reservoir within a motion detector device to assure that the hand brake is released.

2. The method according to claim 1, wherein the determining whether the hand brake is applied or released further comprises directing the air from the emergency reservoir to locking spools of the motion detector device to release the hand brake.

3. The method according to claim 1, further comprising indicating that the brake is released and the train is ready to depart if the air from the emergency reservoir has been directed to the locking spools.

4. The method according to claim 1, wherein the determining whether the hand brake is applied or released further comprises directing the air from the emergency reservoir to a center port of the motion detector device.

5. The method according to claim 1, further comprising leaving the pendulum unstable if the air from the emergency reservoir is directed to the center port of the of the motion detector device and locking spools of the motion detector device are vented.

6. The method according to claim 1, further comprising tripping the pendulum to direct the air from the emergency reservoir to a hand brake release cylinder disposed on the hand brake to release the hand brake.

7. The method according to claim 1, wherein the motion detector device comprising a pneumatic motion detector valve.

8. The method according to claim 1, wherein the motion detector device comprising an electronic solenoid.

9. A hand brake release system on a railway car, the system comprising:

a differential valve in communication with a train line of a train and a brake cylinder, the differential valve measuring an air pressure differential between an air pressure in a train line of a train and an air pressure on a brake cylinder of the railway car to determine if air should transfer from an emergency reservoir of a train brake system;

a hand brake position valve configured to determine whether the hand brake is applied or released using; and

a motion detector device configured to direct the air from the emergency reservoir within the motion detector device to assure that the hand brake is released.

10. The system according to claim 9, wherein the motion detector device comprises shifting yoke with locking spools attached to the shifting yoke and a pendulum controllably movable with the shifting yoke.

11. The system according to claim 9, wherein the locking spools are configured to lock the pendulum in a vertical direction to lock the hand brake in a release position.

12. The system according to claim 9, wherein the motion detector device comprises a center port configured to determine whether the hand brake is applied or released when the air from the emergency reservoir is directed to the center port.

13. The system according to claim 9, wherein the motion detector device comprising a pneumatic motion detector valve.

14. The system according to claim 9, wherein the motion detector device comprising an electronic solenoid.