SERVICE BRAKE SYSTEM FOR LOCOMOTIVE

Abstract

A service brake system for a locomotive includes a brake cylinder, a first lever defining a first end and a second end, a first engagement element coupled with the first lever at the second end, a second lever extends in an orthogonal direction relative to the first lever, a bracket assembly, and a second engagement element. The first lever is adapted to pivot relative to a pivot point. The second lever is adapted to be coupled with a brake shoe of the service brake system and define a third end and a fourth end. The bracket assembly is adapted to engage the first lever with the second lever and includes first and second brackets. The second engagement element is coupled with the second bracket and at least partially received within the second bracket and extends parallel to the first engagement element.

Description

TECHNICAL FIELD

The present disclosure relates to a locomotive and a service 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 braking system is used to apply brakes to cause the locomotive to slow down or to halt.

Locomotives that include a brake rigging system face challenges in incorporation of 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 with a short length between axles. Such brake rigging systems includes two levers that are used to brake the locomotive. The levers are conventionally connected to each other by pins or shackles. However, due to a limited space for moving the levers, it is challenging to accommodate the pins or shackles that connect the two levers with each other.

U.S. Pat. No. 5,361,876 describes a truck mounted brake apparatus that includes a bracket assembly which clamps onto the bolster of a railway car truck and which includes a multiplying lever, which is connected to both a pull rod assembly and a hand brake. A truck live lever connected at one end to the pull rod assembly and at the opposite end to a standard brake beam is also connected intermediate its ends to one end of an automatic slack adjuster which passes through the bolster. A truck dead lever is connected at one end to the bracket assembly, at the opposite end to another standard brake beam, and is connected intermediate its ends to the opposite end of the slack adjuster. One end of the multiplying lever is connected to a hand brake. A fluid actuable piston and cylinder assembly is attached to the bolster and connected to the truck live lever, where movement of the piston and movement of the hand brake actuates the brakes.

SUMMARY OF THE DISCLOSURE

In an aspect of the present disclosure, a service brake system for a locomotive is provided. The service brake system includes a brake cylinder. The service brake system also includes a first lever defining a first end and a second end. The first lever is adapted to pivot relative to a pivot point. The first end of the first lever is coupled with the brake cylinder. The service brake system further includes a first engagement element coupled with the first lever at the second end of the first lever. The service brake system includes a second lever extending in an orthogonal direction relative to the first lever. The second lever is adapted to be coupled with a brake shoe of the service brake system. The second lever defines a third end and a fourth end. The service brake system also includes a bracket assembly adapted to engage the first lever with the second lever. The bracket assembly includes a first bracket defining a through-opening and an internal surface facing the through-opening. The first engagement element is at least partially received within the through-opening of the first bracket. The bracket assembly also includes a second bracket coupled with the second lever at the third end of the second lever. The service brake system further includes a second engagement element coupled with the second bracket and at least partially received within the second bracket. The second engagement element extends parallel to the first engagement element.

In another aspect of the present disclosure, a locomotive is provided. The locomotive includes a bogie frame. The locomotive also includes a wheel supported on the bogie frame. The locomotive further includes a brake shoe adapted to engage with the wheel to brake the locomotive. The locomotive includes a service brake system supported on the bogie frame and adapted to selectively engage the brake shoe with the wheel of the locomotive. The service brake system includes a brake cylinder. The service brake system also includes a first lever defining a first end and a second end. The first lever is adapted to pivot relative to a pivot point. The first end of the first lever is coupled with the brake cylinder. The service brake system further includes a first engagement element coupled with the first lever at the second end of the first lever. The service brake system includes a second lever extending in an orthogonal direction relative to the first lever. The second lever is coupled with the brake shoe of the service brake system. The second lever defines a third end and a fourth end. The service brake system also includes a bracket assembly adapted to engage the first lever with the second lever. The bracket assembly includes a first bracket defining a through-opening and an internal surface facing the through-opening. The first engagement element is at least partially received within the through-opening of the first bracket. The bracket assembly also includes a second bracket coupled with the second lever at the third end of the second lever. The service brake system further includes a second engagement element coupled with the second bracket and at least partially received within the second bracket. The second engagement element extends parallel to the first engagement element.

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, in accordance with an example of the present disclosure;

FIG. 2 is a perspective view of a bogie frame of the locomotive of FIG. 1;

FIG. 3 is a perspective view of a service brake system for the locomotive of FIG. 1, in accordance with an example of the present disclosure;

FIG. 4 is a magnified perspective view of a section X (as shown in FIG. 3) of the service brake system of FIG. 3;

FIG. 5 is a schematic top view illustrating the service brake system FIG. 3 in an engaged state or in a braking situation; and

FIG. 6 is a schematic top view illustrating the service brake system of FIG. 3 in a disengaged state or in a brake releasing situation.

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 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. The railcars 104 may be passenger cars and/or freight cars for carrying passengers, goods, and/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 power to propel the locomotive 102. 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 110, 112. Each front axle supports two corresponding wheels 110 and each rear axle supports two corresponding wheels 112. Specifically, the locomotive 102 includes twelve wheels 110, 112, only six of which are illustrated in FIG. 1. Further, each railcar 104 also includes a number of wheels 114. 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.

Referring to FIG. 2, a perspective view of a bogie frame 200 of the locomotive 102 of FIG. 1 is illustrated, in accordance with an example of the present disclosure. FIG. 2 only represents a portion of the locomotive 102 having the wheels 110. The locomotive 102 includes the bogie frame 200. The locomotive 102 further includes the wheels 110 supported on the bogie frame 200. The number of wheels 110 may be interchangeably referred to as “the wheel(s) 110”. The locomotive 102 also includes another bogie frame (not shown) disposed proximal to the rear end to support the rear axles and the wheels 112 (see FIG. 1).

The locomotive 102 further includes a brake shoe 202 (shown in FIG. 3) to engage with the wheel 110 to brake the locomotive 102. Further, the locomotive 102 includes a service brake system 205 supported on the bogie frame 200. Each wheel 110 includes a corresponding brake shoe 202 and a corresponding service brake system 205. Similarly, the locomotive 102 includes three service brake systems for the corresponding wheels 112, that are substantially similar to the service brake system 205. The service brake system 205 selectively engages the brake shoe 202 with the wheel 110 of the locomotive 102. Specifically, based on an input received by the service brake system 205, the service brake system 205 causes the brake shoe 202 to engage with the wheel 110. Further, based on an input received by the service brake system 205, the service brake system 205 causes the brake shoe 202 to disengage from the wheel 110.

The service brake system 205 includes a brake cylinder 210. When the brake cylinder 210 is actuated, the brake shoe 202 engages with the wheel 110 to brake the locomotive 102. In an example, the brake cylinder 210 may include a hydraulic brake cylinder.

Referring to FIG. 3, a perspective view of the service brake system 205 for the locomotive 102 of FIG. 1 is illustrated, in accordance with an example of the present disclosure.

The service brake system 205 includes a first lever 212 defining a first end 216 and a second end 218. The first lever 212 pivots relative to a pivot point P. Further, the first end 216 of the first lever 212 is coupled with the brake cylinder 210. When the brake cylinder 210 is actuated, the first lever 212 pivots relative to the pivot point P. Specifically, the first lever 212 pivots relative to the pivot point P when the brake cylinder 210 extends or retracts. The first lever 212 defines an engaging surface 213.

The service brake system 205 also includes a first engagement element 220 coupled with the first lever 212 at the second end 218 of the first lever 212. The first engagement element 220 is fixedly coupled with the first lever 212. In an example, the first engagement element 220 may be coupled with the first lever 212 by welding. However, the first engagement element 220 may be coupled with the first lever 212 using mechanical fasteners, or any other joining technique. The first engagement element 220 is cylindrical in shape. In an example, the first engagement element 220 may be a cylindrical pin. The first engagement element 220 defines a first outer surface 222. The first outer surface 222 has a curved shape herein.

The service brake system 205 further includes a second lever 214 extending in an orthogonal direction D1 relative to the first lever 212. In other words, the first lever 212 and the second lever 214 are perpendicular to each other. The second lever 214 is coupled with the brake shoe 202 of the service brake system 205. Further, the second lever 214 defines a third end 217 and a fourth end 219.

FIG. 4 is a magnified perspective view of a section X (as shown in FIG. 3) of the service brake system 205 for the locomotive 102. Referring now to FIG. 4, the service brake system 205 includes a bracket assembly 230 to engage the first lever 212 with the second lever 214. The bracket assembly 230 includes a first bracket 232 defining a through-opening 234 and an internal surface 236 facing the through-opening 234. In an example, the internal surface 236 of the first bracket 232 has a curvilinear shape. Alternatively, the internal surface 236 may have any other shape, such as a linear shape, a curved shape, and so on. In an example, the first bracket 232 of the bracket assembly 230 is U-shaped. The first engagement element 220 is at least partially received within the through-opening 234 of the first bracket 232.

The bracket assembly 230 further includes a second bracket 238 coupled with the second lever 214 at the third end 217 of the second lever 214. The second bracket 238 is fixedly coupled to the second lever 214. In an example, the second bracket 238 is coupled to the second lever 214 by welding. However, the second bracket 238 may be coupled to the second lever 214 using mechanical fasteners, or any other joining technique. Further, the second bracket 238 is fixedly coupled to the first bracket 232. In an example, the second bracket 238 may be fixedly coupled to the first bracket 232 by welding. However, the second bracket 238 may be fixedly coupled to the first bracket 232 using mechanical fasteners, or any other joining technique.

The service brake system 205 further includes a second engagement element 240 coupled with the second bracket 238 and at least partially received within the second bracket 238. The second engagement element 240 extends parallel to the first engagement element 220. The second engagement element 240 defines a second outer surface 242. The second outer surface 242 has a curved shape herein. In an example, the second engagement element 240 is a cylindrical pin. The second bracket 238 is fixedly coupled to the second engagement element 240. In an example, the second bracket 238 is coupled to the second engagement element 240 by welding. However, the second bracket 238 is coupled to the second engagement element 240 using mechanical fasteners, or any other joining technique.

FIG. 5 is a schematic top view illustrating the service brake system 205 for the locomotive 102. Specifically, FIG. 5 illustrates the service brake system 205 in an engaged state or in a braking situation.

Referring to FIGS. 4 and 5, based on an extension of the brake cylinder 210, the engaging surface 213 of the first lever 212 at least partially engages with the second outer surface 242 of the second engagement element 240 to move the second lever 214 in a first direction FD. Further, a movement of the second lever 214 in the first direction FD causes the brake shoe 202 (see FIG. 3) to engage with the wheel 110 (see FIGS. 1 and 2) of the locomotive 102 (see FIGS. 1 and 2), thereby braking the locomotive 102. Thus, in the braking situation, the engaging surface 213 of the first lever 212 physically contacts the second outer surface 242 of the second engagement element 240 to move the second lever 214 along the first direction FD.

FIG. 6 is a schematic top view illustrating the service brake system 205 for the locomotive 102. Specifically, FIG. 6 illustrates the service brake system 205 in a disengaged state or in a brake releasing situation. Referring to FIGS. 4 and 6, based on a retraction of the brake cylinder 210, the first outer surface 222 of the first engagement element 220 at least partially engages with the internal surface 236 of the first bracket 232 of the bracket assembly 230 to move the second lever 214 along a second direction SD that is opposite the first direction FD (see FIG. 5). A movement of the second lever 214 in the second direction SD causes the brake shoe 202 (see FIGS. 1 and 2) to disengage from the wheel 110 of the locomotive 102 (see FIGS. 1 and 2).

Thus, in the brake releasing situation, the first engagement element 220 of the first lever 212 contacts the internal surface 236 of the first bracket 232 of the bracket assembly 230 via the first outer surface 222 to move the second lever 214 along the second direction SD.

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 is related to the service brake system 205 for the locomotive 102. The service brake system 205 includes the brake cylinder 210, the first lever 212, the first engagement element 220 coupled with the first lever 212, the second lever 214 coupled with the brake shoe 202, the bracket assembly 230 to engage the first lever 212 with the second lever 214, and the second engagement element 240. The bracket assembly 230 includes the first and second brackets 232, 238. The bracket assembly 230 that engages and disengages the first and second levers 212, 214 may be accommodated in a compact space within the bogie frame 200. Thus, the bracket assembly 230 that engages the first and second levers 212, 214 may be accommodated in locomotives that have a small length between axles.

The service brake system 205 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 service brake system 205 may be easy to manufacture as the service brake system 205 does not require costly/complicated set-ups for manufacturing. Further, the service brake system 205 may be retrofitted on existing locomotives.

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 machine 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 service brake system for a locomotive, the service brake system comprising:

a brake cylinder;

a first lever defining a first end and a second end, wherein the first lever is adapted to pivot relative to a pivot point, and wherein the first end of the first lever is coupled with the brake cylinder;

a first engagement element coupled with the first lever at the second end of the first lever;

a second lever extending in an orthogonal direction relative to the first lever, wherein the second lever is adapted to be coupled with a brake shoe of the service brake system, and wherein the second lever defines a third end and a fourth end;

a bracket assembly adapted to engage the first lever with the second lever, the bracket assembly including: a first bracket defining a through-opening and an internal surface facing the through-opening, wherein the first engagement element is at least partially received within the through-opening of the first bracket; and a second bracket coupled with the second lever at the third end of the second lever; and

a second engagement element coupled with the second bracket and at least partially received within the second bracket, wherein the second engagement element extends parallel to the first engagement element.

2. The service brake system of claim 1, wherein the first lever defines an engaging surface, wherein the second engagement element defines a second outer surface, and wherein, based on an extension of the brake cylinder, the engaging surface of the first lever at least partially engages with the second outer surface of the second engagement element to move the second lever in a first direction, and wherein a movement of the second lever in the first direction causes the brake shoe to engage with a wheel of the locomotive.

3. The service brake system of claim 2, wherein the first engagement element defines a first outer surface, wherein, based on a retraction of the brake cylinder, the first outer surface of the first engagement element at least partially engages with the internal surface of the first bracket of the bracket assembly to move the second lever along a second direction that is opposite the first direction, and wherein a movement of the second lever in the second direction causes the brake shoe to disengage from the wheel of the locomotive.

4. The service brake system of claim 1, wherein the second engagement element is a cylindrical pin.

5. The service brake system of claim 1, wherein the first engagement element is coupled to the first lever by welding.

6. The service brake system of claim 1, wherein the second bracket is coupled to the second lever by welding.

7. The service brake system of claim 1, wherein the second bracket is coupled to the second engagement element by welding.

8. The service brake system of claim 1, wherein the first engagement element is cylindrical in shape.

9. The service brake system of claim 1, wherein the first bracket of the bracket assembly is U-shaped.

10. The service brake system of claim 1, wherein the internal surface of the first bracket has a curvilinear shape.

11. A locomotive comprising:

a bogie frame;

a wheel supported on the bogie frame;

a brake shoe adapted to engage with the wheel to brake the locomotive; and

a service brake system supported on the bogie frame and adapted to selectively engage the brake shoe with the wheel of the locomotive, the service brake system including: a brake cylinder; a first lever defining a first end and a second end, wherein the first lever is adapted to pivot relative to a pivot point, and wherein the first end of the first lever is coupled with the brake cylinder; a first engagement element coupled with the first lever at the second end of the first lever; a second lever extending in an orthogonal direction relative to the first lever, wherein the second lever is coupled with the brake shoe of the service brake system, and wherein the second lever defines a third end and a fourth end; a bracket assembly adapted to engage the first lever with the second lever, the bracket assembly including: a first bracket defining a through-opening and an internal surface facing the through-opening, wherein the first engagement element is at least partially received within the through-opening of the first bracket; and a second bracket coupled with the second lever at the third end of the second lever; and a second engagement element coupled with the second bracket and at least partially received within the second bracket, wherein the second engagement element extends parallel to the first engagement element.

12. The locomotive of claim 11, wherein the first lever defines an engaging surface, wherein the second engagement element defines a second outer surface, and wherein, based on an extension of the brake cylinder, the engaging surface of the first lever at least partially engages with the second outer surface of the second engagement element to move the second lever in a first direction, and wherein a movement of the second lever in the first direction causes the brake shoe to engage with the wheel of the locomotive.

13. The locomotive of claim 12, wherein the first engagement element defines a first outer surface, wherein, based on a retraction of the brake cylinder, the first outer surface of the first engagement element at least partially engages with the internal surface of the first bracket of the bracket assembly to move the second lever along a second direction that is opposite the first direction, and wherein a movement of the second lever in the second direction causes the brake shoe to disengage from the wheel of the locomotive.

14. The locomotive of claim 11, wherein the second engagement element is a cylindrical pin.

15. The locomotive of claim 11, wherein the first engagement element is coupled to the first lever by welding.

16. The locomotive of claim 11, wherein the second bracket is coupled to the second lever by welding.

17. The locomotive of claim 11, wherein the second bracket is coupled to the second engagement element by welding.

18. The locomotive of claim 11, wherein the first engagement element is cylindrical in shape.

19. The locomotive of claim 11, wherein the first bracket of the bracket assembly is U-shaped.

20. The locomotive of claim 11, wherein the internal surface of the first bracket has a curvilinear shape.