Patent Abstract:
An adjustable brake system for a railroad truck wheel frame. The system includes an elongated body secured to a railroad truck and rotatably secured to a plurality of wheels, the elongated body having a brake side pocket positioned near a wheel of the plurality of wheels; a compression bar and an extension bar extending from a first side of the elongated body to a second side of the elongated body; a strut positioned between the compression bar and the extension bar; a brake head rigidly secured to the compression bar; a protrusion extending from the brake head and configured to engage within the brake side pocket; and a cam rotatably attached to the compression bar and configured to engage within the brake side pocket.

Full Description:
BACKGROUND 
     1. Field of the Invention 
     The present invention relates generally to railroad car truck brake systems, and more specifically, an adjustable brake beam. 
     2. Description of Related Art 
     Railroad car truck brake beams are well known in the art and provide a viable means of stopping a train. In  FIG. 1 , a conventional brake beam system  101  is shown. System  101  depicts a rectilinear compression member  103 , a rectilinear tension member  129 , strut  117  with means for connecting said tension member  129  and said compression member  103 , brake heads  131  and  133  with recesses so that said tension member  129  and said compression member  103  may be partially located therein. 
     As depicted in  FIG. 1 , a brake beam system  101  is supported on guides  127  and  109  located adjacent to the wheels  105  and  123 . A lever (not shown) inserted within the slot  121  applies force in the direction of arrows  113  and  115 . When force is applied in the direction of arrow  113 , the beam  103  moves in the direction arrow  113  so that brake shoes  125  and  107  contact wheels  123  and  105 , respectively. 
     As is known to those skilled in the art, because of the substantial speeds at which railroad cars travel and the heavy loads they carry, large braking forces are required to be transferred to the wheels through the brake beam assemblies during their operation. These forces, and random vibrations borne through the truck structure to the brake beams, create stresses in numerous areas. 
     The rails  109  and  127  contain recessed, parallel side pockets with an internal liner (not shown in  FIG. 1  but discussed in more detail herein) which allow the beam  103  to move by sliding in directions  113  and  115 . The brake heads  131  and  133  contain protrusions  135  and  137 , respectively, which are commonly known as end extensions. The end extensions  135  and  137  are tapered by design and are sized to fit into the side pockets of the rails  109  and  127 . It is notable that the end extensions  135  and  137  are non-adjustably integral to the brake heads  131  and  133 , respectively, since the brake heads (with end extensions) are manufactured as a “one piece” casting. As depicted in  FIG. 1 , each brake beam system  101  contains a right hand and left hand brake head. 
     When the brake beam  103  is engaged such that the brake shoes  125  and  107  contact the wheels  123  and  105 , the resultant friction force is transmitted through the brake beam system  101  through end extensions  135  and  137  to the fixed rails  127  and  109 . Due to tolerance stack-up and loose regulatory standards, the end extensions  135  and  137  loosely fit in the side pockets of the rails  127  and  109  causing them to become diagonally constrained when the brake beam is engaged. Simply put, the end extensions  135  and  137  contact the side pockets via two-point contact; one point on the upper trailing edge of the side pocket and another point on the lower leading edge of the side pocket. 
     The inherent sloppy fit of the tapered end extensions  135  and  137  to the side pockets of the rails  127  and  109  allows the brake beam to move until the end extensions become diagonally constrained. This allowable, inherent movement causes misalignment between brake shoes  107  and  125  and wheels  105  and  123  resulting in uneven brake shoe wear. This uneven shoe wear; commonly referred to as shoe taper, can occur on new railcars during the first deployment of use. This is viewed as a disadvantage of conventional brake beam systems. 
     Although great strides have been made in the area of brake beam system, many shortcomings remain. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       The novel features believed characteristic of the embodiments of the present application are set forth in the appended claims. However, the embodiments themselves, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is a top view of a conventional brake beam system; 
         FIG. 2  is an oblique view of an adjustable brake beam system in accordance with a preferred embodiment of the present application; 
         FIGS. 3, 4 , &amp;  5  are oblique views of the adjustable brake beam system of  FIG. 2 ; 
         FIG. 6  is a top view of the adjustable brake beam system of  FIG. 2 ; 
         FIG. 7  is an oblique view of the tension member of the adjustable brake beam system of  FIG. 2 ; 
         FIG. 8  is an oblique view of the compression member of the adjustable brake beam system of  FIG. 2 ; 
         FIG. 9  is an oblique view of the strut of the adjustable brake beam system of  FIG. 2 ; 
         FIGS. 10 &amp; 11  are oblique views of the brake head of the adjustable brake beam system of  FIG. 2 ; 
         FIGS. 12 &amp; 13  are oblique views of the adjustable adapter of the adjustable brake beam system of  FIG. 2 ; 
         FIGS. 14 &amp; 15  are oblique views of the installation of the adjustable brake beam system of  FIG. 2 ; 
         FIGS. 16A, 16B, and 16C  are oblique views of the installation of the adjustable brake beam system of  FIG. 2 ; 
         FIG. 17  is an oblique view of a non-adjustable brake beam system in accordance with an alternate embodiment of the present application; 
         FIGS. 18 &amp; 19  are oblique views of the non-adjustable brake beam system of  FIG. 17 . 
         FIG. 20  is an oblique, exploded view of the non-adjustable brake beam system of  FIG. 17 . and 
         FIGS. 21 &amp; 22  are oblique views of the non-adjustable adapter of the non-adjustable brake beam system of  FIG. 17 . 
     
    
    
     While the system and method of use of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the invention to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present application as defined by the appended claims. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Illustrative embodiments of the system and method of use of the present application are provided below. It will of course be appreciated that in the development of any actual embodiment, numerous implementation-specific decisions will be made to achieve the developer&#39;s specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure. 
     The system and method of use in accordance with the present application overcomes one or more of the above-discussed problems commonly associated with conventional brake beam systems. Specifically, the system of the present application provides a new and useful adjustable brake beam which will allow the user to eliminate pre-mature brake shoe taper through the use of a unique, adjustable fit up method. These and other unique features of the system and method of use are discussed below and illustrated in the accompanying drawings. 
     The system and method of use will be understood, both as to its structure and operation, from the accompanying drawings, taken in conjunction with the accompanying description. Several embodiments of the system are presented herein. It should be understood that various components, parts, and features of the different embodiments may be combined together and/or interchanged with one another, all of which are within the scope of the present application, even though not all variations and particular embodiments are shown in the drawings. It should also be understood that the mixing and matching of features, elements, and/or functions between various embodiments is expressly contemplated herein so that one of ordinary skill in the art would appreciate from this disclosure that the features, elements, and/or functions of one embodiment may be incorporated into another embodiment as appropriate, unless described otherwise. 
     The preferred embodiment herein described is not intended to be exhaustive or to limit the invention to the precise form disclosed. It is chosen and described to explain the principles of the invention and its application and practical use to enable others skilled in the art to follow its teachings. 
     Referring now to the drawings wherein like reference characters identify corresponding or similar elements throughout the several views,  FIG. 2  depicts an adjustable brake beam system in accordance with a preferred embodiment of the present application. It will be appreciated that the adjustable brake beam system  201  overcomes one or more of the above-listed problems commonly associated with conventional brake beam systems. 
     In a preferred embodiment, system  201  includes a compression member  203 , tension member  205 , strut  207 , brake heads  209  &amp;  215 , and adjustable adapters  211  &amp;  217  with cams  213  &amp;  219 . Each of the said components contain unique features in regards to functionality of system  201  which will be discussed further herein. 
     Referring to  FIG. 3 , an oblique view of system  201  is given which depicts adjustablility features of the exemplary embodiment. In this embodiment, the end extension of the brake head is made up of two pieces; a non-adjustable protrusion  303  which is integral to the brake head  215  and an adjustable cam  219  which is pivotably adjustable in arrow direction  301 . The adjustable adapter  217  provides a bore for the cam  219  to rotate inside of as well a mechanical means of retaining the cam  219 . As depicted in  FIG. 3 , the cam includes a key  305  which rotates in a radial slot on the adjustable adapter  217  which, in turn, provides a finite angle rotation for the cam  219 . It is appreciated that though  FIG. 3  only depicts the right hand side of the brake beam  201 , the aforementioned features are duplicated in a mirror fashion on the left hand side of system  201  in brake head  209 , adjustable cam  213 , and adjustable adapter  211 . 
     Referring now to  FIG. 4 , another oblique view of system  201  is given. The brake head  215  &amp;  209 , strut  207 , tension member  205 , and compression member  203  is more clearly indicated in  FIG. 4 . 
     Referring now to  FIG. 5 , an exploded, oblique view of system  201  is given which the brake head  215  not shown for clarity.  FIG. 5  depicts the method of fastening the components of system  201 . The tension member  205  is mechanically fastened to the adjustable adapter  217  and compression member  203  through fasteners  505  and  507 . The brake head  215  (not shown) is attached to the brake beam system  201  using one or more fasteners  501 ,  503 ,  509 , and  511 . The adjustable cam  219  is inserted into the adjustable adapter  217  and retained using one or more fasteners  513 . 
     Referring now to  FIG. 6 , a top view of system  201  is shown. The practical use of the adjustable brake beam system  201  in the field requires compliance to the governing authority&#39;s standards. Therefore, dimensions  601 ,  603 ,  605 , and  607  are in accordance with the Association of American Railroads&#39; “Manual of Standards and Recommended Practices”, Section D, Trucks and Truck Details, Standard S-345-79, “Application Tolerances for Brake Beams, Hangerless Types”. 
     Referring now to  FIG. 7 , an oblique view of the tension member  205  of system  201  is given. Because of its unique geometry and construction, it is especially suited for use in the adjustable brake beam system  201 . As depicted, the tension member  205  is formed from a substantially “rectangular” cross-sectional shape. The center of the tension member contains a bend  701  which forms to a uniquely contoured slot in the strut  207 . The tension member  205  also contains one or more transitions  703  in which the cross-section becomes flatter and wider. The holes  705  provide a measure of mounting for fasteners  505  and  507 . One or more formed, angled vertical surfaces  707  are included which aid in transmitting the loads into the adjustable adapters  217  and  211 . 
     Referring now to  FIG. 8 , an oblique view of the compression member  203  of system  201  is given. Because of its unique geometry and construction, it is especially suited for use in the adjustable brake beam system  201 . The compression member  203  is “U” shaped in cross-section and contains several unique features. A center hole  801  is a provision for the mounting of the strut  207 . One or more lightening holes  805  are included to decrease the overall weight of the compression member  203 . Additionally, the compression member  203  includes one or more mounting holes  803  which are a provision for mounting fasteners  501  and  509 . One or more cutouts  807  provide clearance for the adjustable adapters  217  and  211  and to protrude through the backside of the compression member  203 . Finally, one or more chamfers  809  are included which provide clearance for fasteners  503  and  511  as well as a weld seam for permanent fastening of the adjustable adapters  217  and  211  to the compression member  203 . 
     Referring now to  FIG. 9 , an oblique view of the strut  207  of system  201  is given. The strut  207  is generally cylindrical in shape and provides a means for the pin (not shown) to transmit the braking force through the adjustable brake beam system  201 . The strut  207  contains a pin hole  901  whose centerline is normal to the centerline of the strut  207 . One end of the strut  207  contains a protrusion with one or more mounting holes  903 . Another end of the strut  207  contains uniquely contoured slots  905  and  907  which are sized and oriented to match and fit the bend contour  701  of the tension member  205 . 
     Referring now to  FIGS. 10 &amp; 11 , oblique views of the brake head  209  of system  201  are shown. It is appreciated that brake head  215  of system  201  contains identically mirrored features to that of brake head  209  depicted in  FIGS. 10 &amp; 11 . The brake head  209  contains one or more brake shoe (not shown) mounting surfaces  1003 ,  1005 ,  1007 , and  1009  which form an arc. The radius of the arc, as well as all of the other critical dimensions of the brake heads  209  and  215  are in accordance with pages Standard S-371-81, “LIMITING CONTOUR OF BRAKE HEADS FOR HANGERLESS TYPE BRAKE BEAMS”. The brake head  209  also contains a non-adjustable protrusion  1001  which is commonly referred to as end extension. The end extension  1001  is stiffened by gusset  1101  which is given in  FIG. 11 . A protruding male and female clevis  1103  and  1107 , respectively, provide a mounting provision of the brake head  209  to the adjustable brake beam system  201  using holes  1105  and  1109 , respectively. One or more stiffening gussets  1111  are included on brake head  209  to aid in transmitting the braking forces through the brake head  209  into the brake beam system  201 . 
     Referring now to  FIGS. 12 &amp; 13 , oblique views of the adjustable adapter  217  of system  201  are shown. It is appreciated that adjustable adapter  211  of system  201  contains identically mirrored features to that of adjustable adapter  217  depicted in  FIGS. 12 &amp; 13 . The adjustable adapter  217  is uniquely shaped to provide multiple functions in its use on system  201 . The adjustable adapter  217  provides a means of mechanically attaching the compression member  203  to the tension member  205 . The tension member hole  705  aligns with hole  1213  while the angled flat surface  1201  provides a mating surface for the tension member  205  end. Holes  1205  and  1209  provide a mounting means for fasteners  501 ,  503 ,  509 , and  511 . The female clevis  1203  fits precisely on the male clevis  1105  of the brake head  209 . Finally, the hole  1213  and counter-bore surface  1215  provide clearance for mounting fasteners  505  and  507 , respectively. 
     Additionally, the adjustable adapter  217  provides a housing and retention for the adjustable cam  219  which is depicted by cylinder  1207 . The radial slot  1217  provides a means of finite rotary adjustability of the cam  219  while weld slot  1219  provides a means of permanent welding after mechanical fit up during installation. One or more weld arm  1211  are also included which provide another means of welding the adjustable adapter to the compression member  203 . 
     Referring now to  FIGS. 14 &amp; 15 , oblique views of the system  201  are shown depicting its installation on an existing railroad car truck. Railroad side frame  1401  and  1413  contain side pockets  1403  with replaceable liner  1405 . The adjustable cam  213  and brake head  209  end extension  1001  fits into the recessed side pocket  1403  and liner  1405 . The brake shoe  1415  is installed on the arched surfaces of the brake head  209  and is arched to match the outer contour of the wheel  1409  secured to a shaft  1407  rotatably attached to the body of the frame  1401 . 
     Referring now to  FIGS. 16A, 16B &amp; 16C , oblique views of the system  201  are shown depicting its installation on an existing railroad car truck. In  FIG. 16A , the adjustable brake beam system  201  is inserted in the side pocket in arrow direction  1601  with the adjustable cam  213  oriented as depicted. In  FIG. 16B , brake head  209  and brake shoe  1415  are aligned to the wheel  1409  before the adjustable cam is rotated in arrow direction  301  so that the adjustable brake beam system  201  is diagonally constrained. As previously mentioned, two-point contact takes place in the side pockets  1403  in order constrain the brake beam system  201  and resist the braking forces. System  201  allows the user to match the brake head  209  to the wheel  1409  while diagonally constraining its two-piece end extension; namely, the adjustable cam  213  and brake head end extension  1001  in the side pocket  1403 . This will allow the user to greatly reduce and/or eliminate shoe taper and premature shoe wear. This is viewed as an advantage of the system of the present application. 
     As depicted in  FIG. 16C , once the adjustable cam  213  is rotated until the upper trailing edge makes contact with the side pocket  1403 , a permanent weld is made in slot  1219  which locks the orientation of cam  213  relative to the adjustable adapter  211 . 
     Referring now to  FIG. 17 , an exploded view of system  1701  is respectively shown in accordance with alternative embodiment of the present application. System  1701  is substantially similar in function to system  201  and it is contemplated interchanging the features of the different types of the systems discussed herein. 
     In an alternative embodiment, system  1701  includes a compression member  1703 , tension member  1705 , strut  1707 , brake heads  1709  &amp;  1715 , and non-adjustable adapters  1711  &amp;  1713 . In this embodiment, the non-adjustable adapters  1711  and  1713  end extension is pre-sized to fit the railroad car truck side pocket prior to installation. 
     In  FIG. 18 , an oblique view of system  1701  is given which shows how the end extension of the non-adjustable adapter  1713  appears. 
     Referring now to  FIG. 19 , another oblique view of system  1701  is given. The brake head  1715  &amp;  1709 , strut  1707 , tension member  1705 , and compression member  1703  is more clearly indicated in  FIG. 19 . 
     Referring now to  FIG. 20 , an exploded, oblique view of system  1701  is given showing is method of assembly. System  1701 &#39;s method of assembly is substantially similar to that of system  201 . 
     Referring now to  FIGS. 21 &amp; 22 , oblique views of the non-adjustable adapter  1713  of system  1701  is given. It is appreciated that adjustable adapter  1713  of system  1701  contains identically mirrored features to that of non-adjustable adapter  1711  depicted in  FIG. 17 . The non-adjustable adapter  1713  is uniquely shaped to provide multiple functions in its use on system  1701 . The non-adjustable adapter provides a means of mechanically attaching the compression member  1703  to the tension member  1705 . The tension member hole aligns with hole  2113  while the angled flat surface  2101  provides a mating surface for the tension member  1705  end. Holes  2105  and  2109  provide a mounting means for mechanical fasteners. The female clevis  2103  fits precisely on the male clevis of the brake head  1709 . Finally, the hole  2113  and counter-bore surface  2115  provide clearance for mechanical fasteners, respectively. 
     Additionally, the non-adjustable adapter  1713  provides a machinable surface  2115  on the end extension protrusion  2107 . The machinable surface  1713  will be precisely contoured per the geometry of the truck side pockets based on the governing authority standards. This is viewed as an advantage of system  1701  of the present application. 
     The particular embodiments disclosed above are illustrative only, as the embodiments may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the description. Although the present embodiments are shown above, they are not limited to just these embodiments, but are amenable to various changes and modifications without departing from the spirit thereof.

Technology Classification (CPC): 1