PARKING BRAKE SYSTEM FOR LOCOMOTIVE

A parking brake system for a locomotive includes a first chain having a free end and an anchored end, a frame member, and a pulley system movably coupled with the frame member. The pulley system includes a bracket that is movable towards and away from the anchored end of the first chain. The pulley system includes a first pulley, and a second pulley coupled with the bracket. The first chain is in engagement with the first pulley. The parking brake system includes a second chain in engagement with the second pulley. The parking brake system includes a first brake arrangement adapted to activate a first brake shoe and a second brake arrangement adapted to activate a second brake shoe. A first end of the second chain is coupled with the first brake arrangement and a second end of the second chain is coupled with the second brake arrangement.

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Description
TECHNICAL FIELD

The present disclosure relates to a locomotive, and more particularly, to a parking brake system for the locomotive.

BACKGROUND

A consist, such as a freight train or a passenger train, includes a locomotive to provide motive power to railcars or carriages. When required, a parking brake system is used to retain the locomotive in a parked state in order to prevent a movement of the locomotive when not desired or expected.

The parking brake system may be a brake rigging system with a lever or a brake unit. The brake unit is costly and may require a long lead time for installation. The brake rigging system is cost-effective, however, it is challenging to incorporate various components of the brake rigging system within a compact wheelbase of the locomotive. Specifically, it is difficult to adapt the brake rigging system in locomotives having a short length between axles.

CN203294122 describes a technical field of internal combustion engine braking systems and particularly relates to a double-pulley hand brake device, which comprises a crank, a gear case, a screw, a pulley, a cross bar, a shifting fork assembling mechanism, a movable pulley, a steel wire rope and a steel wire rope. The crank is connected with the gear case. The lower part of the gear case is provided with the screw. Through rotating the crank, the steel wire rope wound on the screw at the lower part of the gear case is driven to move upwards. The movement direction of the above steel wire rope is changed by means of the pulley and then the cross bar is tensioned. Then the shifting fork assembling mechanism loaded on a unit brake can be pulled to move through the steel wire rope. The movable pulley is arranged in front of the cross bar. The cross bar is tensioned by the screw via the steel wire rope, the pulley and the movable pulley. One end of the steel wire rope is fixed onto the screw, while the other end of the steel wire rope is wound around the pulley and the movable pulley to be fixed onto a fixing base arranged below the front end of a locomotive frame. According to the technical scheme of the utility model, due to the adoption of the device, the parking capacity of a locomotive is effectively improved, so that the locomotive with the above device can be safely parked on a ramp of a large gradient. Therefore, the device satisfies the parking requirements of locomotives in different routes.

SUMMARY OF THE DISCLOSURE

In an aspect of the present disclosure, a parking brake system for a locomotive is provided. The parking brake system includes a first chain having a free end and an anchored end. The parking brake system also includes a frame member. The anchored end of the first chain is coupled with the frame member. The parking brake system further includes a pulley system movably coupled with the frame member. The pulley system includes a bracket that is movably coupled with the frame member. The bracket is movable towards and away from the anchored end of the first chain. The pulley system also includes a first pulley coupled with the bracket. The first chain is in engagement with the first pulley. The pulley system further includes a second pulley coupled with the bracket and disposed adjacent to the first pulley. The parking brake system includes a second chain in engagement with the second pulley. The second chain includes a first end and a second end opposite the first end. The parking brake system also includes a first brake arrangement adapted to actuate a first brake shoe of the locomotive. The first end of the second chain is coupled with the first brake arrangement. The parking brake system further includes a second brake arrangement adapted to actuate a second brake shoe of the locomotive. The second end of the second chain is coupled with the second brake arrangement.

In another aspect of the present disclosure, a locomotive is provided. The locomotive includes a bogie frame. The locomotive also includes a first brake shoe. The locomotive further includes a second brake shoe. The locomotive includes a parking brake system supported on the bogie frame and adapted to selectively engage with the first brake shoe and the second brake shoe. The parking brake system includes a first chain having a free end and an anchored end. The parking brake system also includes a frame member. The anchored end of the first chain is coupled with the frame member. The parking brake system further includes a pulley system movably coupled with the frame member. The pulley system includes a bracket that is movably coupled with the frame member. The bracket is movable towards and away from the anchored end of the first chain. The pulley system also includes a first pulley coupled with the bracket. The first chain is in engagement with the first pulley. The pulley system further includes a second pulley coupled with the bracket and disposed adjacent to the first pulley. The parking brake system includes a second chain in engagement with the second pulley. The second chain includes a first end and a second end opposite the first end. The parking brake system also includes a first brake arrangement adapted to actuate the first brake shoe of the locomotive. The first end of the second chain is coupled with the first brake arrangement. The parking brake system further includes a second brake arrangement adapted to actuate the second brake shoe of the locomotive. The second end of the second chain is coupled with the second brake arrangement.

Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic side view of an exemplary rail transport vehicle including a locomotive, according to an example of the present disclosure;

FIG. 2 is a schematic perspective view of a portion of the locomotive including a bogie frame and a parking brake system, according to an example of the present disclosure;

FIG. 3 is a schematic perspective view of the parking brake system of FIG. 2;

FIG. 4 is a schematic side view illustrating the parking brake system FIG. 3 in a disengaged state; and

FIG. 5 is a schematic side view illustrating the parking brake system of FIG. 3 in an engaged state.

 DETAILED DESCRIPTION

Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.

Referring to FIG. 1, a diagrammatic side view of an exemplary rail transport vehicle 100 including a locomotive 102 is illustrated. The rail transport vehicle 100 may be used in any industry, such as transportation, mining, construction, landscaping, forestry, agriculture, and so on. Non-limiting examples of vehicles, for both commercial and industrial purposes, include trains, diesel-electric locomotives, diesel-mechanical locomotives, and so on. It is to be understood that the rail transport vehicle 100 is shown primarily for illustrative purposes to assist in disclosing features of the disclosure, and that FIG. 1 does not depict all of the components of the rail transport vehicle 100.

The rail transport vehicle 100 includes the locomotive 102. In an example, the locomotive 102 may include a hybrid locomotive. The rail transport vehicle 100 also includes one or more railcars 104 coupled to the locomotive 102. In the illustrated example of FIG. 1, the rail transport vehicle 100 includes two railcars 104. The rail transport vehicle 100 may travel along a route 106 on a pair of rails/tracks. The railcars 104 may be passenger cars and/or freight cars for carrying passengers, goods, or other loads. The locomotive 102 includes a power source 108. The power source 108 may be an engine, a battery system, a fuel cell, and so on. The engine may be diesel, steam, hydrogen, gas turbine powered, hybrid, or of any other type for generating energy to propel the rail transport vehicle 100.

The locomotive 102 includes a number of axles (not shown). Specifically, the locomotive 102 includes three front axles that are disposed proximal to a front end of the locomotive 102 and three rear axles that are disposed proximal to a rear end of the locomotive 102. Further, the locomotive 102 includes a number of wheels 109, 110, 111, 113. Specifically, the locomotive 102 includes twelve wheels 109, 110, 111, 113, only six of which are illustrated in FIG. 1. Each front axle supports the corresponding wheels 109, 110 and each rear axle supports the corresponding wheels 111, 113. For explanatory purposes, a first wheel 109, a second wheel 109, and a third wheel 110 associated with the front axles are shown in FIG. 1. Further, a first wheel 111, a second wheel 111, and a third wheel 113 associated with the rear axles are also shown in FIG. 1. Further, each railcar 104 also includes a number of wheels 115. It should be noted that a design and arrangement of components of the locomotive 102 as illustrated and explained herein is exemplary in nature, and the locomotive 102 may have any other design or arrangement of components.

FIG. 2 is a schematic perspective view of the locomotive 102. The locomotive 102 includes a bogie frame 112. The wheels 109, 110 and the front axles are supported on the bogie frame 112. FIG. 2 only represents a portion of the locomotive 102 having the bogie frame 112 and the wheels 109, 110. The locomotive 102 also includes another bogie frame disposed proximal to the rear end to support the three rear axles and the corresponding wheels 111, 113 (see FIG. 1). The locomotive 102 also includes a first brake shoe 114 (shown in FIG. 3). When the first brake shoe 114 is actuated, the first brake shoe 114 engages with the first wheel 109 to prevent a rotation of the first wheel 109.

The locomotive 102 further includes a second brake shoe 116 (shown in FIG. 3). When the second brake shoe 116 is actuated, the second brake shoe 116 engages with the second wheel 109 to prevent a rotation of the second wheel 109. Each of the first brake shoe 114 and the second brake shoe 116 may be used for preventing the locomotive 102 and/or the rail transport vehicle 100 (see FIG. 1) from moving. For example, the first brake shoe 114 and the second brake shoe 116 may be used to park the locomotive 102 at a railyard (not shown) or where the locomotive 102 is required to be parked on the route 106 (see FIG. 1). In another example, each of the first brake shoe 114 and the second brake shoe 116 may be used to park the locomotive 102 when the railcars 104 (see FIG. 1) need to be decoupled for inspection or repair purposes.

The locomotive 102 includes a parking brake system 200 supported on the bogie frame 112. The parking brake system 200 retains the locomotive 102 in a parked state to prevent any undesired movement of the locomotive 102. The parking brake system 200 is associated with the wheels 109.

The parking brake system 200 is used to prevent the rotation of the wheels 109. The parking brake system 200 selectively engages with the first brake shoe 114 and the second brake shoe 116. Specifically, the parking brake system 200 selectively engages with the first brake shoe 114 and the second brake shoe 116 to prevent the rotation of the first wheel 109 and the second wheel 109, respectively. Based on an input received by the parking brake system 200, the parking brake system 200 causes the first and second brake shoes 114, 116 to engage with the respective first and second wheels 109. Further, based on an input received by the parking brake system 200, the parking brake system 200 causes the first and second brake shoes 114, 116 to disengage from the respective first and second wheels 109. Similarly, the locomotive 102 includes another parking brake system (not shown herein) associated with the first and second wheels 111, that is substantially similar to the parking brake system 200.

FIG. 3 is a schematic perspective view of the parking brake system 200 for the locomotive 102. FIG. 4 is a schematic side view of the parking brake system 200 of FIG. 2. With reference to FIGS. 3 and 4, the parking brake system 200 includes an input device 202 operable by an operator of the locomotive 102. In the illustrated embodiment of FIGS. 3 and 4, the input device 202 is a steering wheel. Alternatively, the input device 202 may include a lever, or any device known to persons skilled in the art, which can be operated by the operator to control an operation of the locomotive 102. The input device 202 is disposed within an operator cabin 201 (shown in FIG. 2) of the locomotive 102 that is defined on the bogie frame 112.

The parking brake system 200 also includes a first chain 204 having a free end 206 and an anchored end 208. In other words, the first chain 204 is free at one end and fixed at another end. The free end 206 of the first chain 204 is coupled with a weight 242. A value of the weight 242 may vary based on application attributes. The first chain 204 is movable based on an operation of the input device 202 by the operator.

The parking brake system 200 further includes a frame member 210. The frame member 210 is coupled with the bogie frame 112. The anchored end 208 of the first chain 204 is coupled with the frame member 210. The parking brake system 200 includes a pulley 238 supported on the bogie frame 112. The parking brake system 200 also includes a pulley 240 disposed at an end 211 of the frame member 210. The first chain 204 in in engagement with the pulleys 238, 240. In other words, the pulleys 238, 240 allow engagement of the first chain 204 with the input device 202.

The parking brake system 200 further includes a pulley system 212 movably coupled with the frame member 210. The pulley system 212 includes a bracket 214 that is movably coupled with the frame member 210. The bracket 214 is movable towards and away from the anchored end 208 of the first chain 204. The guide rail 236 facilitates a movement of the bracket 214 relative to the frame member 210.

The pulley system 212 also includes a first pulley 216 coupled with the bracket 214. The first chain 204 is in engagement with the first pulley 216. The pulley system 212 further includes a second pulley 218 coupled with the bracket 214 and disposed adjacent to the first pulley 216. Based on a movement of the first chain 204, each of the first pulley 216 and the second pulley 218 moves towards the anchored end 208 of the first chain 204.

The parking brake system 200 includes a second chain 220 in engagement with the second pulley 218. The second chain 220 includes a first end 222 and a second end 224 opposite the first end 222.

The parking brake system 200 also includes a first brake arrangement 226. The first brake arrangement 226 is coupled with the first brake shoe 114. The first brake arrangement 226 actuates the first brake shoe 114 of the locomotive 102. The first end 222 of the second chain 220 is coupled with the first brake arrangement 226. The first brake arrangement 226 includes a first lever arrangement 230 that is coupled with the first end 222 of the second chain 220 and the first brake shoe 114. Further, the first lever arrangement 230 includes a horizontal lever 231 and a vertical lever 233. The first end 222 of the second chain 220 is coupled with the horizontal lever 231, whereas the first brake shoe 114 is coupled with the vertical lever 233.

The parking brake system 200 includes a pulley 260 that is in engagement with the second chain 220 and allows the first end 222 of the second chain 220 to be coupled with the first lever arrangement 230 of the first brake arrangement 226. Thus, for connecting the second chain 220 with the first lever arrangement 230, the second chain 220 is wrapped around each of the second pulley 218 and the pulley 260. The pulley 260 is supported on the bogie frame 112 by a coupling member 270.

A movement of the second pulley 218 towards the anchored end 208 of the first chain 204 causes a movement of the second chain 220. Based on the movement of the second chain 220 (towards the anchored end 208), the first brake arrangement 226 engages the first brake shoe 114 with the first wheel 109 (see FIG. 2) of the locomotive 102.

The parking brake system 200 further includes a first spring assembly 244 coupled with the second chain 220. The first spring assembly 244 includes a first spring 245. One end 248 of the first spring 245 is coupled to the bracket 214 and another end 250 of the first spring 245 is coupled to the coupling member 270. The first spring assembly 244 extends based on the movement of the second pulley 218 towards the anchored end 208 of the first chain 204. In a retracted condition, the first spring assembly 244 retains the first brake arrangement 226 in a disengaged state S1. It should be noted that the parking brake system 200 is illustrated in the disengaged state S1 in FIGS. 3 and 4.

The parking brake system 200 includes a set of pulleys 262 disposed at another end 209 of the frame member 210. The second chain 220 is in engagement with the set of pulleys 262. The parking brake system 200 also includes a pulley 264. The pulley 264 is supported on the bogie frame 112 by a coupling member 272. The coupling member 272 is fixedly coupled to the bogie frame 112. The second chain 220 is engaged with the pulley 264.

The parking brake system 200 further includes a pulley assembly 252. The pulley assembly 252 is supported on the bogie frame 112 by a coupling member 274. The coupling member 274 is fixedly coupled to the bogie frame 112. The pulley assembly 252 includes a pulley 266 and a pulley 268 that are disposed vertically adjacent to each other. The second chain 220 is in engagement with the pulley assembly 252.

The parking brake system 200 includes a second brake arrangement 228. The second brake arrangement 228 is coupled with the second brake shoe 116. The second brake arrangement 228 actuates the second brake shoe 116 of the locomotive 102. The second end 224 of the second chain 220 is coupled with the second brake arrangement 228. Further, the pulleys 262, 264, 266, 268 are disposed between the second brake arrangement 228 and the second pulley 218. The second brake arrangement 228 includes a second lever arrangement 232 that is coupled with the second end 224 of the second chain 220 and the second brake shoe 116. Further, the second lever arrangement 232 includes a horizontal lever 235 and a vertical lever 237. The second end 224 of the second chain 220 is coupled with the horizontal lever 235, whereas the second brake shoe 116 is coupled with the vertical lever 237.

Based on the movement of the second chain 220 (towards the anchored end 208), the second brake arrangement 228 engages the second brake shoe 116 with the second wheel 109 (see FIG. 2) of the locomotive 102.

The parking brake system 200 also includes a second spring assembly 246 coupled with the second chain 220. The second spring assembly 246 extends based on the movement of the second pulley 218 towards the anchored end 208 of the first chain 204. In a retracted condition, the second spring assembly 246 retains the second brake arrangement 228 in the disengaged state S1.

Specifically, the second spring assembly 246 includes a pair of second springs 247. The pair of second springs 247 may be similar to each other. In some examples, the second springs 247 are identical to the first spring 245. An end 278 of each second spring 247 is coupled with the bogie frame 112. Further, another end 280 of each second spring 247 is coupled with the second chain 220.

Each second spring 247 extends based on the movement of the second pulley 218 towards the anchored end 208 of the first chain 204. In the retracted condition, each of the second spring 247 retains the second brake arrangement 228 in the disengaged state S1. It should be noted that a biasing force of each of the first spring assembly 244 and the second spring assembly 246 retains the first brake arrangement 226 in the disengaged state S1.

FIG. 5 is a schematic view of the parking brake system 200 of FIG. 2 illustrating the first brake arrangement 226 and the second brake arrangement 228 in an engaged state S2. In order to bring the parking brake system 200 to the engaged state S2 from the disengaged state S1, the input device 202 is operated by the operator that causes the movement of the first chain 204. Based on the movement of the first chain 204, each of the first pulley 216 and the second pulley 218 moves towards the anchored end 208 of the first chain 204. The movement of the second pulley 218 towards the anchored end 208 of the first chain 204 in turn causes the movement of the second chain 220. Based on the movement of the second chain 220 towards the anchored end 208, the first brake arrangement 226 engages the first brake shoe 114 with the first wheel 109 (see FIG. 2) of the locomotive 102, thereby preventing the rotation of the first wheel 109.

Further, based on the movement of the second chain 220 towards the anchored end 208, the second brake arrangement 228 engages the second brake shoe 116 with the second wheel 109 (see FIG. 2) of the locomotive 102, thereby preventing the rotation of the second wheel 109.

It is to be understood that individual features shown or described for one embodiment may be combined with individual features shown or described for another embodiment. The above-described implementation does not in any way limit the scope of the present disclosure. Therefore, it is to be understood although some features are shown or described to illustrate the use of the present disclosure in the context of functional segments, such features may be omitted from the scope of the present disclosure without departing from the spirit of the present disclosure as defined in the appended claims.

INDUSTRIAL APPLICABILITY

The present disclosure relates to the parking brake system 200. The parking brake system 200 includes the first chain 204, the second chain 220, and the pulley system 212. The pulley system 212, that includes the first pulley 216 and the second pulley 218, is embodied as a single compact system for actuation of the brake shoes 114, 116. The pulley system 212 is movable along the guide rail 236 of the frame member 210 to provide a movement that is sufficient to actuate the first brake shoe 114 and the second brake shoe 116 associated with the locomotive 102. Thus, the parking brake system 200 allows simultaneous actuation of the first brake shoe 114 and the second brake shoe 116.

The pulley system 212 that engages and disengages the first and second brake arrangements 226, 228 with the respective first and second brake shoes 114, 116 may be accommodated in a compact space within the bogie frame 112. Thus, the pulley system 212 may be accommodated in locomotives that have a small length between axles.

The parking brake system 200 further includes the first and second spring assemblies 244, 246. When it is necessary to release the first and second brake shoes 114, 116 and return to the disengaged position S1, the first and second spring assemblies 244, 246 that are anchored at key points of the second chain 220 apply the force necessary to accommodate the parking brake system 200 in the original resting state/disengaged state S1. Further, dimensions of the guide rail 236 is decided in order to provide a movement needed to actuate the first and second brakes shoes 114, 116 and ensure the locomotive 102 is in the parked state.

The parking brake system 200 for the locomotive 102 is simple in construction, may be durable, may be cost-effective, and may not require a large space for operation. The parking brake system 200 may be easy to manufacture as the parking brake system 200 does not require costly/complicated set-ups for manufacturing. Further, the parking brake system 200 may be retrofitted on existing locomotives and may be easy to install.

While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed work machine, systems and methods without departing from the spirit and scope of the disclosure. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

Claims

1. A parking brake system for a locomotive, the parking brake system comprising:

a first chain having a free end and an anchored end;
a frame member, wherein the anchored end of the first chain is coupled with the frame member;
a pulley system movably coupled with the frame member, wherein the pulley system includes: a bracket that is movably coupled with the frame member, wherein the bracket is movable towards and away from the anchored end of the first chain; a first pulley coupled with the bracket, wherein the first chain is in engagement with the first pulley; and a second pulley coupled with the bracket and disposed adjacent to the first pulley;
a second chain in engagement with the second pulley, wherein the second chain includes a first end and a second end opposite the first end;
a first brake arrangement adapted to actuate a first brake shoe of the locomotive, wherein the first end of the second chain is coupled with the first brake arrangement; and
a second brake arrangement adapted to actuate a second brake shoe of the locomotive, wherein the second end of the second chain is coupled with the second brake arrangement.

2. The parking brake system of claim 1 further comprising an input device operable by an operator of the locomotive, wherein the first chain is movable based on an operation of the input device by the operator.

3. The parking brake system of claim 2, wherein, based on a movement of the first chain, each of the first pulley and the second pulley move towards the anchored end of the first chain.

4. The parking brake system of claim 3, wherein a movement of the second pulley towards the anchored end of the first chain causes a movement of the second chain.

5. The parking brake system of claim 4, wherein the first brake arrangement is coupled with the first brake shoe, wherein the second brake arrangement is coupled with the second brake shoe, and wherein, based on the movement of the second chain, the first brake arrangement engages the first brake shoe with a first wheel of the locomotive and the second brake arrangement engages the second brake shoe with a second wheel of the locomotive.

6. The parking brake system of claim 5, wherein the first brake arrangement includes a first lever arrangement that is coupled with the first end of the second chain and the first brake shoe, and wherein, based on the movement of the second chain, the first lever arrangement actuates the first brake shoe.

7. The parking brake system of claim 5, wherein the second brake arrangement includes a second lever arrangement that is coupled with the second end of the second chain and the second brake shoe, and wherein, based on the movement of the second chain, the second lever arrangement actuates the second brake shoe.

8. The parking brake system of claim 4 further comprising a first spring assembly coupled with the second chain, wherein the first spring assembly is configured to extend based on the movement of the second pulley towards the anchored end of the first chain, and wherein, in a retracted condition, the first spring assembly retains the first brake arrangement in a disengaged state.

9. The parking brake system of claim 4 further comprising a second spring assembly coupled with the second chain, wherein the second spring assembly is configured to extend based on the movement of the second pulley towards the anchored end of the first chain, and wherein, in a retracted condition, the second spring assembly retains the second brake arrangement in a disengaged state.

10. The parking brake system of claim 1, wherein the frame member includes a guide rail that facilitates a movement of the bracket relative to the frame member.

11. A locomotive comprising:

a bogie frame;
a first brake shoe;
a second brake shoe; and
a parking brake system supported on the bogie frame and adapted to selectively engage with the first brake shoe and the second brake shoe, the parking brake system including: a first chain having a free end and an anchored end; a frame member, wherein the anchored end of the first chain is coupled with the frame member; a pulley system movably coupled with the frame member, wherein the pulley system includes: a bracket that is movably coupled with the frame member, wherein the bracket is movable towards and away from the anchored end of the first chain; a first pulley coupled with the bracket, wherein the first chain is in engagement with the first pulley; and a second pulley coupled with the bracket and disposed adjacent to the first pulley; a second chain in engagement with the second pulley, wherein the second chain includes a first end and a second end opposite the first end; a first brake arrangement coupled with the first brake shoe and adapted to actuate the first brake shoe of the locomotive, wherein the first end of the second chain is coupled with the first brake arrangement; and a second brake arrangement coupled with the second brake shoe and adapted to actuate the second brake shoe of the locomotive, wherein the second end of the second chain is coupled with the second brake arrangement.

12. The locomotive of claim 11, wherein the parking brake system further includes an input device operable by an operator of the locomotive, wherein the first chain is movable based on an operation of the input device by the operator.

13. The locomotive of claim 12, wherein, based on a movement of the first chain, each of the first pulley and the second pulley move towards the anchored end of the first chain.

14. The locomotive of claim 13, wherein a movement of the second pulley towards the anchored end of the first chain causes a movement of the second chain.

15. The locomotive of claim 14, wherein, based on the movement of the second chain, the first brake arrangement engages the first brake shoe with a first wheel of the locomotive and the second brake arrangement engages the second brake shoe with a second wheel of the locomotive.

16. The locomotive of claim 15, wherein the first brake arrangement includes a first lever arrangement that is coupled with the first end of the second chain and the first brake shoe, and wherein, based on the movement of the second chain, the first lever arrangement actuates the first brake shoe.

17. The locomotive of claim 15, wherein the second brake arrangement includes a second lever arrangement that is coupled with the second end of the second chain and the second brake shoe, and wherein, based on the movement of the second chain, the second lever arrangement actuates the second brake shoe.

18. The locomotive of claim 14, wherein the parking brake system further includes a first spring assembly coupled with the second chain, wherein the first spring assembly is configured to extend based on the movement of the second pulley towards the anchored end of the first chain, and wherein, in a retracted condition, the first spring assembly retains the first brake arrangement in a disengaged state.

19. The locomotive of claim 14, wherein the parking brake system further includes a second spring assembly coupled with the second chain, wherein the second spring assembly is configured to extend based on the movement of the second pulley towards the anchored end of the first chain, and wherein, in a retracted condition, the second spring assembly retains the second brake arrangement in a disengaged state.

20. The locomotive of claim 11, wherein the frame member includes a guide rail that facilitates a movement of the bracket relative to the frame member.

Patent History
Publication number: 20260200508
Type: Application
Filed: Jan 16, 2025
Publication Date: Jul 16, 2026
Applicant: Progress Rail Locomotive Inc. (LaGrange, IL)
Inventors: Mateus Augusto Oro Mikowski (Curitiba), Rafael da Costa Santos (Rio de Janeiro), Saket Ashokkumar Mishra (Burr Ridge, IL)
Application Number: 19/024,266
Classifications
International Classification: B61H 1/00 (20060101); B61H 9/00 (20060101); B61H 13/02 (20060101);