US20150144437A1

US20150144437A1 - Brake assembly for railway truck

Info

Publication number: US20150144437A1
Application number: US14/088,081
Authority: US
Inventors: David J. Goding
Original assignee: Electro Motive Diesel Inc
Current assignee: Progress Rail Locomotive Inc
Priority date: 2013-11-22
Filing date: 2013-11-22
Publication date: 2015-05-28
Also published as: CN104791400A; RU2014147027A; AU2014253573A1

Abstract

The present disclosure provides a brake assembly for a railway truck. The railway truck includes a frame. The brake assembly includes a live lever assembly including a pair of spaced apart live levers. The brake assembly includes a dead lever assembly. The brake assembly includes a slack adjuster disposed between the live lever assembly and the dead lever assembly. The brake assembly includes a hanger lever disposed between the pair of live levers. The hanger lever is pivotally coupled to the live levers. The brake assembly further includes a connecting terminal disposed on the slack adjuster, wherein the connecting terminal is coupled to the hanger lever via a trigger rod. The brake assembly further includes a first brake shoe attached to the hanger lever and a second brake shoe attached to the dead lever assembly.

Description

TECHNICAL FIELD

Present disclosure relates to a brake assembly and more particularly to a brake assembly for a railway truck.

BACKGROUND

A railway truck includes a pair of brake assemblies disposed on either side of the railway truck. Each of the brake assembly includes a pair of hanger levers, a live lever disposed between the hanger levers, a dead lever, and a slack adjuster disposed between the live lever and the dead lever. The brake assembly further includes a bracket configured to couple the pair of hanger levers to the railway truck. The bracket includes two recessed openings, and four aligned holes, to support the pair of hanger levers via a pair of pins. Attributed to a complex design the assembly of the bracket in the brake assembly is a cumbersome and labor intensive task. Further, manufacturing cost for the bracket is also relatively higher. Moreover, the slack adjuster includes a connecting terminal, which may be coupled to one of the hanger levers via a trigger rod. Conventionally, for the pair of the brake assemblies disposed on either sides of the railway truck the two different designs of the slack adjusters are required.
U.S. Pat. No. 4,635,762 discloses a rail vehicle slack adjuster in a brake unit has an axially movable piston rod, a non-rotatable, brake force delivering spindle, an adjuster nut in non-self-locking engagement with the spindle and rotating on a bearing, and a barrel spring between the unit piston and the spindle, the adjuster nut being clutchable over a main clutch to the piston rod for transmitting brake force. A non-rotatable locking sleeve, which is only axially movable a control distance under the action of a locking spring, is clutchable to the adjuster nut over a control clutch.

SUMMARY

In one aspect, the present disclosure provides a brake assembly for a railway truck. The railway truck includes a frame. The brake assembly includes a live lever assembly including a pair of spaced apart live levers. The brake assembly includes a dead lever assembly. The brake assembly includes a slack adjuster disposed between the live lever assembly and the dead lever assembly. The brake assembly includes a hanger lever disposed between the pair of live levers. The hanger lever is pivotally coupled to the live levers. The brake assembly further includes a connecting terminal disposed on the slack adjuster, wherein the connecting terminal is coupled to the hanger lever via a trigger rod. The brake assembly further includes a first brake head and shoe attached to the hanger lever and a second brake head and shoe attached to the dead lever assembly.
In another aspect, the present disclosure provides a brake assembly for a railway truck. The railway truck includes a frame. The brake assembly includes a live lever assembly including a pair of spaced apart live levers. The brake assembly includes a bracket rigidly coupled to the frame. The brake assembly includes a slack adjuster disposed between the live lever assembly and the bracket. The brake assembly includes a hanger lever disposed between the pair of live levers. The hanger lever is pivotally coupled to the live levers. The brake assembly further includes a connecting terminal disposed on the slack adjuster, wherein the connecting terminal is coupled to the hanger lever via a trigger rod. The brake assembly further includes a brake head and shoe attached to the hanger lever.
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 illustrates a perspective view of an exemplary railway truck;

FIG. 2 illustrates a perspective view of a first brake assembly;

FIG. 3 illustrates a detailed view of a slack adjuster associated with the first brake assembly;

FIG. 4 illustrates a perspective view of a frame of the railway truck;

FIG. 5 illustrates a side view of the exemplary railway truck including a third axle; and

FIG. 6 illustrates a front perspective view of the first brake assembly.

DETAILED DESCRIPTION

The present disclosure relates to a brake assembly for a railway truck. FIG. 1 illustrates a perspective view of an exemplary railway truck 100. The railway truck 100 includes a frame 102. The frame 102 rotatably supports a first axle 104 and a second axle 106. The first axle 104 and the second axle 106 may include respective first ends 108 and second ends 110. A first wheel 112 and a second wheel 114 are rotatably coupled to the first end 108 and the second end 110 of the first axle 104, respectively. A third wheel 116 and a fourth wheel 118 are rotatably coupled to the first end 108 and the second end 110 of the second axle 106, respectively.
In an embodiment, the railway truck 100 may include a brake system 120. The brake system 120 includes a first brake assembly 122 and a second brake assembly 124. The first brake assembly 122 is disposed between the first ends 108 of the first axle 104 and the second axle 106 such that the first brake assembly 122 may be configured to engage with the first wheel 112 and the third wheel 116. The second brake assembly 124 is disposed between the second ends 110 of the first axle 104 and the second axle 106 such that the second brake assembly 124 may be configured to engage with the second wheel 114 and the fourth wheel 118.
FIG. 2 illustrates a perspective view of the first brake assembly 122, according to an embodiment of the present disclosure. The first brake assembly 122 includes a dead lever assembly 126 and a live lever assembly 128. The dead lever assembly 126 and the live lever assembly 128 include respective proximal ends 130 and distal ends 132. The dead lever assembly 126 may include a first dead lever 134 spaced apart from a second dead lever 136. A first bracket 138 may be disposed between the dead levers 134, 136 at the proximal end 130 of the dead lever assembly 126. The first bracket 138 is configured to pivotally couple the dead lever assembly 126 to the frame 102 of the railway truck 100. The dead lever assembly 126 may further include a first brake head 140 pivotally coupled between the first dead lever 134 and the second dead lever 136. The first brake head 140 may be disposed substantially equidistant from the proximal end 130 and the distal end 132 of the dead lever assembly 126. A first brake shoe 142 is operatively coupled to the first brake head 140 through a key and slot arrangement (not shown).
In an embodiment of the present disclosure, the live lever assembly 128 includes a first live lever 144 spaced apart from a second live lever 146. The first live lever 144 includes a first receptacle 148, and the second live lever 146 includes a second receptacle 150 disposed at the proximal end 130 of the live lever assembly 128. In an embodiment, the first live lever 144 is rigidly coupled to the second live lever 146 via a fastener 152 configured to be received in the first receptacle 148 and the second receptacle 150. In an embodiment, the first brake assembly 122 includes a second bracket 154 rigidly coupled to the frame 102. The second bracket 154 is received between the first live lever 144 and the second live lever 146. Further, the second bracket 154 includes an opening 156 and a pair of holes 158.
In an embodiment, the first brake assembly 122 further includes a hanger lever 160 disposed between the first live lever 144 and the second live lever 146. The hanger lever 160 may include an upper end 162 and a lower end 164. The upper end 162 of the hanger lever 160 is received in the opening 156 of the second bracket 154. The hanger lever 160 may include a through hole (not shown) to receive a locking bolt 166 therein. A pin 167 may be retained by the locking bolt 166 in the pair of holes 158 to support the hanger lever 160 in the second bracket 154. In an embodiment, the hanger lever 160 is pivoted to the live lever assembly 128 at a first pivot joint 168. As illustrated in FIG. 2, the first pivot joint 168 may lie substantially equidistant from the proximal end 130 and the distal end 132 of the live lever assembly 128. The live lever assembly 128 may further include a second brake head 170 pivotally coupled to the hanger lever 160 at the first pivot joint 168. A second brake shoe 172 is operatively coupled to the second brake head 170 through a key slot arrangement (not shown).
The first brake assembly 122 further includes a slack adjuster 174. The slack adjuster 174 is pivotally coupled between the distal ends 132 of the live lever assembly 128 and the dead lever assembly 126. FIG. 3 illustrates a detailed view of the slack adjuster 174 associated with the first brake assembly 122. The slack adjuster 174 includes a front end 176 and a rear end 178. As illustrated in FIG. 3, the front end 176 defines a front clevis 180 and the rear end 178 defines a rear clevis 182. In an embodiment, the front clevis 180 may be received between the dead levers 134, and 136. The front clevis 180 may be pivotally coupled to the dead lever assembly 126 via a bolt retained by a first “U” clip 184. The rear clevis 182 of the slack adjuster 174 may be received between the live levers 144, and 146, and pivotally coupled thereto via a bolt retained by a second “U” clip 186. Although it is disclosed herein that the front clevis 180 and the rear clevis 182 are coupled to the dead lever assembly 126 and the live lever assembly 128 via the first “U” clip 184 and the second “U” clip 186, respectively, one may contemplate various other commonly known fasteners like a split pin, a bolt, or a threaded fastener to pivotally couple the front clevis 180 and the rear clevis 182 to the dead lever assembly 126 and the live lever assembly 128, respectively.
In an embodiment the slack adjuster 174 includes a connecting terminal 188. The lower end 164 of the hanger lever 160 is coupled to the connecting terminal 188 via a trigger rod 190. For the purpose of understanding the location of the connecting terminal 188, FIG. 3 illustrates a first plane A-B-B′-A′ disposed longitudinally along the slack adjuster 174 and a second plane C-D-D′-C′ disposed transversely along the slack adjuster 174. As illustrated in FIG. 3, the front clevis 180 and the rear clevis 182 are disposed on the second plane C-D-D′-C′ of the slack adjuster 174. However, the connecting terminal 188 is disposed on the first plane A-B-B′-A′ of the slack adjuster 174. In an embodiment, the slack adjuster 174 may be an automatic, rapid-acting slack adjuster. However, in alternative embodiments the slack adjuster 174 may be any other type of automatic or manual slack adjuster as commonly known in the art.
FIG. 4 illustrates a perspective view of the frame 102 of the railway truck 100 including the first brake assembly 122 and the second brake assembly 124. In an embodiment of the present disclosure, the first brake assembly 122 includes a first actuation system 192 and the second brake assembly 124 includes a second actuation system 194. In an embodiment, the first actuation system 192 is substantially similar to the second actuation system 194. Therefore only the first actuation system 192 is explained in the present disclosure. The first actuation system 192 includes a push rod 196, a crossover lever 198 and a pneumatic cylinder 200. In an embodiment the push rod 196 may include an eye 202 on one end and a clevis 204 on other end. The eye 202 is configured to be aligned to the receptacles 148, 150 of the live lever assembly 128 and receive the fastener 152 to pivotally couple the push rod 196 to the live lever assembly 128. The other end of the push rod 196 is pivotally attached to the crossover lever 198 at the clevis 204. In an embodiment, the pneumatic cylinder 200 is rigidly coupled to the frame 102 of the railway truck 100. The pneumatic cylinder 200 may include a cylinder 206 and a piston 208 reciprocable within the cylinder 206. The pneumatic cylinder 200 may further include a spring (not shown) operatively coupled to the piston 208 as commonly known in the art. The crossover lever 198 is pivotally attached to the piston 208. As illustrated in FIG. 4, the crossover lever 198 is also pivoted to the frame 102 via a second pivot joint 210. The described arrangement of the actuation systems 192, 194, with the push rod 196 disposed between the crossover lever 198 and the live liver assembly 128, allows the pneumatic cylinder 200 to be positioned in an outward direction with respect to the frame 102 of the railway truck 100. Thus, the pneumatic cylinder 200 is easily accessible for maintenance and servicing purposes. In an alternative embodiment, the first and the second actuation system 192 and 194 may include a pair of interlocking devises disposed on the ends of the crossover lever 198 to directly actuate the live livers 144, 146 in the live lever assembly 128, without the use of the push rod 196.
In the above embodiments, the brake system 120 is explained in relation to a railway truck 100 including the first axle 104 and the second axle 106 (illustrated in FIG. 1). However in an alternative embodiment the railway truck 100 may include a third axle 212 along with the first axle 104 and the second axle 106. FIG. 5 illustrates a side view of the exemplary railway truck 100. The frame 102 rotatably supporting the first axle 104, the second axle 106 and the third axle 212. The first axle 104, the second axle 106 and the third axle 212 may include the respective first ends 108 and second ends 110 to rotatably support the first wheel 112, the third wheel 116, and a fifth wheel 214 at the first ends 108 of the first axle 104, the second axle 106 and the third axle 212 respectively. For ease of explanation, the second wheel 114, the fourth wheel 118, and a sixth wheel disposed at the second ends 110 of the first axle 104, the second axle 106 and the third axle 212 respectively are not illustrated in FIG. 5.
In an embodiment, the brake system 120 for the railway truck 100 including the third axle 212 may include the first brake assembly 122, and the second brake assembly 124 configured to engage the wheels 112, 114, 116, and 118 associated with the first axle 104 and the second axle 106. The brake system 120 further includes a third brake assembly 216 and a fourth brake assembly (not shown) configured to engage the fifth wheel 214 and the sixth wheel. As shown in FIG. 5, the third brake assembly 216 is disposed between the first ends 108 of the second axle 106 and the third axle 212 such that the third brake assembly 216 may be configured to engage with the fifth wheel 214. The third brake assembly 216 may include a live lever assembly, a hanger lever and a slack adjuster substantially similar to the live lever assembly 128, the hanger lever 160, and the slack adjuster 174 of the first brake assembly 122. The third brake assembly 216 further includes a third bracket 218 rigidly coupled to the frame 102. The slack adjuster 174 is disposed between the live lever assembly 128 and the third bracket 218. A third brake shoe 220 is operatively coupled to the hanger lever 160 via a third brake head 222 through a key and slot arrangement as commonly known in the art.
Although, it is disclosed herein that the brake system 120 is implemented in the railway truck 100, a person having ordinary skill in the art may acknowledge that the railway truck 100 disclosed herein is exemplary in nature and hence, non-limiting of this disclosure. Any machine configured to travel on rail roads and including one or more rotatable members which are embodied as the wheels 112, 114, 116, 118, and 214, in the present disclosure may employ the brake system 120 disclosed herein.

INDUSTRIAL APPLICABILITY

The industrial applicability of the brake system 120 for the railway truck 100 described herein will be readily appreciated from the foregoing discussion.
Conventional brake assemblies include a bracket configured to couple a pair of hanger levers and a live lever to the railway truck. The bracket includes a plurality of openings, holes, and locking pins to support the pair of hanger levers and the live lever. According to an embodiment of the present disclosure, the first brake assembly 122 of the brake system 120 includes one hanger lever 160 disposed between the pair of live levers 144, and 146. The live levers 144, 146 are rigidly coupled through the fastener 152. Hence, the second bracket 154 includes the opening 156, the pair of holes 158, the locking bolt 166 and the pin 167 for supporting the hanger lever 160. Therefore, the second bracket 154 of the present disclosure is easy to manufacture, cost effective and convenient to assemble in the brake assemblies 122, 124, and 216.
According to another embodiment of the present disclosure, the connecting terminal 188 on the slack adjuster 174 is disposed along the first plane A-B-A′-B′. Hence, the slack adjuster 174 may be used for both the brake assemblies 122, 124. Therefore, the second brake assembly 124 is substantially similar to the first brake assembly 122. However, in the alternative embodiment where the railway truck 100 includes the third axle 212, with use of the slack adjuster 174 of the present disclosure the fourth brake assembly is substantially similar to the third brake assembly 216. Thus with the slack adjuster 174 of the present disclosure, manufacturing cost for the brake systems 120, and 216 is reduced. Since the brake assemblies 122, 124 may be interchangeably disposed on the railway truck 100, inventory management of the brake systems 120, 124 and 216 for the railway truck 100 is concise and easy to maintain.
In an embodiment of the present disclosure, the pneumatic cylinder 200 is fluidly coupled to an air reservoir (not shown). The air reservoir is configured to selectively pressurize and de-pressurize the pneumatic cylinder 200. Upon pressurization of the pneumatic cylinder 200 the piston 208 is extended outwards such that the brake shoes 142, 172 are displaced towards the respective wheels 112, 114, 116, and 118. Upon de-pressurization of the pneumatic cylinder 200, the spring (not shown) is configured to retract the piston 208 inwards such that the brake shoes 142, 172 are displaced away from the respective wheels 112, 114, 116, and 118.
FIG. 6 illustrates a front perspective view of the first brake assembly 122. In an exemplary embodiment, during braking the piston 208 is in extended position. The crossover lever 198 actuates the push rod 196 to push the proximal end 130 of the live lever assembly 128 towards the associated wheel 112. Subsequently, the hanger lever 160 is configured to trigger the slack adjuster 174 such that the distal end 132 of the live lever assembly 128 and the dead lever assembly 126 are moved towards the respective wheels 112, and 116. The first brake assembly 122 further includes a stabilizer bar 224 slidingly coupled between the live lever assembly 128 and the dead lever assembly 126. The stabilizer bar 224 is configured to allow a motion of the live lever assembly 128 and the dead lever 126 along a third plane E-F-F′-E′. Therefore, the first brake shoe 142 and the second brake shoe 172 may engage the third wheel 116 and the first wheel 112 respectively. It will be apparent to one skilled in the art that after a few cycles of operation, the brake shoes 142, and 172 may partially wear. The slack adjuster 174 is configured to maintain a clearance between the wheels 112, 116 and the brake shoes 142, 172 by adjusting a distance D between the distal end 132 of the live lever assembly 128 and the dead lever assembly 126. Hence, an extent of braking remains substantially similar even after partial wear of the brake shoes 142, and 172.
In the preceding embodiment an operation of the first brake assembly 122 with respect to the first wheel 112 and the third wheel 116 is disclosed. It is to be noted that an operation of the second brake assembly 124 with respect to the second wheel 114 and the fourth wheel 118 is substantially similar to the operation of the first brake assembly 122 with respect to the first wheel 112 and the third wheel 116. Further, it will be acknowledged by a person ordinarily skilled in the art that the operating principle of the third brake assembly 216 and the fourth brake assembly is similar to that of the first and the second brake assemblies 122, and 124 as discussed in the foregoing disclosure.
According to an embodiment of the present disclosure, a method of disposing the slack adjuster 174 in the first brake assembly 122 is disclosed herein. The method includes arranging the first dead lever 134 spaced apart from the second dead lever 136. The method includes arranging the first live lever 144 spaced apart from the second live lever 146. The method includes disposing the slack adjuster 174 between the dead levers 134, 136 and the live levers 144, 146. The method includes pivotally coupling the hanger lever 160 between the first live lever 144 and the second live lever 146. The method includes attaching the trigger rod 190 to the hanger lever 160. The method further includes coupling the connecting terminal 188 on the slack adjuster 174 to the trigger rod 190.
In an embodiment, the method further includes disposing the second bracket 154 between the live levers 144, 146. The method further includes disposing the hanger lever 160 in the opening 156 of the second bracket 154. The method further includes attaching the hanger lever 160 to the second bracket 154 via the pin 167 and the locking bolt 166.
From the foregoing it will be appreciated that, although specific embodiments have been described herein for purposes of illustration, various modifications or variations may be made without deviating from the spirit or scope of inventive features claimed herein. Other embodiments will be apparent to those skilled in the art from consideration of the specification and figures and practice of the arrangements disclosed herein. It is intended that the specification and disclosed examples be considered as exemplary only, with a true inventive scope and spirit being indicated by the following claims and their equivalents.

Claims

What is claimed is:

1. A brake assembly for a railway truck, the railway truck including a frame, the brake assembly comprising:

a live lever assembly including a pair of spaced apart live levers;

a dead lever assembly;

a slack adjuster disposed between the live lever assembly and the dead lever assembly;

a hanger lever disposed between the pair of live levers, the hanger lever pivotally coupled to the live levers;

a connecting terminal disposed on the slack adjuster, wherein the connecting terminal coupled to the hanger lever via a trigger rod;

a first brake shoe attached to the hanger lever; and

a second brake shoe attached to the dead lever assembly.

2. The brake assembly of claim 1 further comprising a bracket rigidly coupled to the frame, the bracket disposed between the pair of live levers, the bracket including:

an opening; and

a pair of holes supporting the hanger lever in the opening of the bracket.

3. The brake assembly of claim 1, wherein the first and the second brake shoe is coupled to the hanger lever and the dead lever assembly via a first brake head and a second brake head respectively.

4. The brake assembly of claim 1, wherein the live lever assembly and the dead lever assembly include a proximal end and a distal end and wherein the slack adjuster is pivotally coupled to the distal ends of the live lever assembly and the dead lever assembly.

5. The brake assembly of claim 4 further comprising an actuation system, the actuation system comprising:

a pneumatic cylinder rigidly attached to the frame;

a crossover lever operatively connected to the pneumatic cylinder, the crossover lever pivotally coupled to the frame and the push rod; and

a push rod coupled to the proximal end of the live lever assembly and the crossover lever.

6. The brake assembly of claim 4, wherein the dead lever assembly comprising a pair of spaced apart dead levers and wherein the proximal end of the dead lever assembly is attached to the frame.

7. The brake assembly of claim 6, wherein the slack adjuster is coupled between the pair of live levers and the pair of dead levers.

8. A brake assembly for a railway truck, the railway truck including a frame, the brake assembly comprising:

a live lever assembly including a pair of spaced apart live levers;

a bracket rigidly coupled to the frame;

a slack adjuster disposed between the live lever assembly and the bracket;

a connecting terminal disposed on the slack adjuster, wherein the connecting terminal coupled to the hanger lever via a trigger rod; and

a brake shoe attached to the hanger lever.

9. The brake assembly of claim 8 engages a wheel of the railway truck.

10. The brake assembly of claim 8 further including a bracket rigidly coupled to the frame, the bracket disposed between the pair of live levers, the bracket comprising:

an opening; and

a pair of holes supporting the hanger lever in the opening of the bracket.

11. The brake assembly of claim 8, wherein the brake shoe is coupled to the hanger lever via a brake head.

12. The brake assembly of claim 8, wherein the live lever assembly includes a proximal end and a distal end and wherein the slack adjuster is pivotally coupled to the distal end of the live lever assembly and the bracket.

13. The brake assembly of claim 12 further comprising an actuation system, the actuation system comprising:

a pneumatic cylinder rigidly attached to the frame;

14. A method of providing a brake assembly in a railway truck, the method comprising:

arranging a pair of spaced apart dead levers;

arranging a pair of spaced apart live levers;

disposing the slack adjuster between the dead levers and the live levers;

pivotally coupling a hanger lever between the live levers;

attaching a trigger rod to the hanger lever; and

coupling a connecting terminal on a slack adjuster to the trigger rod.

15. The method of claim 14 further comprising disposing a bracket between the live levers.

16. The method of claim 14 further comprising disposing the hanger lever in an opening of the bracket.

17. The method of claim 16 further comprising attaching the hanger lever to the bracket via a locking bolt and a pin.