CA2381100C - Vehicle brake status indicating apparatus - Google Patents
Vehicle brake status indicating apparatus Download PDFInfo
- Publication number
- CA2381100C CA2381100C CA002381100A CA2381100A CA2381100C CA 2381100 C CA2381100 C CA 2381100C CA 002381100 A CA002381100 A CA 002381100A CA 2381100 A CA2381100 A CA 2381100A CA 2381100 C CA2381100 C CA 2381100C
- Authority
- CA
- Canada
- Prior art keywords
- switch
- state
- actuator
- brake shoes
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 230000008859 change Effects 0.000 claims description 2
- 230000006872 improvement Effects 0.000 claims description 2
- 230000007246 mechanism Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 208000002925 dental caries Diseases 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Landscapes
- Braking Arrangements (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
In a vehicle braking system having a slack adjuster (1) with an actuator (7) and an electrically operable car control unit (40) an electrical switch (26) is responsive the position of the actuator (7) and is coupled to the car control unit (40) to provide an indication of the condition of the vehicle brake shoes, i.e. whether or not the brake shoes are disengaged from the vehicle wheels.
Description
VEHICLE BRAKE STATUS INDICATING APPARATUS
Field of the Invention The invention relates to the detection and indication of the condition of the brakes, e.g. whether the brakes are applied or fully released, of a vehicle having a brake slack adjuster.
Backp-round of the Invention In the railway car field, there is increasing use of a car control unit (CCU) at each car in a train of cars for controlling the braking of cars. The CCU is electrically connected to a Head End Unit (HEU) in the locomotive for control and indicating purposes.
See, for example, U.S. Patents Nos. 5,335,974 and 5,503,467.
Normally, the brakes are applied by an air operated piston and cylinder assembly which is connected to the brakes by a series of levers and beams. Brake rigging ratios to increase braking force, along with the 5/8" allowable wear of eight shoes, will produce major rigging component displacement problems and excessive piston stroke. It is, therefore, necessary to include a brake slack adjuster in the mechanism or "rigging"
which interconnects the piston and cylinder assembly with the brake shoes. See, for example, U.S.
Patents Nos. 3,850,269; 4,312,428 and 3,283,861. Normally, the pressure of the air in the piston and cylinder assembly is an indication of whether the brakes are applied or released.
However, such air pressure, e.g. when it is relatively low or zero, does not necessarily indicate that the brake shoes have become disengaged from the car wheels because there may be a fault in the brake shoe driving mechanism which, even though the air pressure in the piston and cylinder assembly is low or zero, will not permit the brake shoes to move away from the wheels. In the event of such a fault, the brake shoes and the wheels which they engage will overheat when the car is put in motion. Accordingly, an indication at the Head SUBST6~~ ~ E ONVE-EET (RULE 26) End Unit (HEU) that the bar brakes have been released, which is based on the air pressure in the piston and cylinder assembly, is not always reliable.
When the brake rigging includes a brake slack adjuster, it is disposed intermediate the brake force generator, i.e. the piston and cylinder assembly, and the brake beams which support and move the brake shoes. The trigger or actuator return spring of a brake slack adjuster usually has a size and strength sufficient to return the levers, etc., of the brake rigging to the full release position provided that there are no extraneous forces which prevent full release. In other words, the position of the actuator or trigger is a direct, rather than an indirect, indication of brake shoe disengagement from the car wheels.
Summary of the Invention In accordance with the preferred einbodiment of the invention, an electrical switch is mounted so that it is operated by the slack adjuster actuator or trigger, and therefore, the electrical condition of the switch indicates whether or not the brake shoes have become disengaged from the associated wheels. The switch is connected to the CCU and hence, the HEU, in the conventional manner, e.g. the same manner as other electrical devices on a car for indicating conditions at the car, such as the piston and cylinder air pressure indicator, so that an indicator at the HEU, e.g. a light source, or other electronic indicator, will indicate the condition of the brake shoes on the car.
In the preferred embodiment, the electrical switch is a normally open switch so that in the event of a failure of the brake shoes to assume their brake release positions, a failure of the switch or a failure of the medium, e.g. wires which interconnects the switch with the CCU, the indicator at the HEU will not indicate that the brake shoes are in their released positions.
S U B S T ~ 7 -~~~ 3"M F~~ T- ~ R ~L '~~ 26-Preferably, the slack adjuster interconnects a pair of the brake shoe beams, each of which caries a pair of brake shoes with each shoe being engageable with different car wheels so that if any one of the brake shoes has not fully released, the electrical switch will not be operated.
In accordance with a further embodiment of the invention, there is provided in a vehicle braking system for a vehicle having wheels and having brake shoes engageable with said wheels in which the brake shoes are interconnected with means for applying forces to the brake shoes by brake rigging comprising a slack adjuster with an actuator, said slack adjuster and the position of said actuator being responsive to the position of said brake shoes, the improvement comprising an electrical switch having a first state and a second state, and wherein the actuator is movable to change a state of the switch from the first state to the second state and from the second state to the first state wherein, when the switch is in the first state, the switch is engaged with said actuator and at least one of the brake shoes are disengaged from a wheel, and wherein, when the switch is in the second state, the switch is not engaged with the actuator and the at least one of the brake shoes are not disengaged from the wheel.
Brief Description of the Drawings Fig. 1 is a fragmentary, partly schematic elevation view of a brake slack adjuster in combination with the apparatus of the invention; and Fig. 2 is an enlarged, partly schematic, plan view of a portion of the apparatus shown in Fig. 1.
Field of the Invention The invention relates to the detection and indication of the condition of the brakes, e.g. whether the brakes are applied or fully released, of a vehicle having a brake slack adjuster.
Backp-round of the Invention In the railway car field, there is increasing use of a car control unit (CCU) at each car in a train of cars for controlling the braking of cars. The CCU is electrically connected to a Head End Unit (HEU) in the locomotive for control and indicating purposes.
See, for example, U.S. Patents Nos. 5,335,974 and 5,503,467.
Normally, the brakes are applied by an air operated piston and cylinder assembly which is connected to the brakes by a series of levers and beams. Brake rigging ratios to increase braking force, along with the 5/8" allowable wear of eight shoes, will produce major rigging component displacement problems and excessive piston stroke. It is, therefore, necessary to include a brake slack adjuster in the mechanism or "rigging"
which interconnects the piston and cylinder assembly with the brake shoes. See, for example, U.S.
Patents Nos. 3,850,269; 4,312,428 and 3,283,861. Normally, the pressure of the air in the piston and cylinder assembly is an indication of whether the brakes are applied or released.
However, such air pressure, e.g. when it is relatively low or zero, does not necessarily indicate that the brake shoes have become disengaged from the car wheels because there may be a fault in the brake shoe driving mechanism which, even though the air pressure in the piston and cylinder assembly is low or zero, will not permit the brake shoes to move away from the wheels. In the event of such a fault, the brake shoes and the wheels which they engage will overheat when the car is put in motion. Accordingly, an indication at the Head SUBST6~~ ~ E ONVE-EET (RULE 26) End Unit (HEU) that the bar brakes have been released, which is based on the air pressure in the piston and cylinder assembly, is not always reliable.
When the brake rigging includes a brake slack adjuster, it is disposed intermediate the brake force generator, i.e. the piston and cylinder assembly, and the brake beams which support and move the brake shoes. The trigger or actuator return spring of a brake slack adjuster usually has a size and strength sufficient to return the levers, etc., of the brake rigging to the full release position provided that there are no extraneous forces which prevent full release. In other words, the position of the actuator or trigger is a direct, rather than an indirect, indication of brake shoe disengagement from the car wheels.
Summary of the Invention In accordance with the preferred einbodiment of the invention, an electrical switch is mounted so that it is operated by the slack adjuster actuator or trigger, and therefore, the electrical condition of the switch indicates whether or not the brake shoes have become disengaged from the associated wheels. The switch is connected to the CCU and hence, the HEU, in the conventional manner, e.g. the same manner as other electrical devices on a car for indicating conditions at the car, such as the piston and cylinder air pressure indicator, so that an indicator at the HEU, e.g. a light source, or other electronic indicator, will indicate the condition of the brake shoes on the car.
In the preferred embodiment, the electrical switch is a normally open switch so that in the event of a failure of the brake shoes to assume their brake release positions, a failure of the switch or a failure of the medium, e.g. wires which interconnects the switch with the CCU, the indicator at the HEU will not indicate that the brake shoes are in their released positions.
S U B S T ~ 7 -~~~ 3"M F~~ T- ~ R ~L '~~ 26-Preferably, the slack adjuster interconnects a pair of the brake shoe beams, each of which caries a pair of brake shoes with each shoe being engageable with different car wheels so that if any one of the brake shoes has not fully released, the electrical switch will not be operated.
In accordance with a further embodiment of the invention, there is provided in a vehicle braking system for a vehicle having wheels and having brake shoes engageable with said wheels in which the brake shoes are interconnected with means for applying forces to the brake shoes by brake rigging comprising a slack adjuster with an actuator, said slack adjuster and the position of said actuator being responsive to the position of said brake shoes, the improvement comprising an electrical switch having a first state and a second state, and wherein the actuator is movable to change a state of the switch from the first state to the second state and from the second state to the first state wherein, when the switch is in the first state, the switch is engaged with said actuator and at least one of the brake shoes are disengaged from a wheel, and wherein, when the switch is in the second state, the switch is not engaged with the actuator and the at least one of the brake shoes are not disengaged from the wheel.
Brief Description of the Drawings Fig. 1 is a fragmentary, partly schematic elevation view of a brake slack adjuster in combination with the apparatus of the invention; and Fig. 2 is an enlarged, partly schematic, plan view of a portion of the apparatus shown in Fig. 1.
Detailed Description of Preferred Embodiments The invention will be described in connection with a brake slack adjuster of the type described in detail in U.S.
Patent No. 3,850,269, and connected to the brake rigging as illustrated in U.S. Patent No. 4,312,428. However, it will be apparent to those skilled in the art that the principles and apparatus of the invention can be used with other types of slack adjusters and with other connections of a slack adjuster the brake rigging.
In Fig. 1, the slack adjuster 1 has a housing 2 which receives the mechanisms for adjusting the length of the slack adjuster 1, such as the mechanisms disclosed in said Patent No. 3,850,269. A non-circular rod 3 extends from one end of the housing 2 and is connected to the jaw 4.
A tube 5 extends from the opposite end of the housing 2 and is connected to a jaw 6.
3a A trigger or actuator 7 is mounted on the housing 2 and is movable in the lengthwise direction of the housing 2. The trigger 7 is pivotably coupled to one end of a camming bar 8 which also is movable in the lengthwise direction of the housing 2. The opposite end of the camming bar 8 is secured to a rod guide 9 (Fig. 2) which slidably engages the guide rods 10 and 11.
The guide rods 10 and 11 are encircled by compression springs 12 and 13, respectively, and the rods 10 and 11 are secured at end to a meinber 14 in fixed relation to the housing 2. Thus, when the trigger 7 moves to the left, as viewed in Fig. 1, the bar 8 moves to the left causing the guide 9 to slide along the rods 10 and 11 and to the left and compressing the springs 12 and 13.
A pair of headless bolts 15 and 16 are threaded into the rod guide 9 and locked by nuts 17 and 18. The bolts 15 and 16 are encircled by compression springs 19 and 20. A plate 21 is slidably mounted on the bolts 15 and 16 and is held thereon by pins 22 and 23. A cover 24 having an end wa1125 has a switch 26 mounted thereon in any conventional manner, e.g.
by screws 27 and 28. The switch 26 can be a normally open, single pole electrical switch having an operating member, such as a depressible actuating button 29.
Although the bolts 15 and 16, springs 19 and 20, plate 21, etc., can be omitted with the switch button directly engaging the rod guide 9 provided that the button has sufficient travel when depressed, the bolts 15 and 16, springs 19 and 20, plate 21, etc., act as overtravel means and are preferred to avoid damage to the switch 26 in the event of overtravel of the bar 8, and hence, the rod guide 9. Thus, the overtravel means permits the trigger 7 to move a greater distance than the button 29 without damage to the switch 26.
In a typical installation of a slack adjuster such as the slack adjuster 1, e.g. the installation illustrated in U.S. Patent No. 4,312,428, the jaw 4 is pivotally connected to a SU BS i ~~~~~ ~~~~~~ ~ (tu, U L E 2 6) lever 30 which transmits braking force from a bral:e air cylinder to a brake beam (not shown) which carries brake shoes which are engageable with wheels of a railway car truck.
Similarly, the jaw 6 is pivotally connected to a lever 31 which transmits braking force to a brake beam which caries other brake shoes which are engageable with other wheels of the truck.
The trigger 7 is coupled to a control arm 32 comprising a threaded rod 33 secured to a yoke 34 which is pivotally connected to an actuating lever 35. A threaded adjusting nut 36 on the rod 32 engages the trigger 7 and is loclced by a lock nut 37.
The operation of the braking apparatus and the slack adjuster 1 is described in detail in said Patents Nos. 3,850,269 and 4,312,428, and need not be repeated herein. However, it will be observed that the position of the actuating lever 35, and hence, the trigger 7, is dependent upon the positions of the brake beams carrying the brake shoes. Therefore, if, for some reason, brake shoes do not disengage from the truck wheels when the brake cylinder air pressure is released, the trigger 7 and the camming bar 8 will not return to the positions shown in Fig. 2 in which the plate 21 engages the switch button 29 and closes the switch 26.
If the brake shoes disengage properly from the truck wheels when the bralce cylinder air pressure is released, the springs 12 and 13 return the camming bar 8 and the plate 21 to positions in mrhich the button 29 is depressed and the switch 26 is closed.
Closure of the switch 26, wl-uch is connected by wires 38 and 39 to the known car control unit (CCU) 40 causes the CCU to transmit a signal to the head end tuiit in a known manmer, such as by way of wires 41 and 42, whicll provides an indication that the brake shoes of the truck on which the slack adjuster 1 is mounted have disengaged from the respective wheels.
For example, the signal from the CCU can control the operation of a light, a visual image on a cathode ray tube, a light emitting diode display, a liquid crystal display or a recorder.
The signal can also include truck identifying data so that the location of the brake problem is identified.
In one of its simplest embodiments, a light would remain on in the locomotive cab until signals have been received from the CCU's of all cars that the truck brake shoes have become disengaged from their respective wheels.
Although a normally open switch 26 is preferred for the reasons set forth hereinbefore, a normally closed switch 26 can be used in connection with the CCU to provide information relating to the status of brake shoes on a truck of a railway car.
Also, it will be apparent to those skilled in the art from the foregoing description of the invention that other types of slack adjusters can be used and that the slack adjuster described on other types of slack adjusters can be differently installed in the brake rigging.
However, it is desirable that the switch which controls the CCU be located so that it provides a direct indication of the disengagement of the brake shoes from the wheels, as in the embodiment described, rather than an indirect indication of the status of the brake shoes, as in the prior art.
In the preferred embodiment of the invention, the switch 26 is coupled to the trigger or actuator 7 as described, but it will be apparent to those skilled in the art that the switch may be coupled to the actuator 7 by any part which moves with the actuator 7.
Also, operation of the switch 26 by coupling it to the actuator 7 has the advantage that one switch can be employed to indicate the status of a plurality of brake shoes and the advantage that the relative positions of the actuator 7 and the switch 26 is a measure of the separation of the brake shoes from the wheels whereas location of the switch 26 elsewhere can provide a false indication of the brake shoe status.
SUBSTITUTE ~~Er,-1 (RULE 26) Although preferred embodiments of the present invention have been desc:ribed and illustrated, it will be apparent to those skilled in the art that various modifications may be made without departing from the principles of the invention.
6a
Patent No. 3,850,269, and connected to the brake rigging as illustrated in U.S. Patent No. 4,312,428. However, it will be apparent to those skilled in the art that the principles and apparatus of the invention can be used with other types of slack adjusters and with other connections of a slack adjuster the brake rigging.
In Fig. 1, the slack adjuster 1 has a housing 2 which receives the mechanisms for adjusting the length of the slack adjuster 1, such as the mechanisms disclosed in said Patent No. 3,850,269. A non-circular rod 3 extends from one end of the housing 2 and is connected to the jaw 4.
A tube 5 extends from the opposite end of the housing 2 and is connected to a jaw 6.
3a A trigger or actuator 7 is mounted on the housing 2 and is movable in the lengthwise direction of the housing 2. The trigger 7 is pivotably coupled to one end of a camming bar 8 which also is movable in the lengthwise direction of the housing 2. The opposite end of the camming bar 8 is secured to a rod guide 9 (Fig. 2) which slidably engages the guide rods 10 and 11.
The guide rods 10 and 11 are encircled by compression springs 12 and 13, respectively, and the rods 10 and 11 are secured at end to a meinber 14 in fixed relation to the housing 2. Thus, when the trigger 7 moves to the left, as viewed in Fig. 1, the bar 8 moves to the left causing the guide 9 to slide along the rods 10 and 11 and to the left and compressing the springs 12 and 13.
A pair of headless bolts 15 and 16 are threaded into the rod guide 9 and locked by nuts 17 and 18. The bolts 15 and 16 are encircled by compression springs 19 and 20. A plate 21 is slidably mounted on the bolts 15 and 16 and is held thereon by pins 22 and 23. A cover 24 having an end wa1125 has a switch 26 mounted thereon in any conventional manner, e.g.
by screws 27 and 28. The switch 26 can be a normally open, single pole electrical switch having an operating member, such as a depressible actuating button 29.
Although the bolts 15 and 16, springs 19 and 20, plate 21, etc., can be omitted with the switch button directly engaging the rod guide 9 provided that the button has sufficient travel when depressed, the bolts 15 and 16, springs 19 and 20, plate 21, etc., act as overtravel means and are preferred to avoid damage to the switch 26 in the event of overtravel of the bar 8, and hence, the rod guide 9. Thus, the overtravel means permits the trigger 7 to move a greater distance than the button 29 without damage to the switch 26.
In a typical installation of a slack adjuster such as the slack adjuster 1, e.g. the installation illustrated in U.S. Patent No. 4,312,428, the jaw 4 is pivotally connected to a SU BS i ~~~~~ ~~~~~~ ~ (tu, U L E 2 6) lever 30 which transmits braking force from a bral:e air cylinder to a brake beam (not shown) which carries brake shoes which are engageable with wheels of a railway car truck.
Similarly, the jaw 6 is pivotally connected to a lever 31 which transmits braking force to a brake beam which caries other brake shoes which are engageable with other wheels of the truck.
The trigger 7 is coupled to a control arm 32 comprising a threaded rod 33 secured to a yoke 34 which is pivotally connected to an actuating lever 35. A threaded adjusting nut 36 on the rod 32 engages the trigger 7 and is loclced by a lock nut 37.
The operation of the braking apparatus and the slack adjuster 1 is described in detail in said Patents Nos. 3,850,269 and 4,312,428, and need not be repeated herein. However, it will be observed that the position of the actuating lever 35, and hence, the trigger 7, is dependent upon the positions of the brake beams carrying the brake shoes. Therefore, if, for some reason, brake shoes do not disengage from the truck wheels when the brake cylinder air pressure is released, the trigger 7 and the camming bar 8 will not return to the positions shown in Fig. 2 in which the plate 21 engages the switch button 29 and closes the switch 26.
If the brake shoes disengage properly from the truck wheels when the bralce cylinder air pressure is released, the springs 12 and 13 return the camming bar 8 and the plate 21 to positions in mrhich the button 29 is depressed and the switch 26 is closed.
Closure of the switch 26, wl-uch is connected by wires 38 and 39 to the known car control unit (CCU) 40 causes the CCU to transmit a signal to the head end tuiit in a known manmer, such as by way of wires 41 and 42, whicll provides an indication that the brake shoes of the truck on which the slack adjuster 1 is mounted have disengaged from the respective wheels.
For example, the signal from the CCU can control the operation of a light, a visual image on a cathode ray tube, a light emitting diode display, a liquid crystal display or a recorder.
The signal can also include truck identifying data so that the location of the brake problem is identified.
In one of its simplest embodiments, a light would remain on in the locomotive cab until signals have been received from the CCU's of all cars that the truck brake shoes have become disengaged from their respective wheels.
Although a normally open switch 26 is preferred for the reasons set forth hereinbefore, a normally closed switch 26 can be used in connection with the CCU to provide information relating to the status of brake shoes on a truck of a railway car.
Also, it will be apparent to those skilled in the art from the foregoing description of the invention that other types of slack adjusters can be used and that the slack adjuster described on other types of slack adjusters can be differently installed in the brake rigging.
However, it is desirable that the switch which controls the CCU be located so that it provides a direct indication of the disengagement of the brake shoes from the wheels, as in the embodiment described, rather than an indirect indication of the status of the brake shoes, as in the prior art.
In the preferred embodiment of the invention, the switch 26 is coupled to the trigger or actuator 7 as described, but it will be apparent to those skilled in the art that the switch may be coupled to the actuator 7 by any part which moves with the actuator 7.
Also, operation of the switch 26 by coupling it to the actuator 7 has the advantage that one switch can be employed to indicate the status of a plurality of brake shoes and the advantage that the relative positions of the actuator 7 and the switch 26 is a measure of the separation of the brake shoes from the wheels whereas location of the switch 26 elsewhere can provide a false indication of the brake shoe status.
SUBSTITUTE ~~Er,-1 (RULE 26) Although preferred embodiments of the present invention have been desc:ribed and illustrated, it will be apparent to those skilled in the art that various modifications may be made without departing from the principles of the invention.
6a
Claims (6)
1. In a vehicle braking system for a vehicle having wheels and having brake shoes engageable with said wheels in which the brake shoes are interconnected with means for applying forces to the brake shoes by brake rigging comprising a slack adjuster with an actuator, said slack adjuster and the position of said actuator being responsive to the position of said brake shoes, the improvement comprising an electrical switch having a first state and a second state, and wherein the actuator is movable to change a state of the switch from the first state to the second state and from the second state to the first state wherein, when the switch is in the first state, the switch is engaged with said actuator and at least one of the brake shoes are disengaged from a wheel, and wherein, when the switch is in the second state, the switch is not engaged with the actuator and the at least one of the brake shoes are not disengaged from the wheel.
2. Braking system as set forth in claim 1 further comprising an indicator coupled to said switch for indicating whether said at least one of the brake shoes are disengaged or not disengaged from the wheel.
3. Braking system as set forth in claim 2 further comprising a car control unit coupled to said switch for providing an electrical signal responsive to said switch and wherein said indicator is coupled to said car control unit and responsive to said signal.
4. Braking system as set forth in claim 3 wherein said switch is open in the second state and closed in the first state.
5. Braking system as set forth in claim 2 wherein said switch has an operating member which is movable a predetermined distance and for engaging the switch with said actuator in the first state by overtravel means engageable with said operating member, wherein the overtravel means permits said actuator to move a distance greater than said predetermined distance without damage to said switch.
6. Braking system as set forth in claim 5 wherein said overtravel means comprises spring means acting between said actuator and said operating member.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/US2000/018548 WO2002002962A1 (en) | 1999-02-05 | 2000-06-30 | Vehicle brake status indicating apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2381100A1 CA2381100A1 (en) | 2002-01-10 |
| CA2381100C true CA2381100C (en) | 2010-01-12 |
Family
ID=21741566
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002381100A Expired - Fee Related CA2381100C (en) | 2000-06-30 | 2000-06-30 | Vehicle brake status indicating apparatus |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU757583B2 (en) |
| CA (1) | CA2381100C (en) |
| MX (1) | MXPA02001739A (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3691982A (en) * | 1971-04-21 | 1972-09-19 | Vaughn T Hawthorne | Railroad car air brake failure indicator |
| US3850269A (en) * | 1973-06-18 | 1974-11-26 | Ellcon Nat | Slack adjuster |
| US4800991A (en) * | 1985-08-19 | 1989-01-31 | Miller Nicholas A | Brake maintenance monitor |
-
2000
- 2000-06-30 AU AU60752/00A patent/AU757583B2/en not_active Ceased
- 2000-06-30 MX MXPA02001739A patent/MXPA02001739A/en active IP Right Grant
- 2000-06-30 CA CA002381100A patent/CA2381100C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| AU6075200A (en) | 2002-01-14 |
| MXPA02001739A (en) | 2004-02-26 |
| CA2381100A1 (en) | 2002-01-10 |
| AU757583B2 (en) | 2003-02-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4800991A (en) | Brake maintenance monitor | |
| US5285190A (en) | Automatic slack adjuster with operation and adjustment monitor | |
| US5572187A (en) | Air brake monitoring and safety system | |
| US5558410A (en) | Railway braking apparatus | |
| US5207299A (en) | Brake slack adjuster with electronic control and distance sensors | |
| CA1323847C (en) | Stroke indicator for air operated diaphragm spring brakes | |
| CA2210182A1 (en) | System for monitoring brake status on a rail car | |
| FI3717323T3 (en) | Disc brake having a condition monitoring arrangement and method for monitoring the condition of such a disc brake | |
| AU2004232793B2 (en) | Method of monitoring the power spring of a spring brake actuator | |
| US6474451B1 (en) | Side tension brake condition sensor | |
| US6112860A (en) | Vehicle brake status indicating apparatus | |
| US11794712B2 (en) | Detection device and method | |
| MX2013008776A (en) | Railroad handbrake chain tension condition sensing device and method. | |
| CA2310476A1 (en) | Brake s-cam positioning sensor system | |
| CA2381100C (en) | Vehicle brake status indicating apparatus | |
| US20070084676A1 (en) | Railway freight car hand brake sensor | |
| ZA200201438B (en) | Vehicle brake status indicating apparatus. | |
| EP0217589A2 (en) | Rail car brake apparatus | |
| US5649469A (en) | Stroke indicator for an air-operated combination diaphragm spring brake | |
| CN116568578A (en) | tread brake components | |
| ES2138852T3 (en) | BRAKE ACTUATION DEVICE FOR VEHICLES ON RAILS. | |
| US7011190B2 (en) | Hand brake assembly for an ankle motion III truck bogie | |
| CA2249808C (en) | Cable operated piston travel indicator | |
| US2852757A (en) | Brake assembly including a warning device | |
| US4049088A (en) | Parking brake arrangement for a rail vehicle brake |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20190702 |