Abstract:
A hand brake actuator for a rail car has a rotary input connected to a rotary output by a transmission including a clutch and a ratchet wheel and pawl, a declutching mechanism for disengaging the clutch in a declutched position of the declutching mechanism, and a release handle with a first cam which drives the declutching mechanism to the declutched position when the release handle is moved from an apply position to a release position. A second cam is biased in a first direction to engage and retain the declutching mechanism in a declutched position after the release handle is removed from the release position. A follower is connected to the second cam and is responsive to the rotation of the input in an apply direction to rotate the second cam in a second direction opposite the first direction to release the declutching mechanism and allow the clutch to reengage.

Description:
BACKGROUND OF THE INVENTION 
     The disclosure relates generally to hand brake mechanisms adapted for use on railway cars and more particularly, to mechanisms of the quick-release type having a prolonged release. 
     U.S. Pat. Nos. 3,425,294; 3,988,944 and 4,291,793 disclose hand brake mechanisms or actuator of the quick-release type, which are adapted for use on railway cars. The disclosed mechanisms also incorporate structure providing for gradual release of the car brakes. Both gradual and quick releases are effected without spinning of the hand wheel which is manually rotated for application and for gradual release of the brakes. More particularly, two clutches are arranged in series relationship in a power train or transmission from the hand wheel to the car brakes. A self-energizing friction clutch associated with coaxial separate shafts in the power train provides for gradual release of the brakes. A manually-operated clutch of the jaw type provides for quick release of the brakes. 
     The mechanism of the patents includes a pivoted yoke assembly having shift lever or fork components, and a cam shaft having a handle or lever connected thereto for manual operation. The cam shaft is provided with a cam operating in one direction of rotation of the shaft to pivotally move the yoke assembly so as to separate components of the quick-release clutch for releasing the brakes. A second cam on the cam shaft functions upon rotation of the cam shaft in the opposite direction to cam the yoke assembly in a direction to drivingly engage the clutch components, and to assist a biasing spring in maintaining the engagement of the components. 
     SUMMARY OF THE INVENTION 
     The present hand brake actuator for a rail car has a rotary input connected to a rotary output by a transmission including a clutch and a ratchet wheel and pawl, a declutching mechanism for disengaging the clutch in a declutched position of the declutching mechanism, and a release handle with a first cam which drives the declutching mechanism to the declutched position when the release handle is moved from an apply position to a release position. A second cam is biased in a first direction to engage and retain the declutching mechanism in a declutched position after the release handle is removed from the release position. A follower is connected to the second cam and is responsive to the rotation of the input in an apply direction to rotate the second cam in a second direction opposite the first direction to release the declutching mechanism and allow the clutch to reengage. 
     At least one pin may be mounted on the ratchet wheel and the follower engages and is deflected by the pin when the input is rotated in the apply direction. A plurality of pins may be mounted and spaced circumferentially on the ratchet wheel. Alternatively, the follower may engage and be deflected by the teeth of the ratchet wheel or by the pawl when the input is rotated in the apply direction. 
     The second cam, the follower and the pawl may be mounted on a common post. A bracket between the pawl and the follower acts a stop for the follower in the first direction of the second cam and the follower. The second cam is shaped to be over center when it engages the declutch mechanism. The second cam has a length shorter than the release position of the declutch mechanism adjacent the second cam and produced by the first cam. The second cam and the follower may be unitary or two elements connected by a lost motion mechanism. 
     These and other aspects of the present invention will become apparent from the following detailed description of the invention, when considered in conjunction with accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a vertical sectional view of a hand brake actuator in a clutch engaged condition for applying the brakes according to the present disclosure, with certain parts shown partly in elevation and partly in section; 
         FIG. 2  is a view like  FIG. 1 , but with the clutch disengaged to release the car brakes; 
         FIG. 3  is a further enlarged horizontal sectional view of the mechanism, taken substantially on line III-III of  FIG. 1 ; 
         FIG. 4  is a further enlarged horizontal sectional view of the mechanism, taken substantially on line IV-IV of  FIG. 2 ; 
         FIG. 5  is an exploded perspective view of the mechanism showing parts of a drive train and cooperating parts therein; 
         FIG. 6  is a rear view of the handbrake actuator with the quick release handle and the prolong release mechanism in the applied position. 
         FIG. 7  is a rear view of the handbrake actuator with the quick release handle and the prolong release mechanism in the quick release position. 
         FIG. 8  is a rear view of the handbrake actuator with the quick release handle in the applied position and the prolong release mechanism in the prolonged or sustained release position. 
         FIG. 9  a perspective view of a first embodiment of a reset mechanism for the prolonged release cam. 
         FIG. 10  a perspective view of a second embodiment of a reset mechanism for the prolonged release cam. 
         FIG. 11  a perspective view of a third embodiment of a reset mechanism for the prolonged release cam. 
         FIG. 12  is an exploded perspective view of a second embodiment of the prolonged release mechanism. 
         FIG. 13  is a perspective view of the prolonged release mechanism of  FIG. 12  with the quick release handle in the applied position. 
         FIG. 14  is a perspective view of the prolonged release mechanism of  FIG. 12  with the quick release handle in the quick release position. 
         FIG. 15  is a perspective view of the prolonged release mechanism of  FIG. 12  after being reset from a quick prolonged release. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Since the illustrative hand brake mechanism represents an improvement on the above-identified U.S. Pat. No. 4,291,793, and it includes various elements which are the same as or similar to the elements of the patent structure, such elements have been identified in the drawings by like reference numerals, for convenience of reference. 
     Referring to the drawings in detail and in particular to  FIGS. 1-5  a hand brake mechanism in accordance with the invention is mounted in a two-piece housing  10 , which includes a rear base member  12 , and a front cover member  143 . These members are adapted to be secured together by rivets  16  or other fastening devices. The base member  12  of the housing  10  is a generally flat plate, while the cover member  14  is of cup shape configuration and embodies an outwardly extending flange  18  through which the rivets  16  extend. Bolt holes  20  are provided in the corner portions of the housing  10 , in order that the entire assembly may be bolted to an end wall of a railway car in the usual manner. 
     A conventional hand wheel  30  is affixed by a nut  32  to the front end of a horizontal rotatable hand wheel or drive shaft  34 . The shaft  34  extends through an opening in the cover member  14  and is provided on the rear portion thereof with an enlarged hub  36 . A radial circular clutch reaction flange  38  extends from the hub  36  intermediate its ends. The hub  36  is journalled in an antifriction ball bearing assembly  40  which is nested within a recess  42  on the inside of a front wall plate  44  seated in an opening in the cover member  14 . The rear end of the hub  36  is formed with a relatively deep central cylindrical socket  46  (see  FIG. 5 ) which has a threaded section  48  near its rim portion. 
     Referring to  FIG. 5 , a horizontal axially shiftable clutch shaft  50  is disposed within the housing  10  in coaxial relationship to the hand wheel shaft  34  and includes at its front end a reduced threaded pilot stem  52  which is threadedly received in the threaded section  48  of the socket  46 . The rear end region of the clutch shaft  50  is cylindrical, and a retainer pin opening  53  extends there through. A cylindrical pinion retainer sleeve  54  having a retainer pin opening  55  there through is mounted on the end region of the shaft  50  by a retainer pin  57 , which extends through the registering retainer pin openings  53  and  55 . 
     The retainer sleeve  54  is journalled in a cylindrical bushing  56 , where the outer surface of the sleeve serves as a bearing surface for rotatably supporting the clutch shaft  50 . The bushing  56  is fixedly mounted in a seat  58  in the upper portion of the base member  12 . An enlarged integral medial drive member or slide section  60  is formed on the clutch shaft  50 . The drive member  60  includes four radial splines  62 , which extend in the axial direction or longitudinally of the shaft  50 . The splines  62  cooperate with a jaw-clutch collar  64 , as described hereinafter. 
     Immediately forwardly of the drive member  60  and integrally therewith, a circular radial friction-clutch reaction flange  66  is integrally formed on the clutch shaft  50  and is provided with a forwardly facing clutch face  68 . A stop pin  70  is threadedly received in an internally-threaded socket in the latter flange  66 , cooperates with an abutment boss  72  on the rim of the hub socket  46 , and limits the extent of relative turning movement of the two shafts  34  and  50 . 
     The rear end of the hub  36  of the hand wheel shaft  34  serves to support rotatably thereon a ratchet wheel  80  having teeth  82 . A pivoted pawl  84  and biasing spring  85  (see  FIGS. 3-5 ) are mounted on a horizontal cylindrical pin  86 . The pin  86  is supported on the cover member  14  and a bracket  83  (see  FIGS. 3 and 4 ). 
     A friction disk  90  is slidably mounted on the rear end of the hub  36  and interposed between the forwardly facing clutch face  68  of the reaction flange  66  and the rear face of the ratchet wheel  80 . A similar friction disk  92  is slidably mounted on the rear end of the hub  36  and interposed between the rearwardly facing clutch face  94  of the reaction flange  38  and the front face of the ratchet wheel  80 . The two friction disks  90 , 92  and the ratchet wheel  80  are capable of limited axial movement on the hub  36 . 
     Consequently, when the hand wheel  30  is manually rotated-in a clockwise direction as viewed in  FIGS. 3 and 4  and from the right hand side of  FIGS. 1 and 2 , the two friction disks  90 ,  92  and the interposed ratchet wheel  80  will be compressed as a unit between the clutch faces  68  and  94 . The entire friction clutch assembly including the handwheel shaft  34  and the clutch shaft  50  then becomes locked up and consequently rotates as a unit for application of the car brakes. 
     As best illustrated in  FIG. 5 , the jaw-clutch collar  64  is capable of limited sliding movement on the drive member  60  on the clutch shaft  50 . The clutch collar  64  includes a body  96 , which defines a central opening  98  slidably receiving the drive member  60  and providing four keyways for the four splines  62  of the drive member. A radial flange  100  circumscribes the body  96  and provides engagement means by which the collar  64  may be shifted bodily in opposite directions along the axis of the clutch shaft  50 , by a pivoted yoke assembly or declutching  102 . The clutch collar  64  also is formed with an annular series of spaced apart clutch teeth  104 , which project rearwardly from the body  96 . 
     In the foregoing manner, the jaw-clutch collar  64  is mounted on the drive member  60  for releasable clutching engagement with a combined pinion, and clutch wheel  108 . The pinion and clutch wheel  108  includes a clutch wheel  107  having an annular series of forwardly projecting spaced-apart clutch teeth  106 , and a pinion  110  integral with the clutch wheel. The pinion and clutch wheel  108  is mounted for free rotation on the clutch shaft  50 , between the pinion retainer sleeve  54  and the drive member  60 , which serve to restrain the wheel  108  from rearward or forward longitudinal sliding movement on the shaft. 
     The clutch teeth  104  on the clutch collar  64  and the clutch teeth  106  on the clutch wheel  107  are constructed and spaced apart for inter-fitting with or inter-engaging each other, to place the clutch collar  64  and the clutch wheel  107  in clutching engagement. Normally, the clutching engagement is maintained by a helical compression spring  109  which surrounds the clutch shaft  50  and is interposed between the circular reaction flange  66  on such shaft and the body  96  of the clutch collar  64 . The rear end of the spring  109  seats within an annular groove  111  ( FIG. 1 ) which is formed in the front face of the clutch collar  64 , while the front end of the spring bears against a frustoconical seating surface  113  on the rear face of the reaction flange  66 . The spring  109  thus is centered about the clutch shaft  50  in coaxial relationship. 
     The pinion  110  of the combined pinion and clutch wheel  108  meshes with a main winding spur gear  112  of relatively large diameter. The main winding gear  112  is mounted on and rotatable with a drum member  114  which, in turn, is mounted on a horizontal drum shaft  116  supported at its ends in the lower regions of the base member  12  and the cover member  14  of the housing. The drum member  114  is provided with an integral radially extending bifurcated crank arm  118  which carries at its distal end a horizontal crank pin  120 . The latter passes through the uppermost link of a brake chain  122  and is secured in place by a cotter pin  123 . The brake chain  122  is connected to the brake shoe mechanism (not shown), for application of the car brakes by tensioning the chain. 
     From the above description, it will be apparent that when the jaw-clutch collar  64  is maintained in its normally clutched engagement with the combined pinion and clutch wheel  108 , the hand brake mechanism functions in the manner of a conventional non-spin brake mechanism. Namely, the application of the car brakes or release of braking tension in the chain  122  is in small increments and without the application of spinning torque to the hand wheel  30 . When fully released, the brake chain  122  is unwound from the drum member  114  and, therefore, is slack. The friction clutch assembly, including the ratchet wheel  80  and the friction clutch disks  90  and  92 , may be disengaged, and the clutch shaft  50  backed off, so to speak, on the internally-threaded section  48  of the socket  46 . 
     When it is desired to apply the car brakes, the handwheel  30  is rotated manually in a clockwise direction as viewed in  FIGS. 3 and 4  and from the right hand side of  FIGS. 1 and 2 . As the hand wheel  30  and the hand wheel shaft  34  are turned in such clockwise direction, the clutch shaft  50 , being in threaded engagement with the hand wheel shaft, is caused to move forwardly. This results from the rotational movement of the pinion  110  being restricted by the inertia of the spur gear  112 , the drum member  114  and the brake chain  122 , as well as by the gravitational and tensional drag on the chain by members connecting the same to the car brakes. Ultimately, the reaction flange  66  on the clutch shaft  50  and the opposing reaction flange  38  on the hand wheel shaft  34  function to lock up the entire friction clutch mechanism. The clutch shaft  50  then rotates in unison with the hand wheel  30  and the hand wheel shaft  34 , and establishes a rigid power train or transmission leading to the brake chain  122 . The drum member  114  rotates upon continued rotation of the hand wheel  30 , causing the crank pin  120  to move upwardly and the chain  122  to commence winding upon the drum member, thus gradually applying the car brakes. 
     At such time as the car brakes become set, the counter-torque on the pinion  110  has a tendency to impart reverse rotation to the pinion. Such a tendency is effective to thread the forward end of the clutch shaft  50  into the socket  46  in the hand wheel shaft  34  and maintain the friction clutch assembly locked up. Consequently, the pawl  84  will be effective against the entire clutch assembly and not merely against the ratchet wheel  80 , and the brakes will not be released even though the hand wheel  30  be released by the operator. 
     In order to gradually release of the car brakes, the hand wheel  30  is turned in a counterclockwise direction as viewed in  FIGS. 3 and 4 , as viewed from the right-hand side of  FIGS. 1 and 2 , through any desired small increment of rotation. The counterclockwise rotation of the hand wheel  30  causes the mating threads on the shafts  34  and  50  to be turned relative to each other. This backs off the clutch shaft  50  and thereby relieving the pressure of the friction disks  90  and  92 , to disengage the friction clutch assembly. The clutch shaft  50  is permitted to rotate, and the pinion  110  rotates therewith, to partially release the tension in the brake chain  122 . Such partial release will take place only during such time as counterclockwise turning force or torque is applied to the hand wheel  30 . Immediately upon cessation of such turning force, the countertorque which is applied through the power train and leading from the brake chain  122  to the clutch shaft  50  will automatically re-engage the friction clutch parts, to prevent further relative rotation of the parts and release of chain tension. 
     In order to effect quick release of the car brakes, the jaw-clutch collar  64  is shifted from its drive position, illustrated in  FIGS. 1 and 3 , to its brake-release position, illustrated in  FIGS. 2 and 4 . In the drive position, the collar  64  engages the splines  62 , and the clutch teeth  104  on the collar intermesh with the clutch teeth  106  on the clutch wheel  107 , to drivingly interconnect the drive member  60  and the pinion  110  for application of the car brakes. In the brake-release position, the clutch teeth  104  and  106  are separated, thereby breaking the connection between the drive member  60  and the pinion  110 , so that the pinion is freely rotatable on the clutch shaft  50 . Under the latter conditions, any tension in the brake chain  122  is released, thereby releasing the car brakes. 
     The control mechanism for shifting the clutch collar  64  between its position of clutched engagement with the clutch wheel  107  and its position of disengagement includes a quick-release handle or lever  130 . The lever  130  operates through a horizontal cam shaft  132  to control the rocking movements of the pivoted yoke assembly  102 . The latter, in turn, operates as a dual shift lever or fork to engage the radial flange  100  of the clutch collar  64  and shift the same bodily into and out of clutching engagement with the combined pinion and clutch wheel  108 . 
     Referring especially to  FIGS. 3-5 , the yoke assembly or declutching mechanism  102  is comprised of two shift levers or forks  136  and  138  which are rigidly connected together by a connecting rod  140 . Each lever, in effect, is a bell crank lever having a generally horizontally extending rocker arm  142  and a depending collar-engagement arm  144 . The levers are pivoted to the opposite side walls  14   a  and  14   b  of the cover member  14  of the housing  10 , near the junctures between the arms  142  and  144 . The pivotal mounting is provided by cradle supports  146  on the side walls  14   a ,  14   b , and trunnions  148  on the levers  136 , 138 . Each support  146  includes a bearing  147 , a key  149  which interfits with the bearing  147 , and a cotter pin  150  which extends through registering holes in the bearing and key, to secure them together. Each trunnion  48  is journalled in the bearing  147  of one of the supports  146 . The connecting rod  140  extends between and has its ends fixed to the outer ends of the rocker arms  142 . 
     The lower end of each collar-engagement arm  144  carries two collar-engaging members in the form of spaced, opposed lugs  152  and  153 . The lugs project inwardly and straddle the peripheral flange  100  of the jaw-clutch collar  64 , for imparting longitudinal shifting motion to the clutch collar  64  when the pivoted yoke assembly  102  is swung about the axis of its trunnions  148 . 
     An integral upstanding lug arm  173  forms a part of one lever  138  at the junction of its remaining arms  142  and  144 . A locking lug  175  is integral with the outer end of the lug arm  173  and projects laterally inwardly there from. The locking lug  175  and the collar-engaging lugs  152 , 153  are disposed on opposite sides of the transverse axis through the trunnions  148 , about which the yoke assembly  102  and the levers  136 ,  138  thereof pivot. Consequently, the respective lugs  152 , 153  and  175  move in opposite directions between the rear base member  12  and the front cover member when the yoke assembly  102  is rocked about such axis. 
     The cam shaft  132  is disposed in the upper portion of the housing  10 , above the level of the trunnions  148  and in parallel relation to the hand wheel  30  and clutch shafts  34  and  50 . The ends of the cam shaft  132  are journalled for rotation on the base and cover members  12  and  14  of the housing. The rear end of the cam shaft  132  is mounted in the seat  157  in the base section  12 , while the front end of the cam shaft  132  projects through the front wall  14   c  of the cover member  14 . 
     The cam shaft  132  has an integral radial flange  158 , a cylindrical journal  159 , a squared portion  162 , and a threaded portion  161  adjacent to its front end. The cam shaft is mounted in the front wall  14   c  with its flange  158  engaging the inside of the wall, and its journal  159  rotating in a circular bearing portion  163  in the wall. An abutment sleeve  160  is mounted on the squared portion  162  and adjacent to the outside of the front wall  14   c . The sleeve  160  is secured by a nut  164  and washer  165  on the threaded portion  161 . 
     A circular opening  167  is provided in the proximal end of the handle  130 , which opening receives a cylindrical portion  166  of the abutment sleeve  160 , to mount the handle thereon. A pair of angularly spaced stop lugs  168  and  170  on the abutment sleeve  160  and a pair of spaced abutment shoulders  172  and  174  on the inner end of the handle cooperate to provide a lost-motion connection between the sleeve and the handle. This enables the handle to swing in idle fashion and without function between engagement of respective lugs and shoulders. During the idle motion of the handle  130 , rocking movement of the cam shaft  132  is not effected. However, when the lower abutment shoulder  172  on the handle  130  engages the stop lug  168  on the abutment sleeve  160 , counterclockwise (as seen in  FIGS. 3 and 4 ) or downward movement of the handle will impart counterclockwise rocking motion to the cam shaft  132 . When the upper shoulder  174  on the handle  130  engages the stop lug  170  on the sleeve  160 , clockwise or upward movement of the handle will impart clockwise rocking motion to the cam shaft  132 . 
     In an, alternative embodiment, not illustrated, the abutment sleeve  160  is omitted, and a quick-release handle having a square opening in its proximal end is mounted directly on the squared portion  162  on the cam shaft. In such embodiment, rotation of the handle in either direction causes the cam shaft  132  to rotate therewith, and there is no lost motion connection. 
     A first reaction or locking member  176 , a second reaction or locking member  177 , and a brake-release or hold-down cam  178  are mounted on the cam shaft  132  integrally therewith, in angularly offset relation to each other and disposed rearwardly of the flange  158 . 
     The first reaction member  176  is a lug-like member extending laterally outwardly from the cam shaft  132 . The first reaction member  176  includes a cam surface  176   a , which lies substantially in a plane oblique or inclined with respect to the longitudinal axis of the cam shaft  132 . The first reaction member  176  includes a stop surface  176   b  in a plane extending transverse to the cam shaft axis and extending at an obtuse angle or obliquely to the cam surface  176   a . The first reaction member  176  includes a seating surface  176   c  in a plane parallel to the cam shaft axis and substantially perpendicular to the stop surface  176   b . A substantially right-angled recess is formed in the reaction member, and it is bounded by the stop surface  176   b , the seating surface  176   c , and the cam shaft  132 , on respective sides thereof. 
     The brake-release cam  178  is an elongated block-like member extending laterally outwardly from the cam shaft  132 , and its undersurface  178   a  constitutes a cam surface. The brake-release cam  178  is arranged for direct engagement of its cam surface  178   a  with one shift lever  138  of the yoke assembly  102 , and the yoke assembly in turn directly engages the jaw-clutch collar  64 , by the members  152  and  153 . The first reaction member  176  also is arranged for direct engagement with the one shift lever  138 . 
     The second reaction member  177 , on the other hand, is arranged for direct engagement with the collar  64 . When the brake-release cam  178  is in its said engagement, the first and second reaction members  176  and  177  are disengaged from elements of the yoke assembly or the clutch, and vice versa. 
     The brake-release cam  178  cooperates with the distal end of the rocker arm  142  of one yoke assembly shift lever  138 , i.e., the lever which bears the locking lug  175 . The quick-release handle  130  is pulled upwardly from the apply position shown in  FIG. 6  to the quick release position shown in  FIG. 7 , thereby rotating the cam shaft  132  in the counterclockwise direction. The brake cam  178  engages the rocker arm  142  of the lever  138  during such rotation. As a result, both of the rocker arms  142  move downwardly, whereby the shift levers  136  and  138  move pivotally about the axis of the trunnions  148 . The engagement arms  144  of the levers  136  and  138  thereby are caused to rock forwardly. 
     At this time, the rear collar-engaging members  152  on the engagement arms engage the flange  100  of the jaw-clutch collar  64 , to shift the collar forwardly, while compressing the clutch spring  109 . This action shifts the collar  64  from its drive or engaged position is to its brake-release or disengaged position, thereby to release the car brakes. During the engagement of the brake-release cam  178  with the cam-actuated lever  138 , the reaction members  176  and  177  are in out-of-the-way positions; wherein they do not interfere with the movements of 20 the yoke assembly  102  and the collar  64 . 
     The description so far is substantially the same as that in U.S. Pat. No. 4,291,793. The modification to produce a prolonged or sustained release follows and have reference numbers in the 200s 
     The improvement in the hand brake actual for includes providing a prolonged release mechanism which retains the declutching mechanism in a de-clutch position after the release handle  130  is moved from the release position. The mechanism assures a prolonged release even though the operator has removed their hand from the quick release handle  130 . This mechanism must be reset in response to the rotation of the input or hand wheel  30  in an applied direction so as to release the de-clutching mechanism  120  and allow the clutch to re-engage. 
     The prolonged release mechanism  200  is best illustrated in  FIG. 5 . It includes a bore  202  to be received on the pawl pin  86 , which is larger than the previous pawl pin  86 . The prolonged release mechanism  200  is retained on the pawl pin  86  by a snap ring  204  received in a groove  206  at the end of the pawl pin  86 . A spring  208  biases the prolonged release mechanism  200  in a first direction towards engagement with the clutch mechanism and to retain the clutch mechanism in a de-clutch position. 
     The bracket  83  for the pawl pin  86  acts as a stop for the leg portion  226  of the follower  220  to limit its rotation in the release direction. 
     The prolonged release mechanism  200  includes a cam portion  210  and a follower portion  220 . The cam  210  includes a camming surface  212  which engages the connecting rod  140  of the de-clutching mechanism  120  in the prolonged release position of  FIG. 8 . A surface  214  of the cam  210  engages the connecting rod  140  in the apply position of  FIG. 6 . The cam  210  is shaped to be over center when it engages the connecting rod  140 . This causes it to remain engaged with the rod  140  until disengaged by the follower  220 . As shown in  FIGS. 7 and 8 , the length of the cam  210  is shorter than the release position of the de-clutching mechanism  120  adjacent to the cam  210 , when the declutching mechanism  120  is in the release position produced by the first cam  178  connected to the quick release handle  130 . 
     As shown in  FIG. 6  the quick release handle  130  is in its apply position. The cam surface  214  engages the bar  140  and cam surface  212  does not. Also, the brake release or hold-down cam  178  does not engage lever  138  of the de-clutching mechanism  120  in this position. 
     When the quick release handle  130  is raised to its quick release position as illustrated in  FIG. 7 , cam  178  engages lever  138  of the de-clutching mechanism  210  to move it to the release position, which disengages the clutch elements  104  and  106 . At this time, the spring  208  rotates the cam  210  to the position illustrated in  FIG. 7  opposite but displaced from the connecting rod  140 . As long as the operator holds the handle  130  in the release position the clutch is disengaged. 
     When the operator releases the handle  130 , the cam  178  rotates up off the lever  138  and the rod  140  comes into engagement with cams surface  212  of cam  210 . The handle  130  has been rotated from its release position in  FIG. 7  to its initial or apply position of  FIG. 8 , because of the lost motion of elements  168 - 174 . The over-center cam  210  stays in that position until reset. 
     The applied brake position of  FIG. 6  is also illustrated in  FIG. 3 . The release position of  FIG. 7  is illustrated in  FIG. 4 . 
     The resetting of the prolonged release cam  210  is produced by the follower  220  sensing rotation of the input or hand wheel  30  in the applied direction. There are at least three specific embodiments of this resetting mechanism illustrated in  FIGS. 9 through 11 . The follower  220  includes a lower horizontal portion  222  connected to an upper horizontal portion  224  by a vertical portion  226 . 
     In the first embodiment of  FIG. 9 , at least one pin  230  has been added to the ratchet wheel  80 . In the illustrated embodiment there are four pins  230 . The prolonged release mechanism  220  is shown in its prolonged release position. The end  222  of the follower  220  is in the path of the pins  230 . As the ratchet wheel  80  is rotated in the applied direction, pin  230  will come into contact with the end  222  of the follower  220  and rotates it clockwise against the tension of spring  208 . This will cause the cam surface  212  to become disengaged from rod  140  and subsequently causing surface  214  to rest on the rod  140 . This allows the declutching mechanism to permit the clutch to re-engage. 
     The second embodiment of the reset mechanism is illustrated in  FIG. 10 . The end  222  of the follower  220  is in the path of the teeth  82  of the ratchet wheel  80 . The motion of the teeth  82  rotated in the apply direction on the end  222  is sufficient to rotate the camming surface  212  out of engagement with rod  140 . Since the end  222  is down at the same plane with the pawl and the ratchet wheel  82 , in this embodiment, the second reaction member  177  may be included. 
     In a third embodiment of the reset mechanism illustrated in  FIG. 11 , the lower end  222  of the follower  220  is adjacent to the pawl  84 . As the ratchet wheel  80  is rotated in its applied direction, the paw  84  rotates clockwise engaging end  222  and rotates the cam  212  out of engagement with rod  140 . As in the previous embodiment, in that the element  222  of the follower is below the top surface of the ratchet wheel  80 , the second reaction member  177  may be included. 
     The first embodiment of the prolonged release mechanism  200  shows the cam portion  210  and the follower portion  220  as a single unitary structure in  FIGS. 5-11 . The second embodiment of the prolonged release mechanism  200  shows the cam portion  210  and the follower portion  220  as a two piece structure in  FIGS. 12-15 . 
     As shown in  FIG. 12 , the cam  210  includes a shoulder  216  having a recess  218 . The end walls of the recess  218  for stops  217  and  219 . A shaft  215  of the cam  210  is received in a bore  225  of the follower  220 . A tab  228  on the follower rides in the recess  218  between the two stops  217  and  219  as a lost motion mechanism. The spring  208 , shown in  FIG. 5 , biases the cam  210  towards its release position. 
     In the apply position of  FIG. 13 , the cam  210  is offset from the follower  220 . The cam  210  is restrained by the rod  140 , not show, while the follower is free to move relative to the cam  210 . In the position shown, gravity, for example, has moved the tab  228  against stop  217 . In the release position of  FIG. 14 , the spring  208  has driven the cam  210  down and in alignment with the follower  220 . The tab  228  abuts the stop  218 . In the apply position of  FIG. 15 , the rotation of ratchet wheel  80  causes pin  230  to drive the follower  220  and with it cam  210  to its apply position. After the ratchet wheel  80  stops rotating, the follower may assume the final apply position of  FIG. 13 . 
     For more complete operation of the elements with respect to applying and releasing the brake reference should be made to U.S. Pat. No. 4,291,793. 
     Although the prolonged release mechanism  200  is shown mounted to pin  86 , it may be mounted to its own shaft or even the cam shaft  132 . 
     Although the present invention 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 scope of the present invention is to be limited only by the terms of the appended claims.