1071results about "Rail brake actuation" patented technology

A positive active material according to one embodiment of the present invention includes an internal bulk part and an external bulk part surrounding the internal bulk part and has a continuous concentration gradient of the metal composition from an interface between the internal bulk part and the external bulk part to the surface of the active material. The provided positive active material in which the metal composition is distributed in a continuous concentration gradient has excellent electrochemical characteristics such as a cycle life, capacity, and thermal stability.

Wheel chock restraint system comprising a wheel chock, a supporting element mounted on the ground in vicinity of a loading dock and a wheel chock support assembly connected by one end to the wheel chock and by another end in vicinity of the loading dock. A base portion of the chock is provided with first engagement elements and the supporting elements are provide with corresponding second engagement elements. The first engagement elements are adapted to cooperate with the second engagement elements, thus creating a retention force directed away from the loading dock and preventing the chock from sliding away from the wheel of a vehicle making an attempt to depart prematurely from the loading dock. Wheel chock support assembly is adapted to ensure a secure positioning of the chock under the wheel of the vehicle during loading and unloading operation by creating an engagement force directed towards the loading dock and pressing the chock against the wheel. The first engagement elements comprise a plurality of teeth extending downwardly from the base portion of the chock under a predetermined angle and the second engagement elements are a plurality of stoppers extending upwardly from the supporting element.

A system for monitoring operation of a railcar having one or more sensing units, mounted on the railcar, for monitoring operating parameters and or conditions of the railcar, and a communication management unit, in wireless communication with the sensing units, wherein the system can make a determination of an alarm condition based on data collected the sensing units. A temperature sensor device for use in such a system is also provided.

An interface adaptor is provided between the locomotive MU cable and the ECP trainline permitting ECP data from the lead locomotive to be transmitted via the MU cable on trailing locomotives to a train of ECP cars. On the lead locomotive, the HEU Echelon interface is on a suitable line in the MU cable instead of the separate ECP trainline such the trailing locomotives do not require a separate ECP trainline. The adapter generally employs two transceivers configured as back-to-back repeaters to bridge ECP data between the locomotive MU cable and the ECP trainline. A DC--DC converter can be used to provide the ECP trainline voltage, either as 230 VDC or as a lower voltage. In lower voltage systems the converter may be replaced by a voltage regulator, or may be eliminated. In any case, an inductor is employed on the output to provide a high impedance to the overlay transceiver.

A railway car brake system comprising a control device engageable with a predetermined portion of such railway car for compensating braking force in response to a load carried by such railway car. The control device includes a sensor mechanism engageable with a truck bolster or a movable car structure for sensing a vertical position thereof corresponding to a load carried by the railway car. There is a control valve engageable with the sensor mechanism which generates a fluid pressure signal responsive to such load. A pneumatic actuator engageable with a predetermined brake beam disposed on such truck assembly and connected to such control valve. This pneumatic actuator generates a predetermined braking force responsive to the fluid pressure signal and further responsive to the load carried by the railway car as sensed by the sensor mechanism. Such predetermined braking force may be proportionally adjusted to variations in the load carried by the railway car.

A line system (1) for fluids having volatile components, which comprises at least one fluid line (2,3,4), each having a separate inlet (10) and outlet (11), the fluid lines (2,3,4) being enclosed by a first line wall (12) and extending jointly over a section (A) of the line system (1) close-fitting to one another, but being separated from one another at least by the first line wall (12) over the entire length of the fluid lines (2,3,4). The line system (1) is implemented as a plastic hollow profile at least over the section (A) and comprises a further fluid line (8), which is enclosed by a second line wall (13), and comprises one or more line chambers (8″,8′″), which are at least partially separated from one another by support webs (7), whose totality at least essentially encloses the fluid lines (2,3,4). In addition, the first and second line walls (12,13) and the support webs (7) of the plastic hollow profile being implemented from the same polymer material. The line system (1) according to the present invention is characterized in that the further fluid line (8) is implemented as a scavenging line (8) having scavenging chambers (8″,8′″) and is connected to a scavenging device, which is implemented for flushing or suctioning the scavenging line (8) and therefore for conveying away and collecting permeates originating from the fluid lines.

The present invention is a spring based actuator with a leaf spring having a length, width and thickness and a coil spring positioned over the leaf spring. The coil spring further comprises: a first end; a second end; and at least one force generator acting on either the first end of the coil spring and the second end of the coil spring to deflect the coil spring and the leaf spring.

A wheel restraint for restraining a vehicle at a loading dock includes various features such as, a wheel chock supported by a spring loaded articulated arm with a spring that can be selectively tightened or released, a sensor that detects whether the chock is solidly against a base plate or floor, a bi-directional pivotal joint between the articulated arm and the wheel chock to ensure that the chock can sit squarely on a mating base plate, a wheel chock that meshes with a hydraulically actuated base plate, pivotal or otherwise movable backstops that prevent a wheel chock from sliding out of position, and a base plate cleaning system. The cleaning system might include a vehicle-actuated brush, fluid spray nozzles, electric heater and removable cover plates.

An automatic parking brake for a rail vehicle can lock the rail vehicle brakes in an applied position, such as by blocking the brake cylinder piston push rod from moving from an applied position to a release position. A control mechanism can be provided to remotely operate the automatic parking brake. A manual release can also be provided.

A novel compact adjustable wheel chock assembly for retainment of multi-size wheels (11) comprising of a one-piece flat rigid base plate (12) having a front-right surface (13), a front-left surface (14), a rear-right surface (15), a rear-left surface (16), a front-right wheel chock (17), mounted on the front-right surface (13) having a sideways adjustment device (19), a rear-right wheel chock (18) located on the rear-right surface (15), having a forward-backward adjustment device (20), a front-left wheel chock (21), mounted on the front-left surface (14), having a sideways adjustment device (23), a rear-left wheel chock (22) located on the rear-left surface (16), having a forward-backward adjustment device (24), an attachment hole (25) located on the front-right surface (13) and an attachment hole (26) located on the front-left surface (14) both having a mechanical device to attach the one-piece flat rigid base plate (12) to a supporting substructure surface, a tie-down strap (27) having a mechanical device to attach the tie-down strap (27) to the top of the front-right wheel chock (17) and attach opposite end of the tie-down strap (27) to the top of the rear-right wheel chock (18), a tie-down strap (28)having a mechanical device to attach the tie-down strap (28)to the top of the front-left wheel chock (21) and attach opposite end of the tie-down strap (28) to the top of the rear-left wheel chock (22).

A control method and apparatus for the electronic braking controller of train and locomotive features that such functions as automatic braking, individual braking, individual buffering and exchanging the terminal by electric key are provided, its electro-pneumatic braking controller has intelligent node to provide bus communication function to the controller, and the switch value or analog value is used for the controller.

A brake (10) having application for a linear or rotational motion device includes a housing (120) in which a first piston (140), a wedge (142) and a second piston (144) cooperate to engage a friction facing (136) through a plurality of rollers (152, 154, 156, 158). The three part piston assembly (148) allows a braking action and prevents torsional forces that are non-axial to the axis of the first piston (140) and second piston (144). The pistons (140, 144) are biased by compression springs (176) and may be actuated by a fluid.

A parking brake assembly for a railway car includes a ratchet mounted for rotation on a threaded piston rod of a brake actuator and a holding pawl engageable with the ratchet for maintaining a push rod of the parking brake assembly to apply braking force when the air pressure is lost in the brake pipe and releasing the push rod to accordingly release the braking force when the supply of air pressure in the brake pipe is restored. An operating lever and a cylinder connected thereto are provided for selectively rotating the holding pawl. Valve is provided for supplying air pressure to and evacuating it from the cylinder. Release mechanism is provided for manually releasing the braking force. The parking brake assembly is employed with either truck-mounted or carbody-mounted braking system.

An improved decoding and processing system is provided for advanced determination and display of geographic information to a called party relating to the call origination party. The improved system comprises a receiving means to receive the calling number delivery (CND) message from a local central office (CO) switch or mobile station switching center; a microcontroller storage and retrieval device containing a data base library for selectively determining the corresponding geographic information such as city and / or state by matching the area code and / or local exchange number received from the call origination party; and a readout device for displaying the city and / or state of the incoming call. Preferably, the system includes capability to automatically update the data base library of the storage and retrieval device as new area codes and / or local exchanges are subsequently assigned. Accordingly, the improved system provides the user with convenient and efficient display of geographic information related to caller identification that is capable of determining an ever-increasing number of area code and local telephone exchange numbers.

A mechanical sensor for a hand brake quick release mechanism having a housing, flexible clamp, and release shaft having a member with first and second elements. A housing member has open and closed ends. The open end is engageable with a housing outside wall at a point radially opposed to the flexible clamp. A first aperture formed through the closed end is in axial alignment with a second aperture through the housing wall and a third aperture through the flexible clamp. A first portion of the slidable member is disposed within the housing member. A second portion extends through the first aperture, and a portion of the first portion extends through the second and third apertures, engaging with the first element when the release shaft is rotated to achieve and maintain full brake release. A device is provided for urging the slidable member inwardly when the hand brake is applied.

A wheel restraint includes a wheel chock that is manually movable between a retracted position clear of a wheel of a vehicle at a loading dock and an operative position to block the path of the wheel. In the retracted position, the chock can be manually moved freely along a track that is mounted to a driveway of the dock. When the chock is manually moved from its retracted position to its operative position, a locking feature automatically restricts the movement of the chock relative to the track. When the chock is manually moved back to its retracted position, the locking feature automatically disengages. Although the wheel chock is connected to a track, most of the force exerted by the wheel against the chock is transmitted directly from the chock to the driveway.

The present invention teaches a double-acting compression actuatable slack adjuster to adjust the slack in the brake rigging of a railway vehicle which includes a pair of elongated members movable with respect to each other in a longitudinal direction. A positioning device carrying a pair of opposed abutting surfaces is threadedly engaged with a threaded portion of the elongated rod. Pair of opposite facing abutment surfaces are positioned within the hollow housing. A first urging device is positioned to urge the positioning device into a disengaged position. A second urging device overcomes the force of the first urging device and urges an abutting surface on the positioning device into engagement with an adjacent abutment surface. A first overtravel control device is provided which is activated by a trigger device. A second overtravel control device is provided to prevent jamming condition of the positioning device with one of the abutment surfaces when the elongated rod is fully extended.

An electronic sensor for a quick release mechanism in a railcar vertical hand brake having a housing equipped with a flexible clamp mounted on an inside wall, and a release shaft having a member disposed perpendicular to and about the circumference thereof. A first element is disposed on the member and interposes with the flexible clamp when the release shaft is rotated to achieve and maintain a full brake release. A second element engages a projection on a ratchet wheel when the operating shaft is rotated to disengage the first element from the flexible clamp. A sensing device is disposed in a predetermined position for detecting when the release shaft is rotated into a release position, and for communicating a signal, indicating that the hand brake is in the release position. A device for activating the sensing device when the release shaft is rotated is disposed in a predetermined position.

A device for monitoring the status of a railcar handbrake having a hand operated handle, which device has a load bearing member configured to be inserted in the linkage of a railcar handbrake system so that the force applied to the brake system passes through the load bearing member. A strain gauge mounted on the load bearing member measures the strain. The information from the strain gauge is indicative of the force applied by the handbrake to the brake and is used to determine the status of the handbrake. Means for determining motion of the railcar is also provided. In one form, if it is determined that the brake is on and the railcar is in motion, information, such as an alarm, is transmitted. A system and method of monitoring a railcar handbrake are also provided.

The invention relates to a combination cylinder including a service brake cylinder as an active service brake with at least one pressure-medium-actuated service brake piston which actuates a brake mechanism via a service brake piston rod, and a spring store brake cylinder as a passive parking brake with a spring store brake piston which is actuated by pressure medium counter to the action of at least one store spring, with the spring store brake piston transmitting the force of the at least one store spring to the service brake piston rod by a force-transmitting gearing in the parking braking situation. The invention provides for the gearing to be designed such that the movements of the spring store brake piston and of the service brake piston rod are coaxial and the force transmission ratio becomes greater with progressive stroke of the spring store brake piston.

An apparatus for a quick release mechanism in a railcar hand brake. The hand brake has a housing having a front casing with an inside wall of a predetermined size and shape, and a back plate. An operating shaft is rotatably mounted in the housing. The operating shaft includes a first end and a second end. The operating shaft further includes a ratchet wheel rotatable with the operating shaft intermediate the first and second ends thereof, and a release shaft rotatably mounted in the housing. The apparatus comprises a projection of a predetermined size and shape disposed substantially perpendicular to the ratchet wheel, and a flexible clamp of a predetermined size and shape mounted inside the housing. A member is disposed substantially perpendicular to, and about the circumference of the release shaft, having a first element disposed on the member wherein the first element interposes with the flexible clamp when the release shaft is rotated to achieve and maintain full brake release, and a second element disposed on the member and engageable with the projection when the operating shaft is rotated to disengage the first element from the flexible clamp to allow for brake application.

A brake system is provided for a straddle-type ATV. The brake system includes a brake caliper configured to mount to a gear box of the ATV and a brake disk configured to connect to a coupling member of the gear box coupled to a shaft and positioned in operative relation relative to the caliper. The brake system additionally includes a brake-actuating control mechanism in communication with the brake caliper. The brake-actuating control mechanism controls the brake caliper to provide selective frictional engagement between the brake caliper and the brake disk.

An electrically or manually operable brake drive for the brakes of a vehicle which has a gear train optionally driven by a reversible electric motor or a manual member. The brakes can be set or released by the electric motor without manual changing of the drive components permitting setting and releasing of the brakes at a location remote from the drive. For maintaining the brakes in a “set” mode, the drive includes a gradual release detent mechanism which permits rotation of the gears in the brake setting direction but opposes such rotation in the opposite direction unless a drive shaft rotatable by the motor or the manual member is rotated in the brake release direction.

A brake beam structure comprising compression and tension members having an "u" shaped cross section including two side walls and forming a housing, two end extensions having a quadrangular cross section including two side walls, a fulcrum coupled to the compression and tension members and two brake heads, in which: the ends of the compression member are placed inside the housing of the unshaped cross section of the tension member and each of the end extensions are placed inside the housing of the channel shaped cross section of the compression member, the brake beam having two fasteners passing through holes placed at the ends of the tension and compression members at each of "u" shaped cross section side walls and through holes placed at the side walls of the end extensions in order to fasten the tension member, compression member and end extensions, and in which the brake heads are welded to the ends of the tension member.

A brake (10) having application for a linear or rotational motion device includes a housing (120) in which a first piston (140), a wedge (142) and a second piston (144) cooperate to engage a friction facing (136) through a plurality of rollers (152, 154, 156, 158). The three part piston assembly (148) allows a braking action and prevents torsional forces that are non-axial to the axis of the first piston (140) and second piston (144). The pistons (140, 144) are biased by compression springs (176) and may be actuated by a fluid.

A line system (1) for fluids having volatile components, which comprises at least one fluid line (2,3,4), each having a separate inlet (10) and outlet (11), the fluid lines (2,3,4) being enclosed by a first line wall (12) and extending jointly over a section (A) of the line system (1) close-fitting to one another, but being separated from one another at least by the first line wall (12) over the entire length of the fluid lines (2,3,4). The line system (1) is implemented as a plastic hollow profile at least over the section (A) and comprises a further fluid line (8), which is enclosed by a second line wall (13), and comprises one or more line chambers (8″,8′″), which are at least partially separated from one another by support webs (7), whose totality at least essentially encloses the fluid lines (2,3,4). In addition, the first and second line walls (12,13) and the support webs (7) of the plastic hollow profile being implemented from the same polymer material. The line system (1) according to the present invention is characterized in that the further fluid line (8) is implemented as a scavenging line (8) having scavenging chambers (8″,8′″) and is connected to a scavenging device, which is implemented for flushing or suctioning the scavenging line (8) and therefore for conveying away and collecting permeates originating from the fluid lines.

A brake mechanism for activating the brake rigging of a railway car, the brake mechanism comprising a shaft having axial splines formed on one end thereof, a handle rotatably coupled to the shaft so that the handle is rotationally fixed to the shaft in a first direction and rotates relative to the shaft in an opposite second direction. A first gear is connected to the railway car brake rigging, a second gear is in operative engagement with the shaft splines, and a clutch is operatively disposed between the first gear and the second gear, the clutch having a coupler for rotationally coupling the first gear and the second gear and at least one spring operatively disposed intermediate the first gear and the second gear for biasing the coupler into engagement with the second gear. The coupler is moveable between a first position in which the first gear is rotationally coupled to the second gear, and a second position in which the first gear rotates with respect to the second gear.

A wheel restraint includes a wheel chock that is manually movable between a retracted position clear of a wheel of a vehicle at a loading dock and an operative position to block the path of the wheel. In the retracted position, the chock can be manually moved freely along a track that is mounted to a driveway of the dock. When the chock is manually moved from its retracted position to its operative position, a locking feature automatically restricts the movement of the chock relative to the track. When the chock is manually moved back to its retracted position, the locking feature automatically disengages. Although the wheel chock is connected to a track, most of the force exerted by the wheel against the chock is transmitted directly from the chock to the driveway.