Abstract:
A separator drum for a separator having a vertical rotational axis. The separator drum includes an upper drum section, a lower drum section, and a screw connection formed between the upper end lower drum sections without a locking ring. The upper drum section is screwed into the lower drum section or the lower drum section is screwed into the upper drum section.

Description:
CROSS-REFERENCE  
       [0001]     This is a divisional application claiming benefit to non-Provisional patent application Ser. No. 10/790,150, filed on Mar. 2, 2004, which claims priority to and benefit of Provisional Application Ser. No. 60/451,717, filed Mar. 5, 2003, the disclosure of both applications being incorporated by reference herein. 
     
    
     BACKGROUND  
       [0002]     The present disclosure relates generally to parking brakes for vehicles, such as trucks, locomotives, railcars, or other vehicles traveling on either roads and/or rails. In particular, the disclosure relates to a pump system for parking brakes for a rail vehicle.  
         [0003]     Current technology relating to brake systems requires a high degree of manual input force in order to apply a parking brake by forcing a brake beam to apply a brake shoe to a rail vehicle wheel. Typically, the parking brake is applied by a network of levers, chains and brackets. The high manual force required to activate the brake may put workers at risk of injury.  
         [0004]     Usually, the hand-operated brake comprises a device for manually applying a brake shoe to a wheel of a rail vehicle by turning a wheel. The handle or wheel is generally connected to the beam and shoe by gears or linkages. These linkages are the same linkages used to apply or release brakes throughout the truck or train.  
         [0005]     Examples of this type of parking brake are well known in the art. Manual apply and release forces are required because an individual rail vehicle in the “parked” or “isolated” position generally does not include its own source of air pressure, which is the normal method of activating a rail vehicle&#39;s brakes when rail vehicles are coupled together in an operational mode.  
         [0006]     Generally, braking systems initiate braking force on all wheels of a vehicle. Although this may sometimes be preferred, there is also a place for a system wherein a parking brake may be applied to only a selected number of rail vehicle wheels (fewer than all of the wheels of the vehicle) while still maintaining the vehicle in the parked position.  
         [0007]     In some prior-art parking brake systems, a lengthy lever-type handle was incorporated into a parking brake. The lever-type handle was positioned so that an operator could operate a pump that would urge the brake shoe into contact with the wheel. Not only did this pumping action require a significant amount of labor, the labor was often inefficient. This lever-type handle provided about a 60 degree productive stroke followed by a 60 degree non-productive stroke.  
         [0008]     Additionally, in most instances manual application of the parking brake requires up to 125 pounds of force in order to generate a 10-13% braking ratio, which is the generally acceptable braking ratio for a parking brake application. This application of force required a significant amount of operator strength and exertion, creating possible risks of operator injury.  
         [0009]     As such, existing brake systems often incorporated electric motors to assist in providing the proper force and torque to turn a hydraulic pump to apply or release a parking brake.  
       SUMMARY  
       [0010]     The pump system for parking brakes of the present disclosure greatly reduces the amount of force required to apply and release a parking brake. The invention&#39;s pump system calls for or requires approximately 65 pounds of wheel force in order to achieve the acceptable parking brake force, which represents almost a 50% reduction in the current wheel force required to achieve this parking brake force. Additionally, this reduction in force can be accomplished without the benefit of motors or electric means.  
         [0011]     The present disclosure relates to a pump system for parking brakes for rail vehicles. The pump system includes at least one pump, a manifold, a reservoir and an actuator or a brake cylinder fluidly connected to apply and release a rail vehicle&#39;s brakes when the pump causes fluid to flow in the system. The pump design, depending on the parking brake system design, may be configured as follows: the pump type may be linear or rotational and may be single or bi-directional; and, the displacement type may be single, dual, multiple or variable. The manifold includes circuits, paths or passages that connect the pump&#39;s apply, release or other ports with the reservoir and the actuator or brake cylinder. When the pump is operated in an apply or release direction, flow is induced in a series of apply or release paths or circuits between the reservoir and the actuator or brake cylinder thereby extending or retracting a piston to apply or release the rail vehicle&#39;s brakes. The system may have a single or multiple pressure relief valves configured to allow fluid flow, which may be through a shuttle valve for a single relief valve, into the reservoir and/or actuator. The flow through the relief valve may be when the system pressure reaches a pre-determined level, thereby limiting the input load of a pump actuator.  
         [0012]     The present disclosure also relates to a pump system for parking brakes for a rail vehicle that includes a bi-directional pump having pump apply and pump release ports and an actuator mounted to a manifold. Also included is a reservoir mounted to the manifold. The manifold connects the pump apply and pump release ports, respectively, with the reservoir. Further included is a brake cylinder having a brake apply port and a brake release port in fluid communication with the pump apply port and pump release port, respectively, and a brake piston.  
         [0013]     The present disclosure further relates to a pump system for parking brakes for a rail vehicle that includes a reservoir as a fluid source, a manual pump, a motor pump and a manifold having a plurality of valves and fluid paths internally to allow fluid flow between the pumps and the reservoir. The reservoir and pumps are mounted directly to the manifold forming an integral unit.  
         [0014]     The present disclosure also relates to a pump system for parking brakes for a rail vehicle that includes an actuator, a reservoir as a fluid source, a manual pump, a motor pump and a manifold in fluid communication with the reservoir and the actuator. Further included are a plurality of valves and fluid paths internal to the manifold to allow fluid flow among the actuator, the pumps and the reservoir. The reservoir and pumps are mounted directly to the manifold forming an integral unit.  
         [0015]     The present disclosure also relates to a pump system for parking brakes for a rail vehicle that includes an actuator, a reservoir as a fluid source, a manual pump, a motor pump and a manifold in fluid communication with the reservoir and the actuator. Further included are a plurality of valves and fluid paths internal to the manifold to allow fluid flow among the actuator, the pumps and the reservoir. The reservoir, pumps and actuator are mounted directly to the manifold forming an integral unit.  
         [0016]     The present disclosure further relates to a pump system for parking brakes for a rail vehicle that includes an actuator, a reservoir as a fluid source, at least one bi-directional pump and a manifold in fluid communication with the reservoir and the actuator. Also included are a plurality of valves and fluid paths internal to the manifold to allow fluid flow among the actuator, the at least one pump and the reservoir. The reservoir and the at least one pump are mounted directly to the manifold forming an integral unit.  
         [0017]     The pump system of the present disclosure may have one or more bi-directional pumps which may be manually and/or electrically driven.  
         [0018]     Other aspects and novel features of the present disclosure will become apparent from the following detailed description, when considered in conjunction with the accompanying drawings. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0019]      FIG. 1  is a schematic diagram of an embodiment of the pump system for parking brakes, according to the principles of the present disclosure.  
         [0020]      FIG. 2  is an exploded view of an embodiment of a pump system of  FIG. 1 .  
         [0021]      FIG. 3  is a partial cross-sectional view of one method of attachment of the reservoir to the manifold of the embodiment of  FIG. 2 .  
         [0022]      FIG. 4  is a schematic diagram of another embodiment of the pump system, according to the principles of the present disclosure.  
         [0023]      FIG. 5  is a perspective view of the embodiment of  FIG. 4  as an integral unit without the actuator, connected to a mounting.  
         [0024]      FIG. 6  is a perspective view of another embodiment of the pump system, according to the principles of the present disclosure.  
         [0025]      FIG. 7  is a schematic diagram of another embodiment of the pump system, according to the principles of the present disclosure. 
     
    
     DETAILED DESCRIPTION  
       [0026]     The embodiment of  FIG. 1  shows the parking brake or pump system  10  according to the principles of the present disclosure, which system  10  includes a pump  16  in fluid communication with a manifold  14 , which is in fluid communication with a reservoir  12 , which is the fluid source. The pump  16 , manifold  14 , and reservoir  12  may be coupled or formed as an integral unit ( FIGS. 2 and 3 ), or a monolithic unit (not shown). Using fluid supplied from the reservoir  12 , the bi-directional pump  16  can be placed in fluid communication with the manifold  14 . For instance, when the pump  16  expels fluid in an apply direction, the fluid flows out of pump apply port  15  along pump apply path  25 A to a T-fitting  25 T where the fluid is directed along the brake apply path  27 A to the cylinder apply port  36  of a brake cylinder or actuator  30 . At the same time, fluid flows along manifold apply path  29 A into the manifold at port  26 . In contrast, when the bi-directional pump  16  expels fluid in a release direction, fluid is urged out pump release port  17  along pump release path  31 R to a T-fitting  31 T, where the fluid is directed along brake release path  33 R to the cylinder release port  38  of the brake cylinder  30 . At the same time, fluid flows along manifold release path  35 R into the manifold  14  at port  28 .  
         [0027]     The brake cylinder  30  may include a brake piston  34  and a piston rod  32  that is connected to a brake beam (not shown) having brake shoes (not shown) which are applied to the train&#39;s wheels (not shown). Depending upon the connection of the brake cylinder  30 , the apply and release ports  36 ,  38  may be reversed.  
         [0028]     Pump  16  is a manually actuated bi-directional pump that may be activated or driven by a wheel  18  coupled to the pump  16 , wherein the direction of rotation of the wheel  18  selectively controls the direction and magnitude of fluid flow from and to the pump  16 . Pump  16  may also be driven by an electric motor (not shown).  
         [0029]     The manifold  14  may have an apply check valve  20  in fluid communication with the reservoir  12  and also with the apply port  26  of the manifold  14 . Additionally, the manifold  14  may have a release check valve  22  in fluid communication with the reservoir  12  and also with release port  28  of the manifold  14 . When the pump  16  expels fluid in the apply direction through apply paths  25 A and  29 A, the system pressure closes apply check valve  20  thereby preventing fluid flow from the pump  16  through the apply check valve  20  to the reservoir  12 . Concurrently, with a lower pressure on the release side (port)  17  of the pump  16 , release check valve  22  may be opened, allowing fluid flow from the reservoir  12  to the pump  16 . Conversely, when the pump  16  expels fluid in the release direction through release paths  31 R and  35 R, the system pressure closes release check valve  22  thereby preventing fluid flow through the release check valve  22  to the reservoir  12 . Concurrently, with a lower pressure on the apply side (Port  15 ) of the pump  16 , apply check valve  20  may be opened allowing fluid flow from the reservoir  12  to the pump  16 .  
         [0030]     The manifold  14  may further include a shuttle valve  24  and at least one relief valve  40 . The shuttle valve  24  operates to allow fluid communication between the pressure relief valve  40  and the apply or release port  26  or  28 , whichever has the higher pressure. The pressure relief valve  40  operates to release fluid into the reservoir  12  in the event the system pressure reaches a predetermined level, which for example, can be less or equal to 65 pounds of wheel  18  force. If the pressure does exceed a pre-determined level, the wheel  18  will require higher than the 65 pounds of force to turn. The shuttle valve  24  allows the use of one relief valve  40  for both apply and release. If two relief valves  40  are preferred, the shuttle valve  24  may be deleted. In order to allow one to monitor and view the pressure within the system, a pressure indicator  42  may be placed at or near the output of the shuttle valve  24 .  
         [0031]     The operation of a brake application can be seen when viewing  FIG. 1 . As the wheel  18  rotates in an apply direction to induce a flow from pump  16  out apply port  15 , fluid travels through apply paths  25 A and  27 A into cylinder apply port  36 , which is on the first side  37 F of brake piston  34 . As this occurs, the fluid volume on the first side  37 F of the piston  34  expands and this fluid flow urges the brake piston  34  and the brake rod  32  to move in the apply direction (to the left, as viewed in  FIG. 1 ). As the piston  34  moves in the apply direction, the fluid volume on the second side  37 S of the piston  34  therefore decreases, causing or enabling fluid to flow from cylinder release port  38 , through release paths  33 R and  31 R to the pump  16 . The reservoir  12  will supplement this fluid flow as needed through check valve  22 , and release path  35 R to release port  28  to T-fitting  31 T.  
         [0032]     Conversely, the operation of a brake release occurs when the wheel  18  is rotated in the opposite or release direction. When rotated in this release direction, the bi-directional pump  16  expels fluid in the release direction out pump release port  17 , thereby inducing fluid flow through release paths  31 R,  33 R into cylinder release port  38 , which is on the second side  37 S of brake piston  34 . As fluid is introduced into cylinder release port  38 , the brake piston  34  is biased in the release direction (to the right, as viewed on  FIG. 1 ), forcing brake rod  32  to move in a release direction. As the piston  34  moves in the release direction, the fluid volume on first side  37 F of the piston therefore decreases causing or enabling fluid to flow from cylinder apply port  36  through apply paths  27 A and  25 A to the pump  16 . The reservoir  12  will supplement this fluid flow as needed through check valve  20  and apply path  29 A to apply port  26  to T-fitting  25 T.  
         [0033]     As shown in  FIG. 2 , one preferred embodiment shows that the manifold  14 , reservoir  12  and the pump  16  may be separate structures that are connected as an integral unit and placed in fluid communication with one another and with the brake cylinder  30 . In other preferred embodiments, the pump  16 , reservoir  12  and manifold  14  can, as mentioned, be formed as a monolithic unit with most, if not all, fluid connections being internal. Also, the reservoir  12  and the pump  16  may be a monolithic unit with the reservoir  12  and the other elements integrally connected. If formed as an integral unit as shown in  FIGS. 2 and 3 , the manifold  14  may have a recess  60  formed to receive the reservoir  12 . The reservoir may be affixed into the recess  60  by any known connection means, such as bolts and washers using the reservoir openings  41 .  
         [0034]     As illustrated in  FIG. 3 , for example, the reservoir  12  may have a circumferential slot  47  which receives a flange or washer  43 . A bolt  45  may extend through the washer  43  and an o-ring seal  49  into a threaded opening  41  in the reservoir recess  60  of the manifold  14 .  
         [0035]     If formed as a monolithic unit, the pump  16 , reservoir  12  and manifold  14  may be combined by casting or molding or equivalent means to create a single unit (not shown).  
         [0036]     As shown in  FIG. 2 , the reservoir  12  may include a site glass  13  allowing one to view the fluid level within the reservoir  12 . Additionally, the reservoir  12  may include a cap  44  having a breather valve  46  which allows escape of excess fluid or movement of air across the breather valve  46 . Within the manifold recess  60 , the first check valve  20 , and the second check valve  22  may be positioned in order to selectively prevent or allow fluid flow between the reservoir  12  and the manifold  14 .  
         [0037]     The pump  16  is connected to the manifold  14  through a series of ports  15 ,  17  and piping connections along paths  25 A,  25 T,  29 A,  31 R,  31 T and  35 R. The manifold  14  may further include the shuttle valve  24  and a single pressure relief valve  40 , wherein the shuttle valve  24  operates to allow fluid flow between the pressure relief valve  40  and the apply or release port  26  or  28  (see  FIG. 1 ), whichever has the higher pressure. The pressure relief valve  40  operates to release fluid into the reservoir  12  when the system pressures reaches a predetermined value. The pump  16  is connected to the brake cylinder  30  through a series of ports  15 ,  17  and piping connections  25 A,  31 T,  27 A,  31 R,  31 T and  33 R.  
         [0038]     As shown in  FIG. 2 , mating of the pump  16  with the manifold  14  may be done using mounting plate  48 , which may have mounting plate holes  52  and lower mounting plate holes  56 . Holes  56  may be matched up with pump mounting holes  54  and holes  52  may be paired up with manifold mounting holes  50 . The pump  16 , manifold  14  and mounting plate  48  may be releasably secured to one another with washers  43  and threaded bolts  45 , either or both of which may be self-locking. The wheel  18  may be attached to the pump  16  by securedly connecting a key slot (not shown) or woodruff-type key (not shown) or similar connecting means on the backside of the wheel  18  to the shaft of the pump  62  through opening  58  on the mounting plate  48 . As shown in  FIGS. 1 and 2 , the pump  16  may have a drain port  21 P to facilitate the flow of lost fluid from drain line  21 D through the manifold  14  via manifold drain port  21 M to the reservoir  12 .  
         [0039]     In another embodiment of the present disclosure,  FIGS. 4 and 5  show a parking brake system  110 , which includes a manual pump unit  100 , motor pump unit  200 , an actuator  330  and a common sump or reservoir  312  which acts as a fluid source. Manual pump unit  100  has a pump  118  having and driven by wheel  116 . Motor pump unit  200  has a pump  218  having and driven by motor  216 . Also included is a manifold  313  (see  FIG. 5 ) in fluid communication with reservoir  312  and brake cylinder or actuator  330 . Internal to the manifold  313  is a plurality of valves and fluid paths or circuits associated with each pump unit  100 ,  200 , which paths are marked with the numerical designations  380  ranging from  380 A-H and  380 K-M, which paths allow fluid flow among the actuator  330 , pump units  100 ,  200  and the reservoir  312 . The reservoir  312 , pumps  118 ,  218  and manifold  313  may be individual devices that may be coupled by plumbing or pipes (not shown). Or, they may be formed as an integral unit or formed as a monolithic unit. If formed as an integral unit, as shown in the preferred embodiment of  FIG. 5 , the manifold  313  may have a manifold cover or plates  319  formed to receive one or more of the reservoir  312  and pumps  118 ,  218 . Alternatively, manifold  313  may have recesses (not shown) to receive one or more of the reservoir  312  and pump unit  100 ,  200 . If formed as a monolithic unit, the pumps  118 ,  218 , reservoir  312  and manifold  313  may be combined by casting or molding or other equivalent means to create a seamless single unit. In the embodiment shown, the pumps  118 ,  218  are mounted to upper plate  319 U and the reservoirs  312  are mounted between the manifold  313  and the lower plate  319 L and may be held together with long studs  338 .  
         [0040]     The system  110  is designed to operate essentially the same way regardless of whether the manual pump unit  100  or the motor pump unit  200  is in use. For convenience, in the present detailed description and in the accompanied drawings, similarly functioning elements are numbered so that the last two digits are the same. For example, pilot check valves  150  and  160  in the manual pump unit  100  fluid circuits function essentially identically to pilot check valves  250  and  260  in the motor pump unit  200  fluid circuits (see  FIG. 4 ).  
         [0041]     Using fluid supplied by reservoir  312 , the system  110  can be charged, placing the pump units  100 ,  200  and the actuator  330  in fluid communication with the manifold  313 . The plurality of valves in the manifold  313  may include one or more of the following: pilot check valves  150 ,  160 ,  250 ,  260 ; release check valves  122 ,  222 ; apply check valves  120 ,  220 ; pressure relief valves  140 ,  240 ; control valve  370 ; and relief valve  372 . Also included in the manifold  313  are a plurality of fluid circuits  380 A-H, K, L, M that fluidly connect the pumps  118 ,  218 , reservoir  312  and the manifold  313  with the actuator  330  to manifold apply port  336  and manifold release port  337 . Those fluid lines  380  also fluidly connect the manifold  313  to the reservoir  312  through ports  120 P,  122 P,  140 P,  220 P,  222 P,  240 P and  372 P.  
         [0042]     Reservoir  312  may be a single or multi-tank common reservoir for both pump units  100 ,  200 . A multiple tank reservoir  312  is shown in the embodiment of  FIG. 5 , and a single tank reservoir is shown in the embodiment in  FIG. 6 .  
         [0043]     Manual and motor pumps  118 ,  218  are bi-directional pumps. As mentioned earlier, manual pump unit  100  has pump  118  which may be activated by a wheel  116  coupled to the pump  118  wherein the direction of rotation of the wheel  116  selectively controls the direction and magnitude of fluid flow from and to pump  118 . Motor pump unit  200  has pump  218  which may be activated by motor  216  which will control the direction and magnitude of fluid flow from and to pump  218 .  
         [0044]     The actuator  330  may include an actuator rod  332  with a connection point or area  334  that is configured to connect to a chain or cable (not shown) that is in turn connected to a brake beam lever or equivalent device (not shown) to apply and release a rail vehicle&#39;s brakes. A piston  334  is mounted on actuator rod  332 .  
         [0045]     System  110  operates, for the most part, by re-circulating fluid in a charged system  110 . Fluid is generally only drawn from the reservoir  312  or fluid is only dumped or drained to the reservoir  312  under certain operating conditions, as discussed later herein. Using the manual pump unit  100  and its related valves and fluid circuits as an example (since both pump units  100 ,  200  operate essentially the same except for their respective power sources). With the system  110  in a brake release condition (not shown), when hand wheel  116  rotates in an apply direction, fluid flows through pump  118  via ports  117  and  115  up path  380 E and opening check valve  160 . The fluid then travels through paths  380 L,  380 G and  380 H to the actuator  330  via port  336 . The apply pressure at port  336  causes actuator piston  334  to move (toward the top in  FIG. 4 ), pulling rod  332  with it. Rod  332  is connected at connection  339  to a chain or cable (not shown) and then to a brake beam lever or similar device (not shown) to apply the rail vehicle&#39;s brakes (not shown). The movement of the piston  334  forces fluid out of port  337  through paths  380 K and  380 F. The check valve  150  is opened by pilot pressure on pilot line  162  from the pump port  115 . The fluid in path  380 F is thereby connected to port  117  of the pump  118 .  
         [0046]     Pilot check valves  150 ,  160  also serve to prevent fluid flow toward pump  118  when motor pump unit  200  is in operation.  
         [0047]     Should the apply pressure in path  380 G exceed a desired limit, say, for example, approximately 1300 PSI, then release valve  140  will open and drain fluid to the reservoir  312  through path  380 L and port  140 P.  
         [0048]     The fluid circuits for pump units  100 ,  200  also include a make-up circuit  375  that includes a control valve  370  and a relief valve  372 . When manual pump unit  100  is functioning in an apply mode, more fluid is coming out of actuator  330  from port  337  than is going in at port  336 . That is because the actuator rod  332  and piston  334  take up additional space in the actuator  330 . Thus, in an apply situation, the fluid pressure coming along path  380 K triggers the control valve  370  via pilot line  371 , set for approximately 150 PSI, and when that amount of pressure is sensed it opens path  380 M and at the same time release valve  372  is opened and fluid is allowed to drain from the apply paths  380 L,  380 G and  380 H to reservoir  312  via path  380 D and port  372 P.  
         [0049]     Conversely, the operation of a brake release occurs essentially in reverse. Fluid flows through pump  118  via ports  115  and  117 , up path  380 F through check valve  150  to path  380 K and then to actuator  330  through port  337 . Actuator piston  334  is driven down (in  FIG. 4 ) along with rod  332  releasing the tension on chain connection  339  and supporting a release of the rail vehicle&#39;s brakes. Fluid is sucked out of port  336  via paths  380 H, G, L and down path  380 E to check valve  160 . A signal by a pilot line  161  from pump port  117  opens check valve  160  permitting fluid flow to port  115  of the pump  118 .  
         [0050]     Should release fluid pressure exceed approximately 500 PSI, relief valve  240  will open and drain fluid to the reservoir  312  through path  380 A and port  240 P. When manual pump unit  100  is functioning in a release mode, less fluid is coming out of actuator  330  from port  336  than is needed to go in at port  337  (for the opposite reason as explained earlier). Therefore, the system will sense a need for more fluid to maintain the charged system, and release check valve  122  will open to allow sufficient fluid into path  380 E to port  115  of the pump  118  to stabilize the fluid needs of the system  110 . This puts the fluid back that was taken out by the make-up circuit  375  during the brake apply cycle.  
         [0051]     Check valves  120  and  122  prevent fluid flow from paths  380 F, E respectively, to reservoir  312 . However, as indicated above, check valve  122  allows fluid to flow from the reservoir  312  into fluid path  380 E during a release mode. On the other hand, check valve  120  can be used to permit a fluid flow from the reservoir  312  if a leak occurs in system  110 .  
         [0052]     Manual pump unit  100  may have a manual apply or status indicator  170  to indicate the pressure in the system  110 .  
         [0053]     The apply and release operations for the motor pump unit  200  are essentially the same as for the manual pump unit  100 . However, the fluid circuits for the motor pump unit  200  may have an apply pressure switch  270  which may turn off the motor  216  when fluid pressure equals or exceeds approximately 1000 PSI in an apply mode. The fluid circuits of motor pump unit  200  may also have a release pressure switch  272 , which may turn off the motor  216  when fluid pressure equals or exceeds approximately 300 PSI in a release mode. The on-off and directional control of motor  216  is not shown, but is well-known.  
         [0054]     In the just described preferred embodiment of  FIGS. 4 and 5 , wherein the manual pump unit  100 , motor pump unit  200 , reservoir  312  and manifold  313  are formed as an integral unit (see particularly  FIG. 5 ), that integral or integrated unit may be mounted on a mounting stand  390 , which may itself be mounted on a rail vehicle (not shown).  
         [0055]     In another embodiment,  FIG. 6  shows pump system  210  that includes actuator  330 , upper and lower manifold plates  319 U,  319 L, reservoir  312  (shown as a single tank), manual pump unit  100  (not visible behind wheel  116 ) and motor pump unit  200 . Also shown are status indicator  170 , actuator rod  332  and chain or cable connection point  339 . The actuator  330  and reservoir  312  are sandwiched between the two manifold plates  319 U and  319 L and may be held together with long studs  338  or equivalent securing mechanism (not shown in  FIG. 6 , but shown in  FIG. 5 ). The motor pump unit  200  is mounted on the top of the upper manifold plate  319 U to have direct access to the reservoir  312 . The manual pump  118  unit (not shown) is mounted on an interface plate (not shown) between the actuator  330  and the reservoir  312 .  
         [0056]     The manifold plates  319 U,  319 L house the plurality of valves, fluids circuits and switches, as described in the earlier embodiment of  FIGS. 4 and 5 , needed for proper operation of system  210 . Pump system  210  operates essentially the same as pump system  110 . The actuator  330  may have a built in load sensing device (not shown) that may be monitored by a pressure switch (not shown). The load sensing device gives an indication of an applied load. The status indicator  170  on the upper manifold plate  319 U is used for visual pressure indication at the wheel  116 .  
         [0057]     The integrally formed manual pump unit  100 , motor pump unit  200 , manifold plates  319 U,  319 L and actuator  330  (as shown in  FIG. 6 ) may also be formed as a monolithic unit (not shown). Either the integral unit or monolithic unit may also be mounted on a mounting stand  390  (as shown in  FIG. 5 ).  
         [0058]     The manual and motor pumps  118 ,  218  may be directly or remotely driven.  
         [0059]     In the above embodiments having a manual pump  118  and a motor pump  218 , it is conceivable to have those two pumps replaced by a single pump that can be either manually or electrically driven, as shown in the embodiment of  FIG. 7 .  
         [0060]     The pump system  700  of  FIG. 7  shows a dual displacement linear pump  710  having a dual diameter, spring return piston  712  as well as at least two pump apply ports  714 ,  716  and at least one release port  718 . The piston  712  has a spring  720  return. A reservoir  722  serves as a fluid source. A valve/pump manifold  724  includes therein or thereon the pump  710 , a plurality of fluid lines and a plurality of valves including a pressure displacement or dual displacement kick-over valve  726 , a high pressure relief valve  728 , a low pressure relief valve  730  and at least two check valves  732 ,  734 . The pump system  700  includes at least one pump actuator, shown in  FIG. 7  as two pump actuators, including an electric motor  736  and wheel  738 . The wheel  738  may be manually and/or hydraulically operated. An activation manifold  740  includes a clutch mechanism  742  and a quick release mechanism  744 . The activation manifold  740  also includes ports or connections to the electric motor  736 , wheel  738 , a quick release manual device  746  and a quick release electrical device  748  as well as a connection to the pump  710 , which may be, for example, a chain or a cable  750 . The pump  710  of  FIG. 7  is in a released position.  
         [0061]     Also shown is an hydraulic brake cylinder  752  connected with the valve/pump manifold  724  via hydraulic cylinder apply line  754  and hydraulic cylinder release line  756  for the application and release of the parking brakes of a rail vehicle via, for example, a lever or chain connection  758 . In a brake application mode, brake cylinder piston  760  moves in direction BA and in a brake release mode, the piston  760  moves in direction BR. Brake cylinder  752  is shown as  FIG. 7  in a released position.  
         [0062]     The pump  710  and reservoir  722  may be mounted together in the manifold  724  forming an integral unit or may be formed as a monolithic unit. The pump may be mono- or bi-directional and is shown on  FIG. 7  as bi-directional pump. The pump  710  has a single action or single stroke for each of apply and release operations.  
         [0063]     The clutch mechanism  742  is generally always connected with the motor  736 . However, the wheel  738  is disengaged during a motor operation, as indicated, for example, at D in  FIG. 7 . The wheel  738  automatically engages with the clutch mechanism  742  upon initiation of and during a wheel operation and, concurrently, electrical power is cut-off to the motor  736 . When the brake cylinder  752  has received sufficient force to apply the rail vehicle&#39;s brakes, maintaining a hand to the wheel  738  or power to the motor  736  is not required. The apply force will maintain the brake cylinder&#39;s load or the applied position of the piston  760  if there is no system leakage or variations in temperature. If the brake cylinder  752  has a mechanical locking device (not shown), the apply pressure/force may be able to be removed and the brake cylinder  752  will maintain its load or its applied position. For the pump  710 , the clutch mechanism  742  is configured to hold or lock the pump piston  712  in an applied position.  
         [0064]     The clutch mechanism  742  is configured such that, during an apply operation, the chain or cable  750  is windable on a receiving device (not shown) having, for example, a detent (not shown) for locking or securing the clutch mechanism  742  and/or the receiving device. During a release operation, the detent may be unlocked and the chain or cable  750  would be unwound from the receiving device. In such release operation, the clutch mechanism  742  may thus be freewheeling.  
         [0065]     The quick release devices  746 ,  748 , upon activation, disengage the locked clutch mechanism  742  and allow release of the pump piston  712  from an applied position, which is illustrated by the direction of arrow A. The piston  712 , being spring-loaded, returns to a released position, illustrated by the direction of arrow R. When the pump piston  712  is in its applied and/or released positions, respective visual indicators, shown, for example as V A  and V R , are provided at respective ends of the pump piston  712 . It is also conceivable to configure the clutch mechanism  742  such that a counter-rotation of the wheel  738  may release the pump piston  712  and/or a reversal of the electric motor  736  will do likewise. Movement of the pump piston  712  in a release operation in direction R reduces pressure on apply ports  714 ,  716  thereby reducing/removing the load or pressure on the hydraulic cylinder  752  if the hydraulic cylinder  752  has no mechanical lock. If the hydraulic cylinder  752  has a mechanical lock (not shown), the pump piston  712 , when moved in the release direction R, will create pressure through pump release port  718  and hydraulic cylinder release port  756  and unlock the locking mechanism on the hydraulic brake cylinder  752 . Continued movement of the pump piston  712  will eventually move the hydraulic cylinder  752  to a full release position, as shown in  FIG. 7 .  
         [0066]     During an apply operation, fluid from pump  710  initially flows out of apply ports  714  and  716 . When pressure builds up to a predetermined value in cylinder apply line  754 , the dual displacement kick-over valve  726  reacts and blocks off fluid flow to apply line  754  emanating from movement of a larger pump piston face or diameter  712 L via manifold apply port  714  and vents that fluid flow to reservoir  722 . Fluid flow continues emanating from movement of a smaller pump piston face or diameter  712 S via manifold apply port  716  to apply line  754 .  
         [0067]     The high pressure relief valve  728  is configured to allow fluid flow into the reservoir  722  when a system pressure at the pump apply port  716  reaches a pre-determined level, thereby limiting an input force from the actuators  736 ,  738 .  
         [0068]     The low pressure relief valve  730  is configured to permit fluid flow from the pump  710  into the reservoir  722  during a portion of the release operation, thereby permitting the pump piston  712  to reach a fully-released position, as shown in  FIG. 7 .  
         [0069]     Although the present disclosure has been described and illustrated in detail, it is to be clearly understood that this is done by way of illustration and example only and is not to be taken by way of limitation. The spirit and scope of the present disclosure are to be limited only by the terms of the appended claims.