Patent Publication Number: US-9896113-B2

Title: Braking systems for railway cars

Description:
FIELD OF THE INVENTION 
     The present invention relates generally to braking systems for railway car, and more particularly to improved slack adjusters, struts assemblies, and brake assemblies for railway car braking systems. 
     BACKGROUND OF THE INVENTION 
     Railway cars are widely used for transportation of goods and passengers throughout the United States and abroad. Railway cars generally include one or more truck assemblies including a plurality of specially designed wheels for traveling along a vast infrastructure of railway tracks. Braking systems are generally disposed between adjacent pairs of wheels for facilitating the stopping or slowing down of the railway car. 
     A braking system can generally include front and rear brake assemblies, each including a pair of brake heads with brake pads for contact with an outer periphery of the wheels when the front and rear brake assemblies are moved away from one another. Commonly, an air cylinder is provided in the braking system for generating the force that causes such movement. The air cylinder or another actuator causes movement of a linkage system which is connected to and causes movement of the front and rear brake assemblies. 
     Many braking systems further include assemblies conventionally known as slack adjusters for adjusting the movement of the front and rear brake assemblies as required. In particular, slack adjusters compensate for brake pad wear by adjusting the movement of the front and rear brake assemblies based on changes in the distance that the brake heads must travel to contact the wheels. Typically, a slack adjuster is built into one of the rods in the linkage system. For example, such linkage systems can include two movable rods, one of which can include a slack adjuster, and two movable levers. 
     Improvements in slack adjuster and brake assembly design generally are, however, desired in the art. For example, improvements in the force transmission capabilities, robustness, and overall weight of brake assembly designs are generally desired. 
     BRIEF DESCRIPTION OF THE INVENTION 
     Aspects and advantages of the invention are set forth below in the following description, or may be obvious from the description, or may be learned through practice of the invention. 
     In accordance with one embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis, and includes a first brake assembly and a second brake assembly. The first brake assembly and the second brake assembly each include a bar assembly and a plurality of brake heads connected to the bar assembly. The bar assembly of the first brake assembly defines a reference point. The braking system further includes an actuator operable to generate a linear force, the actuator disposed proximate the second brake assembly. The braking system further includes a fixed rod extending between the first brake assembly and the second brake assembly, the fixed rod coupled to the actuator, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod translatable along the longitudinal axis based on operation of the actuator. The braking system further includes a live lever disposed proximate the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. The braking system further includes a dead lever disposed proximate the first brake assembly, the dead lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the movable rod, the second end connected to the fixed rod. The braking system further includes a slack adjuster disposed proximate the first brake assembly, the slack adjuster connected to the first brake assembly and the dead lever and operable to adjust a distance along the longitudinal axis between the reference point and the pivot point of the dead lever. 
     In accordance with another embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis. The braking system includes a first brake assembly, the first brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar, and wherein a reference point is defined on the tension bar at a central point along a transverse axis. The braking system further includes a second brake assembly, the second brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The braking system further includes an actuator operable to generate a linear force, the actuator disposed between the tension bar assembly and the compression bar of the second brake assembly. The braking system further includes a fixed rod extending between the first brake assembly and the second brake assembly, the fixed rod coupled to the actuator, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod coupled to the actuator and translatable along the longitudinal axis based on operation of the actuator. The braking system further includes a live lever disposed between the tension bar assembly and the compression bar of the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. The braking system further includes a dead lever disposed between the tension bar assembly and the compression bar of the first brake assembly, the dead lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the movable rod, the second end connected to the fixed rod. The braking system further includes a slack adjuster disposed between the tension bar assembly and the compression bar of the first brake assembly, the slack adjuster connected to the tension bar assembly of the first brake assembly and the dead lever and operable to adjust a distance along the longitudinal axis between the reference point and the pivot point of the dead lever. Rotation of the first end of the dead lever about the pivot point of the dead lever within a first angle range causes no adjustment of the distance along the longitudinal axis between the reference point and the pivot point and rotation of the first end of the dead lever about the pivot point of the dead lever within a second angle range different from the first angle range causes adjustment of the distance along the longitudinal axis between the reference point and the pivot point. 
     In accordance with another embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis. The braking system includes a first brake assembly, the first brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The bar assembly further includes a second brake assembly, the second brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The bar assembly further includes an actuator operable to generate a linear force, the actuator disposed between the tension bar assembly and the compression bar of the second brake assembly. The bar assembly further includes a fixed rod extending between the first brake assembly and the second brake assembly, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod connected to the actuator and translatable along the longitudinal axis based on operation of the actuator. The bar assembly further includes a live lever disposed proximate the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. The bar assembly further includes a strut assembly disposed between and connected to the tension bar assembly and the compression bar of the second brake assembly, wherein the pivot point of the live lever is coupled to the strut assembly. 
     In accordance with another embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis. The braking system includes a first brake assembly, the first brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar, the tension bar assembly comprises a first tension bar and a second tension bar spaced apart from the first tension bar along a vertical axis. The braking system further includes a second brake assembly, the second brake assembly including a bar assembly and a plurality of brake heads connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar, the tension bar assembly including a first tension bar and a second tension bar spaced apart from the first tension bar along the vertical axis. The braking system further includes an actuator operable to generate a linear force, the actuator disposed between the tension bar assembly and the compression bar of the second brake assembly. The braking system further includes a fixed rod extending between the first brake assembly and the second brake assembly, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod connected to the actuator and translatable along the longitudinal axis based on operation of the actuator. The braking system further includes a live lever disposed proximate the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. The braking system further includes a strut assembly disposed between and connected to the tension bar assembly and the compression bar of the second brake assembly, the strut assembly including a first strut member and a second strut member, the second strut member spaced from the first strut member along the vertical axis, wherein the pivot point of the live lever is coupled to the first strut member and the second strut member, and wherein the live lever is disposed between the first strut member and the second strut member along the vertical axis. 
     In accordance with another embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis. The braking system includes a first brake assembly, the first brake assembly including a bar assembly, a plurality of brake heads connected to the bar assembly, and a plurality of end extensions connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The braking system further includes a second brake assembly, the second brake assembly including a bar assembly, a plurality of brake heads connected to the bar assembly, and a plurality of end extensions connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The braking system further includes an actuator operable to generate a linear force, the actuator disposed between the tension bar assembly and the compression bar of the second brake assembly. The braking system further includes a fixed rod extending between the first brake assembly and the second brake assembly, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod connected to the actuator and translatable along the longitudinal axis based on operation of the actuator. The braking system further includes a live lever disposed proximate the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. 
     In accordance with another embodiment of the present disclosure, a braking system for a railway car is provided. The braking system defines a longitudinal axis. The braking system includes a first brake assembly, the first brake assembly including a bar assembly, a plurality of brake heads connected to the bar assembly, and a plurality of end extensions connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The braking system further includes a second brake assembly, the second brake assembly including a bar assembly, a plurality of brake heads connected to the bar assembly, and a plurality of end extensions connected to the bar assembly, the bar assembly including a tension bar assembly and a compression bar. The braking system further includes an actuator operable to generate a linear force, the actuator disposed between the tension bar assembly and the compression bar of the second brake assembly. The braking system further includes a fixed rod extending between the first brake assembly and the second brake assembly, and a movable rod extending between the first brake assembly and the second brake assembly, the movable rod connected to the actuator and translatable along the longitudinal axis based on operation of the actuator. The braking system further includes a live lever disposed proximate the second brake assembly, the live lever including a first end, a second end, and a pivot point between the first end and the second end, the first end connected to the actuator, the second end connected to the movable rod. Each of the plurality of end extensions of the first brake assembly and the second brake assembly includes a connector body and a support body extending from the connector body. The support body of each of the plurality of end extensions of the first brake assembly and the second brake assembly is offset from a midpoint of the associated bar assembly along a vertical axis, and each of the plurality of brake heads is offset from a midpoint of the associated bar assembly along the vertical axis. 
     Those of skill in the art will better appreciate the features and aspects of such embodiments, and others, upon review of the specification. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A full and enabling disclosure of the present invention, including the best mode thereof to one skilled in the art, is set forth more particularly in the remainder of the specification, including reference to the accompanying figures, in which: 
         FIG. 1  is an overhead view of portions of an exemplary railway car truck (shown in phantom) having a braking system in accordance with one embodiment of the present disclosure installed therein; 
         FIG. 2  is an overhead view of the exemplary braking system depicted in  FIG. 1  in an non-deployed position; 
         FIG. 3  is an overhead view of the exemplary braking system depicted in  FIG. 1  in a deployed position with a slack adjuster of the braking system not actuated; 
         FIG. 4  is an overhead view of the exemplary braking system depicted in  FIG. 1  in a deployed position after actuation of a slack adjuster of the braking system; 
         FIG. 5  is a close-up overhead view of a slack adjuster of a braking system with the braking system in an non-deployed position in accordance with one embodiment of the present disclosure; 
         FIG. 6  is a close-up overhead view of the slack adjuster depicted in  FIG. 5  with the braking system in a deployed position and the slack adjuster not actuated; 
         FIG. 7  is a close-up overhead view of the slack adjuster depicted in  FIG. 5  with the braking system in a deployed position and the slack adjuster actuated; 
         FIG. 8  is a close-up perspective view of a slack adjuster, with a cover removed, in accordance with one embodiment of the present disclosure; 
         FIG. 9  is a side cross-sectional view of a slack adjuster in accordance with one embodiment of the present disclosure; 
         FIG. 10  is a perspective view of a camming bar of a slack adjuster in accordance with one embodiment of the present disclosure; 
         FIG. 11  is a front cross-sectional view of a slack adjuster in accordance with one embodiment of the present disclosure with pawls of the slack adjuster in a first position; 
         FIG. 12  is a front cross-sectional view of the slack adjuster depicted in  FIG. 11  with pawls of the slack adjuster in a second position; 
         FIG. 13  is a front cross-sectional view of the slack adjuster depicted in  FIG. 11  with pawls of the slack adjuster in a third position; 
         FIG. 14  is an overhead view of a strut assembly shown within a braking system in accordance with one embodiment of the present disclosure; 
         FIG. 15  is a perspective view of the strut assembly depicted in  FIG. 14 ; 
         FIG. 16  is a side view of the strut assembly depicted in  FIG. 14 ; 
         FIG. 17  is another perspective view of the strut assembly depicted in  FIG. 14 ; 
         FIG. 18  is a perspective view of a strut assembly shown within a braking system in accordance with another embodiment of the present disclosure; 
         FIG. 19  is a side view of the strut assembly depicted in  FIG. 18 ; 
         FIG. 20  is a perspective view of a portion of a brake assembly, including a brake head and an end extension, in accordance with one embodiment of the present disclosure; 
         FIG. 21  is another perspective view of the portion of the brake assembly depicted in  FIG. 20 ; and 
         FIG. 22  is a side view of the portion of the brake assembly depicted in  FIG. 20 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Reference will now be made in detail to present embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the invention. As used herein, the terms “first”, “second”, and “third” may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components. Similarly, the terms “front” and “rear” may be used to describe certain components relative to one another, it being understood that the orientation of the components may be reversed depending for example on a traveling direction of the railway car. Further, the term “longitudinally” may for example refer to the relative direction substantially parallel to the traveling direction of a railway car, and “transverse” may refer for example to the relative direction substantially perpendicular to the traveling direction of the railway car. 
     Each example is provided by way of explanation of the invention, not limitation of the invention. In fact, it will be apparent to those skilled in the art that modifications and variations can be made in the present invention without departing from the scope or spirit thereof. For instance, features illustrated or described as part of one embodiment may be used on another embodiment to yield a still further embodiment. Thus, it is intended that the present invention covers such modifications and variations as come within the scope of the appended claims and their equivalents. 
     Referring now to the figures,  FIG. 1  provides a braking system  50  in accordance with an exemplary embodiment of the present disclosure, installed in an exemplary railway car truck  10  (shown in phantom). The railway car truck depicted in  FIG. 1  generally includes a first axle  14  and a second axle  20 , connected and supported by a chassis  24 . The first axle  14  includes a pair of first wheels  12  rotatably mounted thereto and similarly, the second axle  20  includes a pair of second wheels  18  rotatably mounted thereto. The chassis  24  may support a portion of a railway car (not shown) and allow the truck  10  and railway car, using the first and second wheels  12 ,  18 , to roll along a corresponding infrastructure of railway car tracks (not shown). 
     As will be discussed in greater detail below, the railway car truck  10  further includes an exemplary braking system  50 , including a first brake assembly  52  and a second brake assembly  54 , spaced from one another along a longitudinal axis L (see  FIGS. 2-4 ). As shown, a transverse axis T and vertical axis V are additionally defined. The axes L, T, V are mutually orthogonal. In certain exemplary embodiments, the first brake assembly  52  may correspond to a front brake assembly and the second brake assembly  54  may correspond to a rear brake assembly. Similarly, in certain exemplary embodiments, the first and second axles  14 ,  20  of the truck  10  may correspond to front and rear axles, and the first and second wheels  12 ,  18  may correspond to front and rear wheels. The braking system  50  is configured to generate friction between an outer periphery  16 ,  22  of the first and second wheels  12 ,  18 , respectively, to slow and/or stop the railway car truck  10 . 
     Referring now to  FIGS. 2-4 , the exemplary braking system  50  of  FIG. 1  will be described in greater detail. The first brake assembly  52  includes a plurality of brake heads  56 , such as a pair of brake heads  56  as shown, disposed at transverse ends (along transverse axis T) of the first brake assembly  52 . The brake heads  56  each include one or more brake pads (not shown) defining a thickness and configured to contact an outer periphery  16  of the first wheels  12  (see  FIG. 1 ). First brake assembly  52  further includes a bar assembly  58 , which can for example include a tension bar assembly  60  and a compression bar  64  each extending between the brake heads  56 . 
     In exemplary embodiments as shown, tension bar assembly  60  may include a first tension bar  61  and a second tension bar  62 . The second tension bar  62  may be spaced apart from the first tension bar  61  along the vertical axis V. As shown, no intermediate bars or members may directly connect the first and second tension bars  61 ,  62 . In exemplary embodiments, the first and second tension bars  61 ,  62  may be generally flat bar members, as shown. 
     The compression bar  64 , on the other hand, in exemplary embodiments may be formed from, for example, a C-channel member or other suitable bar. 
     As with the first brake assembly  52 , the second brake assembly  54  similarly includes a plurality of brake heads  66 , such as a pair of brake heads  66  as shown, disposed at transverse ends of the second brake assembly  54 , each with one or more brake pads (not shown) defining a thickness and configured to contact an outer periphery  22  of the second wheels  18 . Second brake assembly  54  further includes a bar assembly  68 , which can for example include a tension bar assembly  70  and a compression bar  74  each extending between the brake heads  66 . 
     In exemplary embodiments as shown, tension bar assembly  70  may include a first tension bar  71  and a second tension bar  72 . The second tension bar  72  may be spaced apart from the first tension bar  71  along the vertical axis V. As shown, no intermediate bars or members may directly connect the first and second tension bars  71 ,  72 . In exemplary embodiments, the first and second tension bars  71 ,  72  may be generally flat bar members, as shown. 
     The compression bar  74 , on the other hand, in exemplary embodiments may be formed from, for example, a C-channel member or other suitable bar. 
     One having skill in the art will appreciate, however, that in other exemplary embodiments, the braking system  50  may have any other suitable configuration of first and second brake assemblies  52 ,  54 . For example, in other exemplary embodiments, the brake heads  56 ,  66  may have any other suitable construction and may include any suitable number of brake pads. In still other embodiments, the brake assemblies  52 ,  54  may not include both the tension bar assemblies and/or compression bars, and additionally, or alternatively, may include any other suitable bar members and/or configurations of structural components. 
     Referring still to  FIGS. 2-4 , the braking system  50  slows and/or stops the railway car truck  10  (see  FIG. 1 ) by applying a divergent braking force between and to the first and second brake assemblies  52 ,  54 , or more particularly, through the brake assemblies  52 ,  54  to the respective brake heads  56 ,  66  and brake pads. For the exemplary braking system  50  depicted in  FIGS. 2-4 , this force originates with an actuator  80  which, when actuated, provides a force which is transmitted to and through the first and second brake assemblies  52 ,  54 . In general, actuator  80  is operable to generate a linear force which is transmitted to and through the first and second brake assemblies  52 ,  54 . As illustrated, the linear force may be generated along the longitudinal axis L. In exemplary embodiments, as illustrated, the actuator  80  may be an inflatable air bag. Alternatively, however, the actuator  80  may be a brake cylinder, such as an air powered cylinder, hydraulic cylinder, or electric cylinder, or any other suitable actuator capable of generating a linear force. 
     Notably, in embodiments wherein the actuator  80  is an air bag, the actuator  80  can include a bladder  82  which is generally inflated and deflated when actuated as desired. The bladder  82  can be positioned between opposing plates  84 , as shown, or rings. The plates  84  or rings are generally the components of the air bag that are connected to other components of the braking system  50  as discussed herein. 
     Actuator  80  may be disposed proximate the second brake assembly  54 . For example, in exemplary embodiments as discussed, second brake assembly  54  may include a compression bar  74  and a tension bar assembly  70 . Actuator  80  may be disposed within the second brake assembly  54 , such as in these embodiments between the compression bar  74  and the tension bar assembly  70 . 
     To facilitate transmission of the linear force generated by the actuator  80  to the brake assemblies  52 ,  54 , a movable rod  90  may extend between the first and second brake assemblies  52 ,  54 , such as along the longitudinal axis L. Movable rod  90  may be a rigid rod, formed for example from a suitable metal or other suitable material, which extends between a first end  92  and a second end  94 . The movable rod  90 , such as the second end  94  thereof, may be coupled to the actuator  80 . For example, the movable rod  90  may be indirectly connected to the actuator  80  via a live lever as discussed herein. Accordingly, the movable rod  90  may be translatable along the longitudinal axis L based on operation of the actuator  80 . Actuation of the actuator  80  thus causes translation of the movable rod  90  along the longitudinal axis L. 
     In some embodiments, the movable rod  90  may for example be formed form a single component and/or have a non-adjustable length (i.e. maximum length between the first end  92  and second end  94 ). Alternatively as shown, the movable rod  90  may be formed from multiple components and/or have an adjustable length. For example, in exemplary embodiments as shown, the movable rod  90  may be or include a turnbuckle. The turnbuckle may include an intermediate portion and end portions which may be connected via threaded interfaces. Rotation of the intermediate portion relative to the end portions or the end portions relative to the intermediate portions may cause adjustment to the length of the rod  90 . 
     To further facilitate transmission of the linear force generated by the actuator  80  to the brake assemblies  52 ,  54 , braking system  50  may further include a fixed rod  100 . Similar to the movable rod  90 , fixed rod  100  may extend between the first and second brake assemblies  52 ,  54 , such as along the longitudinal axis L. Fixed rod  90  may be a rigid rod, formed for example from a suitable metal or other suitable material, which extends between a first end  102  and a second end  104 . Fixed rod  100  may further be spaced apart from movable rod  90 , such as along transverse axis T. For example, fixed rod  100  and movable rod  90  may be positioned on opposite sides of a centerline of the braking system  50  defined by the longitudinal axis L. Notably, fixed rod  100  may remain generally stationary, and not translate, rotate, or otherwise significantly move, during operation of the braking system  50  as a result of actuation of the actuator  80 . Thus, while movable rod  90  translates based on such actuation, fixed rod  100  does not. As illustrated, fixed rod  100  may be coupled to the actuator  80 , such as via a flange of a strut assembly as discussed herein. 
     A dead lever  110  may be provided in the braking system  50  to transmit the linear force from the actuator  80  and movable rod  90  to the brake assemblies  52 ,  54 . In exemplary embodiments, lever  110  may be disposed proximate the first brake assembly  52  (generally opposite the actuator  80  along the longitudinal axis L). For example, in exemplary embodiments as discussed, first brake assembly  52  may include a compression bar  64  and a tension bar assembly  60 . Lever  110  may be disposed within the first brake assembly  52 , such as in these embodiments between the compression bar  64  and the tension bar assembly  60 . 
     Lever  110  may include a first end  112 , a second end  114 , and a pivot point  116 . Pivot point  116  is generally disposed between the first end  112  and the second end  114 . Further, lever  110  may couple the rods  90 ,  100  together. For example, movable rod  90 , such as the first end  92  thereof, may be connected to the first end  112  of the lever  110  (such as via a suitable mechanical connection, etc.). Fixed rod  100 , such as the first end  102  thereof, may similarly be connected to the second end  114  of the lever  110 . 
     A live lever  120  may additionally be provided in the braking system  50  to transmit the linear force from the actuator  80  and movable rod  90  to the brake assemblies  52 ,  54 . In exemplary embodiments, lever  120  may be disposed proximate the second brake assembly  52  (generally opposite the dead lever  110  along the longitudinal axis L). For example, in exemplary embodiments as discussed, second brake assembly  54  may include a compression bar  74  and a tension bar assembly  70 . Lever  120  may be disposed within the second brake assembly  54 , such as in these embodiments between the compression bar  74  and the tension bar assembly  70 . 
     Lever  120  may include a first end  122 , a second end  124 , and a pivot point  126 . Pivot point  126  is generally disposed between the first end  122  and the second end  124 . Further, lever  110  may indirectly couple the rods  90 ,  100  together via the actuator  80 . For example, movable rod  90 , such as the second end  94  thereof, may be connected to the second end  124  of the lever  120  (such as via a suitable mechanical connection, etc.). Actuator  80  may be connected to the first end  122  of the lever  120 , such as via a flange of a strut assembly as discussed herein. 
     Notably, distances may be defined between the first and second points of each lever and the pivot points of those levers. For example, a maximum distance  113  may be defined between the first end  112  and pivot point  116 , a maximum distance  115  may be defined between the second end  114  and pivot point  116 , a maximum distance  123  may be defined between the first end  122  and pivot point  126 , a maximum distance  125  may be defined between the second end  124  and pivot point  126 . In some embodiments, a maximum distance  113  and maximum distance  115  may be equal. Alternatively, a maximum distance  115  may be greater than a maximum distance  113  as shown, or a maximum distance  113  may be greater than a maximum distance  115 . Similarly, in some embodiments, a maximum distance  123  and maximum distance  125  may be equal. Alternatively, a maximum distance  125  may be greater than a maximum distance  123  as shown, or a maximum distance  123  may be greater than a maximum distance  125 . Differences in maximum distances may advantageously provide lever differentials which provide desired braking forces. 
     Movement of the levers  110 ,  120  based on actuation of the actuator  80  may generally cause movement of the brake assemblies  52 ,  54  to cause braking operations as discussed above. For example, and notably, actuation of the actuator  80  causes rotation of the live lever  120  about the pivot point  126 . Specifically, the first end  122  may rotate due to actuation of the actuator  80 , and may cause rotation of the second end  124 . This movement of the second end  124  causes translation of the movable rod  90  but no movement of the fixed rod  100 . Further, movable rod  90  and fixed rod  100  are both connected to the lever  110  at the ends  112 ,  114  of the lever  110 . As a result, and as illustrated, translation of the movable rod  90  along the longitudinal axis L causes translation of the first end  112  and the pivot point  116  along the longitudinal axis L and rotation of the first end  112  and the pivot point  116  about the second end  114 . Second end  114 , due to the connection to the fixed rod  100 , remains stationary. Such movement of the first end  112  and pivot point  116 , however, generally causes a distance  118  along the longitudinal axis L between the first brake assembly  52  and the second brake assembly  54  to change, with an increase in the distance  118  resulting in contact with the wheels  12 ,  18  and resulting braking and a decrease in the distance  118  resulting in ceasing of contact and braking operations. 
       FIG. 2  illustrates the braking system  50  in a non-deployed position, with the actuator  80 , in this case an air bag, not actuated.  FIG. 3  illustrates the braking system  50  in a deployed position after actuation of the air bag. 
     To facilitate the movement of the first and second brake assemblies  52 ,  54  along the longitudinal axis L, the various components of the system  50  must be connected to the brake assemblies  52 ,  54 . For example, braking system  50  may include a strut assembly  200  which is disposed proximate the second brake assembly  54 , such as between the tension bar assembly  70  and the compression bar  74 . Strut assembly  200  may, for example, be connected to the second brake assembly  54 , such as to the tension bar assembly  70  and/or compression bar  74  as illustrated. Actuator  80 , fixed rod  100  (such as second end  104 ), and live lever  120  may be connected to components of the strut assembly  200 , and fixed rod  100 . Accordingly, strut assembly  200  may facilitate the transfer of braking force to the second brake assembly  54 . Exemplary embodiments of strut assembly  200  will be discussed in detail herein. 
     Braking system  50  may further include a slack adjuster  130 . Slack adjuster  130  may be disposed proximate the first brake assembly  52 , such as between the tension bar assembly  60  and the compression bar  64 . Slack adjuster  130  may, for example, be connected to the first brake assembly  52 , such as to the tension bar assembly  60  and/or compression bar  64  as illustrated. Further, and critically, the slack adjuster  130  may be connected to the lever  110 , such as to the pivot point  116  as illustrated. 
     In addition to transmitting the braking force from the rods  90 ,  100  and levers  110 ,  120  to the first brake assembly  52 , slack adjuster  130  may additionally generally adjust the distance  118  to account for wear in the system  50 , such as in the brake heads  56 ,  66  and specifically the pads thereof. For example, as mentioned,  FIG. 3  illustrates the braking system  50  in a deployed position after actuation of the air bag. In  FIG. 3 , the slack adjuster  130  has not been actuated, because the brake heads  56 ,  66  generally contact the wheels  12 ,  18  when the lever  110  is rotated within a first angle range  132 , as discussed herein. The first angle range  132  can generally be optimized on a system-by-system basis based on the optimal performance of the actuator  80  and other components of the system  50 . After a period of use, however, the brake heads  56 ,  66 , and specifically the brake pads thereof, may wear, thus requiring the brake assemblies  52 ,  54  to travel further along the longitudinal direction L in order for the brake heads  56 ,  66  to contact the wheels  12 ,  18 . Accordingly, lever  110  may be required to rotate within a second angle range  134  that is greater than the first angle range  132  for this contact to the made. However, the increased actuation that is required of the actuator  80  to cause this further rotation of the lever  110  may require that the actuator  80  operate outside of its peak performance range, thus causing non-optimal braking. Slack adjuster  130  may adjust the distance  118  to account for this situation, for example increasing the distance  118  such that lever  110  is only required to rotate within the first angle range  132  to facilitate braking despite the brake head  56 ,  66  wear, etc.  FIG. 4 , for example, illustrates the brake system  50  in the deployed position and after actuation of the slack adjuster  130 , with distance  118  increased relative to  FIG. 3  such that the brake heads  56 ,  66  again generally contact the wheels  12 ,  18  when the lever  110  is rotated within a first angle range  132 . 
     Specifically, in the embodiments shown, slack adjuster  130  is advantageously operable to adjust a distance  136  along the longitudinal axis L between a reference point  138  and the pivot point  116 . Reference point  138  is defined by and on the bar assembly  58  of the first brake assembly  52 . For example, reference point  138  can be defined on the tension bar assembly  60  or the compression bar  64 . In the embodiments illustrated, reference point  138  is defined as a central point along the transverse axis T on the tension bar assembly  60 , such as on either the first or second tension bar  61 ,  62 . Referring briefly to  FIGS. 5 through 7 , for example, rotation of the first end  112  about the pivot point  116  within first angle range  132  causes no adjustment of the distance  136  along the longitudinal axis L between the reference point  138  and the pivot point  116 . Rotation of the first end  112  about the pivot point  116  within second angle range  134 , which is different from and in exemplary embodiments greater than the first angle range  132  causes adjustment of the distance  136  along the longitudinal axis L between the reference point  138  and the pivot point  116 .  FIG. 5  illustrates slack adjuster  130  in a non-deployed position, with braking system  50  generally also in a non-deployed position.  FIG. 6  illustrates braking system  50  actuated to a deployed position, with slack adjuster  130  in a non-deployed position. As illustrated, because first end  112  is within first angle range  132 , the slack adjuster  130  has not been actuated.  FIG. 7  illustrates braking system  50  actuated to a deployed position, with slack adjuster  130  illustrated after actuation in the deployed position due to rotation of the first end  112  into the second angle range  134 .  FIG. 4  similarly illustrates slack adjuster  130  after actuation in the deployed position. 
     The location and operation of slack adjusters  130  as disclosed herein provides numerous advantages. For example, the positioning of the slack adjuster  130  allows both a fixed rod  100  to be utilized, and eliminates the requirement for a slack adjuster incorporated into the fixed rod  100  or movable rod  90 . This contributes to the robustness and improved force transmission of brake systems  50  of the present disclosure. Further, slack adjusters  130  positioned in accordance with the present disclosure may advantageously be relatively compact and may thus advantageously decrease the weight of the associated system  50 . 
     Referring now to  FIGS. 5 through 13 , embodiments of slack adjusters  130  in accordance with the present disclosure will be described in detail. It should be understood, however, that any slack adjuster  130  which is operable to adjust a distance  136  along the longitudinal axis L between a reference point  138  and a pivot point  116  is within the scope and spirit of the present disclosure. 
     As illustrated, a slack adjuster  130  in accordance with the present disclosure may include a first body  140  connected to the lever  110  at the pivot point  116 , and a second body  142  connected to the bar assembly  59 . For example, as shown, second body  142  may be connected to the tension bar  60 . First body  140  may be translatable relative to the second body  142  along the longitudinal axis L. Further, in exemplary embodiments as illustrated and due to the connections of the first and second bodies  140 ,  142  as shown, translation of the first body  140  relative to the second body  142  along the longitudinal axis L may adjust the distance  136  along the longitudinal axis L between the reference point  138  and the pivot point  116 . 
     Slack adjuster  130  may further include one or more springs  144  (which may for example be compression springs or other suitable biasing members). Each spring  144  may be operable to bias the first body  140  along the longitudinal axis L, such as relative to (and in exemplary embodiments away from) the second body  142 . For example, in embodiments wherein springs  144  are compression springs, the springs  144  may be compressed when the slack adjuster  130  is not deployed. As discussed herein, springs  144  may be held in the compressed position by a ratchet assembly or other suitable actuatable component of the slack adjuster  130 . When the slack adjuster  130  is actuated, the springs  144  may be released, and the outward bias of the springs  144  may force the first body  140  away from the second body  142  along the longitudinal axis L, thus deploying the slack adjuster  130 . 
     As shown, slack adjuster  130  may include one or more guide rails  146 . The guide rails  146  may extend from the second body  142 . First body  140  may be movable connected to the guide rails  146 , and may be translatable along the guide rails  146 . Further, a spring  144  may be associated with a guide rail  146 . For example, a spring  144  may generally surround a guide rail  146  as illustrated. Accordingly, guide rails  146  may generally guide the travel of the springs  144  and the first body  140  relative to the second body  142 . 
     As mentioned, slack adjuster  130  may further include, for example, a ratchet assembly  150 . Ratchet assembly  150  may generally be operable to cause translation of the first body  140  relative to the second body  142 . For example, as discussed, rotation of the first end  112  about the pivot point  116  within first angle range  132  causes no actuation of the slack adjuster  130 , and thus no adjustment of the distance  136  along the longitudinal axis L between the reference point  138  and the pivot point  116 . Rotation of the first end  112  about the pivot point  116  within second angle range  134  causes actuation and deployment of the slack adjuster  130 , and thus adjustment of the distance  136  along the longitudinal axis L between the reference point  138  and the pivot point  116 . Ratchet assembly  150  may be actuatable to release the springs  144  and cause movement of the first body  140  as discussed above, thus causing actuation and deployment of the slack adjuster  130 .  FIGS. 8 through 13  illustrate embodiments and components of ratchet assemblies  150  in accordance with the present disclosure. In  FIG. 8 , a cover  152  of the ratchet assembly  150  has been removed for ease of viewing other components of the ratchet assembly  150 . 
     As illustrated, ratchet assembly  150  can include a rotatable nut  154  and one or more pawls engageable with the nut  154 . For example, a first pawl  160  and a second pawl  162  may each be engageable with a plurality of external teeth  156  of the nut  154 . Further, a screw rod  164  may be connected, such as threadably connected, to the nut  154 . For example, external threads  166  of the screw rod  164  may be threadably connected to internal threads  158  of the rotatable nut  154 . Additionally, screw rod  164  may be connected, such as threadably connected, to a fixed nut  170 . For example, the external threads  166  may be threadably connected to internal threads  172  of the fixed nut  170 . Fixed nut  170  may, for example, be connected to or housed within the second body  142 . 
     Referring briefly to  FIGS. 9 and 11 through 13 , the pawls  160 ,  162  may each be rotated between an engaged position wherein the pawl  160 ,  162  is contacting the plurality of external teeth  156  and a disengaged position wherein the pawl  160 ,  162  is spaced from the plurality of external teeth  156 . When a pawl  160 ,  162  contacts the external teeth  156 , this contact generally prevents rotation of the nut  154 , and thus the connected screw rod  164 , in a particular direction. Further, when two pawls  160 ,  162  are utilized as illustrated, the pawls  160 ,  162  may be positioned such that contact with the external teeth  156  by the first pawl  160  generally prevents rotation of the nut  154  in a first direction and contact with the external teeth  156  by the second pawl  162  generally prevents rotation of the nut  154  in a second opposite direction. The first direction may, for example, be the direction of rotation that the nut  154  and screw rod  164  rotate in as the first body  140  translates away from the second body  142 , and the second direction may, for example, be the direction of rotation that the nut  154  and screw rod  164  rotate in as the first body  140  translates towards the second body  142 . Such rotation is caused in the first direction by the spring bias and the interaction between the screw rod  164  and fixed nut  170 , and this rotation causes translation of the screw rod  164  and rotatable nut  154  with the first body  140  and relative to the fixed nut  170  and second body  142 . Rotation in the second opposite direction (and accompanying translation) can be caused manually by an operator resetting the slack adjuster  130 , or can alternatively be caused by a suitable selectively actuatable or biasing component. 
       FIG. 11  illustrates first pawl  160  in an engaged position and second pawl  162  in a disengaged position. In these positions, the ratchet assembly  150  prevents rotation of the screw rod  164  and rotatable nut  154  in a first direction and thus prevents translation of the first body  140  away from the second body. However, rotation of the screw rod  164  and rotatable nut  154  in a second direction and thus translation of the first body  140  towards the second body is allowed.  FIG. 12  illustrates first pawl  160  in a disengaged position and second pawl  162  in a disengaged position.  FIG. 13  illustrates first pawl  160  in a disengaged position and second pawl  162  in an engaged position. In both of these positions, the ratchet assembly  150  allows rotation of the screw rod  164  and rotatable nut  154  in a first direction and thus allows translation of the first body  140  away from the second body. In the positions of  FIG. 12 , the ratchet assembly  150  allows rotation of the screw rod  164  and rotatable nut  154  in a second direction and thus allows translation of the first body  140  towards the second body. In the positions of  FIG. 13 , the ratchet assembly  150  prevents rotation of the screw rod  164  and rotatable nut  154  in a second direction and thus prevents translation of the first body  140  towards the second body. 
     Referring again generally to  FIGS. 5 through 13 , ratchet assembly  150  may further include a camming bar  180 . The camming bar  180  may be operable to adjust the positions of the pawls  160 ,  162 , and thus selectively allow translation of the first body  140  relative to the second body  142  as discussed above. For example, camming bar  180 , such as a cam surface  182  thereof, may be in contact with the pawls  160 ,  162 . With respect to the first pawl  160 , camming bar  180  may be translatable between an engaged position wherein the pawl  160  is rotated into contact with one of the plurality of external teeth  156  and a disengaged position wherein the pawl  160  is rotated into a position spaced from the plurality of external teeth  156 . Interaction with the cam surface  182  may cause such rotation. With respect to the second pawl  162 , camming bar  180  may be translatable between an engaged position wherein the pawl  162  is rotated into contact with one of the plurality of external teeth  156  and a disengaged position wherein the pawl  162  is rotated into a position spaced from the plurality of external teeth  156 . Interaction with the cam surface  182  may cause such rotation. Cam surface  182  may, for example, include two or more portions, such as three portions as illustrated, which may each when in contact with the pawls  160 ,  162  rotate the pawls  160 ,  162  to the various positions. For example, first portion  184  may cause the first pawl  160  to be in contact with the teeth  156  and second pawl  162  to be spaced from the teeth  156 , second portion  186  may cause the first pawl  160  to be spaced from the teeth  156  and second pawl  162  to be spaced from the teeth  156 , and third portion  186  may cause the first pawl  160  to be spaced from the teeth  156  and second pawl  162  to be in contact with the teeth  156 . With respect to the first pawl  160 , camming bar  180  is in the engaged position when the first portion  184  contacts the pawl  160  and the disengaged position when the second or third portions  186 ,  188  contact the pawl  160 . Accordingly, when the camming bar  180  is in the disengaged position with respect to the first pawl  160 , the spring bias can cause the first body  140  to translate away from the second body  142 . With respect to the second pawl  162 , camming bar  180  is in the engaged position when the third portion  188  contacts the pawl  162  and the disengaged position when the second or first portions  186 ,  184  contact the pawl  162 . 
     As discussed, camming bar  180  can be translatable between various positions to facilitate operation of the slack adjuster  130  generally. This translation is generally based on rotation of the lever  110 . For example, rotation of the first end  112  about the pivot point  116  within first angle range  132  can cause the camming bar  180  to remain in a position such that the first pawl  160  is in an engaged position. Rotation of the first end  112  about the pivot point  116  within second angle range  134 , however, can cause the camming bar  180  to translate to a position such that the first pawl  160  is in a disengaged position. In some embodiments as illustrated, ratchet assembly  150  can further include a control rod  190 , which can be coupled to the camming bar  180  and which can cause such translation of the camming bar  180 . For example, translation of the control rod  190  can cause translation of the camming bar  180 . 
     Referring specifically to  FIGS. 5 through 7 , one embodiment of the control rod  190  interaction with the camming bar  180  is provided. As illustrated, the control rod  190  may be coupled to fixed rod. The control rod  190  may further include a coupling point  192  which may be movably coupled to the camming bar  180 . During rotation of the first end  112  of the lever  110  about the pivot point  116  with the first angle range  132 , the camming bar  180  (together with the pawls  160 ,  162 , etc.) may translate relative to the control rod  190  and coupling point  192  thereof, which may remain stationary in terms of translation relative to camming bar  180 . Accordingly, camming bar  180  may also remain stationary in terms of translation relative to the pawls  160 ,  162 . During rotation of the first end  112  of the lever  110  about the pivot point  116  with the second angle range  134 , a stop  196  of the camming bar  180  may during translation encounter the coupling point  192  of the control rod  190 . Due to this contact with the stop  196 , continued translation of the camming bar  180  may be stopped, and the pawls  160 ,  162  may continue to translate relative to the camming bar  180 . Accordingly, camming bar  180  may translate relative to the pawls  160 ,  162 , and the slack adjuster  130  may be actuated. 
     Additionally, ratchet assembly  150  may include a control spring  198 . This spring may interact with the camming bar  180  and control rod  190  and may, as illustrated, provide a spring bias to the camming bar  180  and control rod  190 , such as in the first direction of travel of the first body  140  away from the second body  142 . 
     It should be understood that the present disclosure is not limited to the ratchet assemblies  150 , slack adjusters  130 , etc. described herein, and rather that any suitable components for adjusting the distances with braking systems  50  as discussed herein are within the scope and spirit of the present disclosure. 
     As discussed above, braking system  50  may include a strut assembly  200 . Referring now to  FIGS. 14 through 19 , embodiments of a strut assembly  200  in accordance with the present disclosure are provided. The use of assemblies  200  in accordance with the present disclosure may provide the braking system  50  with various advantages. For example, strut assembly  200  can provide generally even transmission of force to the second brake assembly  54  (about the longitudinal axis), and can linearly orient the rods to facilitate improved force transmission and reduce bending moments, etc., on the rods  90 ,  100  caused by the linear force generated by the actuator  80 . 
     As discussed, strut assembly  200  can be disposed proximate the second brake assembly  54 , such as between the tension bar assembly  70  and the compression bar  74 . Strut assembly  200  may, for example, be connected to the second brake assembly  54 , such as to the tension bar assembly  70  and/or compression bar  74  as illustrated. Actuator  80  may be connected to the strut assembly  200 , and fixed rod  100 , movable rod  90  (such as the second ends  104 ,  94  thereof), and live lever  120 , may further be connected to the strut assembly  200 . 
     In exemplary embodiments, as illustrated, strut assembly  200  includes a first strut member  202  and a second strut member  204 . The second strut member  204  may be spaced apart from the first strut member  202 . As shown, no intermediate bars or members may directly connect the first and second strut members  202 ,  204 . In exemplary embodiments, the first and second strut members  202 ,  204  may be generally flat members, as shown. 
     Each strut member  202 ,  204  may include a base  206  and an arm  208  which extends from the base  206 . The base  206  of each strut member  202 ,  204  may, for example, be connected to the tension bar assembly  70 , such as to the first tension bar  71  and second tension bar  72 . Mechanical fasteners  209  (which in exemplary embodiments may be nut/bolt combinations but alternatively may be screws, nails, rivets, etc.) may, for example, extend through the bases  206  and tension bars  71 ,  72  to connect these components together. In exemplary embodiments as shown, the bases  206  may be generally centered relative to the tension bar assembly  70  along the transverse direction T to facilitate even force distribution. Further, in exemplary embodiments, the bases  206  may be connected to the tension bar assembly  70  at two or more locations, as shown. 
     The arm  208  of each strut member  202 ,  205  may, for example, be connected to the compression bar  74 . Mechanical fasteners  209  may, for example, extend through the arms  208  and compression bar  74  to connect these components together. In exemplary embodiments, the location of connection of the arms  208  with the compression bar  74  may be generally centered relative to the tension bar assembly  70  along the transverse direction T to facilitate even force distribution. In some embodiments, each arm  208  may include a curvilinear and/or offset (along transverse axis T) portion which facilitates accommodation of the actuator  80  as shown. 
     In exemplary embodiments as shown, the live lever  120  may be coupled to the strut assembly  200 . Specifically, the pivot point  126  may be coupled to the strut assembly  200  (i.e. via a mechanical fastener  209 ), such as to the first and second strut members  202 ,  204 . In exemplary embodiments as shown, the live lever  120  may be disposed between the first strut member  202  and the second strut member  204  along the vertical axis V, as shown. 
     Referring now to  FIGS. 18 and 19 , in some embodiments the system  50  may further include a hand brake lever  210 . The hand brake lever  210  may facilitate manual activation of the system  50  through movement of the hand brake lever  210 , which may cause translation of the movable rod  90 . Hand brake lever  210  may, for example, include a base  212  and an arm  214  extending therefrom. In exemplary embodiments as illustrated, the base  212  may be disposed between the first strut member  202  and the second strut member  204 , as shown. The hand brake lever  210 , such as the base  212  thereof, may be coupled to the pivot point  126  of the live lever  120  and connected to the movable rod  90 , such as the second end  94  thereof. To actuate the hand brake lever  210 , hand brake lever  210  may be manually moved, such as by rotating the arm  214 . Such movement may cause movement, such as rotation, of the base  212 , which in turn may cause translation of the movable rod  90 . Subsequent movements of the various components of the system  50  as discussed herein may result from such movement of the movable rod  90 . 
     The arm  214  may extend from the base  212  at a suitable angle  216  to facilitate ease of access. For example, the arm  214  may extend at an angle (to the longitudinal axis L—transverse axis T plane) of between 20 degrees and 50 degrees, such as between 25 degrees and 40 degrees, such as approximately 30 degrees. 
     In some embodiments, as illustrated in  FIGS. 14 through 17 , the live lever  120 , the first strut member  202  and the second strut member  204  are disposed between the first tension bar  71  and the second tension bar  72  along the vertical axis V. Alternatively and in particular when a hand brake lever  210  is utilized, the live lever  120  and only one of the first strut member  202  or second strut member  204  are disposed between the first tension bar  71  and the second tension bar  72  along the vertical axis V. Notably and advantageously, however, the same components may be utilized in both hand brake and non-hand brake embodiments, with the relative positioning along the vertical axis V modified in hand brake embodiments. Referring again to  FIGS. 14 through 19 , a flange  220 , such as a first flange, may be connected to and between the live lever  120 , such as the first end  122  thereof, and the actuator  80 . Flange  220  may thus provide the connection between these components. The flange  220  may in exemplary embodiments define a first central longitudinal axis C 1  which, when the braking system  50  is assembled, may be generally parallel to the longitudinal axis L. In exemplary embodiments, the actuator  80  may be centrally aligned on the central longitudinal axis C 1  such that the linear force generated by the actuator  80  is generated along the central longitudinal axis C 1 . Notably, the flange  220  may include a variety of different mounting bore holes defined therein to facilitate a connection between the flange  220  and various sizes of actuators  80 , while allowing each sized actuator  80  to be desirably centrally aligned. 
     Strut assembly  200  may further include a second flange  230 . Second flange  230  may similarly be connectable to the actuator  80  such that, when assembled as illustrated, the actuator  80  may be connected to the flange  230 . Accordingly, actuator  80  may be connectable and, when assembled, connected between the first flange  220  and the second flange  230 . 
     Second flange  230  may include a body  232  and a pocket  234  defined in the body  232 . To connect the fixed rod  100  to the assembly  200 , the second end  104  of the fixed rod  100  may be, when assembled, disposed within the pocket  234 . Accordingly, pocket  234  may be sized to receive the fixed rod  100 , such as the second end  104  thereof, therein. Further, advantageously, the pocket  234  may be centrally located on the body  232 . In exemplary embodiments as illustrated the second flange  230  generally and/or the pocket  234  thereof may be centrally aligned on the central longitudinal axis C 1 . Accordingly, the linear force generated by the actuator  80  may be generated along the central longitudinal axis C 1  centrally through the second flange  230  generally and/or the pocket  234  thereof. Fixed rod  100  may further extend along the central longitudinal axis C 1  and, because fixed rod  100  is connected to the pocket  234  in these embodiments, the linear force can thus advantageously be transmitted linearly through the fixed rod  100 . 
     Further, in exemplary embodiments as shown, flange  230  may include a passage  236  defined in and through the body  232 . Passage  236  may allow for an actuation source, such as in the case of an air bag an air hose (not shown) to connect through the flange  230  to the actuator  80 . 
     Referring now to  FIGS. 20 through 22 , a braking system  50  may further include a plurality of end extensions  250 . For example, each brake assembly  52 ,  54  may include a plurality of end extensions  250 . Each end extension  250  may be connected to a bar assembly  58 ,  68 , such as proximate a brake head  56 ,  66 . Further, each end extension  250  may be connected to a brake head  56 ,  66 . The end extensions  250  generally provide interfaces for supporting the braking system  50  on the chassis  24 . Specifically, the end extensions  250  contact the chassis  24  and support the braking system  50  relative to the chassis  24 . 
     As illustrated, each end extension  250  may include a connector body  252  and a support body  254 . In exemplary embodiments as shown the connector body  252  and support body  254  are integral with each other, and thus integrally formed as a single, monolithic component. In general, the connector body  252  may connect the end extension  250  to other components of the braking system  50 , and the support body  254  extends from the connector body  252  and provides the interface with the chassis  24 . 
     For example, each end extension  250  (such as the connector body  252  thereof) in exemplary embodiments may be connected at a first connection point  256  (such as via a mechanical fastener  209 ) to an associated brake head  56 ,  66  and bar assembly  58 ,  68  (i.e. the compression bar  64 ,  74  and/or tension bar assembly  60 ,  70  thereof). For example, a first mechanical fastener  209 ′ may extend through the end extension  250  (such as the connector body  252  thereof) and the associated brake head  56 ,  66  and bar assembly  58 ,  68  at the first connection point  256  to connect these components together. 
     Further, each end extension  250  (such as the connector body  252  thereof) in exemplary embodiments may be connected at a second connection point  258  (such as via a mechanical fastener  209 ) to an associated bar assembly  58 ,  68  (i.e. the compression bar  64 ,  74  and/or tension bar assembly  60 ,  70  thereof). For example, a second mechanical fastener  209 ″ may extend through the end extension  250  (such as the connector body  252  thereof) and the associated bar assembly  58 ,  68  at the second connection point  258  to connect these components together. Notably, however, the end extension  250  may not be connected to an associated brake head  56 ,  66  at the second connection point  258 . For example, the second mechanical fastener  209 ″ may not extend through the associated brake head  56 ,  66  at the second connection point  258 . Such use of the second connection point  258  advantageously allows for the brake heads  56 ,  66  to be removed (via the first connection point  256 , such as by removing the first mechanical fastener  209 ′) for inspection, repair, replacement, etc., while the end extension  250  and the associated bar assembly  58 ,  68  remain connected at the second connection point  258  (such as via the second mechanical fastener  209 ″). Accordingly, entire disassembly of these components is not required for inspection, repair, replacement, etc. of the brake heads  56 ,  66 . 
     The end extensions  250  may, in exemplary embodiments, position various other components of the braking system  50  in advantageous relative locations along the vertical axis V. Such positioning may facilitate improved access to the braking system  50  and improved braking operation due to reduced wear to the brake heads  56 ,  66 . 
     For example, in some embodiments as shown, the support body  254  (i.e. a midpoint thereof along the vertical axis V) of each end extension  250  may be offset from a midpoint  259  of the associated bar assembly  58 ,  68  along the vertical axis V. As shown, in exemplary embodiments, each support body  254  may be below the midpoint  259  along the vertical axis V. Such positioning may advantageously raise the remaining components of the braking system  50  relative to the chassis  24 . Additionally or alternatively, in some embodiments as shown, each support body  254  may be angled relative to a plane defined by the longitudinal axis L and transverse axis T. 
     Additionally or alternatively, each brake head  56 ,  66  may be offset from the associated midpoint  259  along the vertical axis V. For example, in exemplary embodiments as shown, each brake head  56 ,  66  may be above the associated midpoint  259  along the vertical axis V. Such positioning may advantageously reduce and/or evenly distribute the wear on the brake pads of the brake head  56 ,  66  may facilitating improved positioning of the brake heads  56 ,  66  relative to the wheels  12 ,  18 . 
     This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.