U.S. patent application number 13/724852 was filed with the patent office on 2014-06-26 for brake beam paddle caps.
This patent application is currently assigned to Amsted Rail Company, Inc.. The applicant listed for this patent is AMSTED RAIL COMPANY, INC.. Invention is credited to WEIPING WANG.
Application Number | 20140174317 13/724852 |
Document ID | / |
Family ID | 50972929 |
Filed Date | 2014-06-26 |
United States Patent
Application |
20140174317 |
Kind Code |
A1 |
WANG; WEIPING |
June 26, 2014 |
BRAKE BEAM PADDLE CAPS
Abstract
A brake beam assembly for a railway car truck includes a brake
beam configured to be mounted between opposed side frames of the
railway car truck, a strut extending from the brake beam and brake
heads coupled to the brake beam proximate to right hand and left
hand ends thereof. Each brake head holds a brake shoe configured to
engage a wheel of the railway car truck. Paddles extend exterior of
the brake heads. The paddles have distal ends received in
corresponding guide brackets of the side frames to guide movement
of the brake beam. Paddle caps cover the distal ends of the
paddles. The paddle caps are configured to be received in brake
beam wear liners in corresponding side frames of the railway car
truck. The paddle caps have a lower coefficient of friction than
the paddles.
Inventors: |
WANG; WEIPING; (Ballwin,
MO) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AMSTED RAIL COMPANY, INC. |
Chicago |
IL |
US |
|
|
Assignee: |
Amsted Rail Company, Inc.
Chicago
IL
|
Family ID: |
50972929 |
Appl. No.: |
13/724852 |
Filed: |
December 21, 2012 |
Current U.S.
Class: |
105/200 ;
188/223.1 |
Current CPC
Class: |
B61H 13/36 20130101;
B61F 5/06 20130101; B61F 3/02 20130101; B61F 5/50 20130101; B61F
5/00 20130101 |
Class at
Publication: |
105/200 ;
188/223.1 |
International
Class: |
B61H 13/36 20060101
B61H013/36; B61F 5/00 20060101 B61F005/00 |
Claims
1. A railway car truck comprising: a bolster having laterally
opposite ends; two side frames transverse to the bolster and
supporting the opposite ends of the bolster, each side frame having
a guide bracket on an inner side of the side frame; brake beam wear
liners manufactured from a synthetic material chosen from a nylon,
or a high molecular weight polytheylene received in corresponding
guide brackets on the side frames, the brake beam wear liner having
a pocket; a brake beam assembly supported on the holster and side
frames, the brake beam assembly comprising: a brake beam mounted
between the side frames; a strut extending from the brake beam;
brake heads coupled to the brake beam, each brake head holding a
brake shoe configured to engage a wheel of the railway car truck;
paddles at opposite ends of the brake beam assembly, the paddles
being received in corresponding guide brackets to guide movement of
the brake beams; and paddle caps covering the paddles, the paddle
caps being received in pockets of corresponding wear liners, the
paddle caps having a lower coefficient of friction than the
paddles:, wherein the paddle caps are manufactured from a material
having a substantially similar coefficient of friction as the brake
beam wear liner.
2. The railway car truck of claim 1, wherein the paddle caps reduce
wear on the brake beam wear liner.
3. (canceled)
4. The railway car truck of claim 1, wherein the paddle caps are
manufactured from the same material as the brake beam wear
liner.
5. The railway car truck of claim 1, wherein each paddle cap has a
cavity that receives a distal end of the corresponding paddle.
6. The railway car truck of claim 1, wherein each paddle cap
includes a top, a bottom, and a. distal end, and wherein each brake
beam wear liner includes an upper surface, a lower surface and a
base defining the corresponding pocket, the paddle cap being
received in the brake beam wear liner such that the top faces the
upper surface, the bottom faces the lower surface and the distal
end faces the base.
7. The railway car truck of claim I. wherein each paddle cap
includes rounded edges and corners facing the brake beam wear
liner.
8. The railway car truck of claim 1, wherein the paddle caps
surround the paddles to ensure that the paddies do not engage the
brake beam wear liners.
9. The railway car truck of claim 1, wherein an exterior surface of
each paddle cap engages the corresponding brake beam wear liner to
guide movement of the paddles.
10. The railway car truck of claim 1, wherein the paddle caps are
held on the paddles by an interference fit.
11. The railway car truck of claim 1, wherein the paddle caps take
up a portion of a gap between the paddle and the brake beam wear
liner.
12. A brake beam assembly for a railway car truck, the brake beam
assembly comprising: a brake beam configured to be mounted between
opposed side frames of the railway car truck, the brake beam having
opposite right hand and left hand ends; a strut extending from the
brake beam; brake heads coupled to the brake beam proximate to the
right hand and left hand ends thereof, each brake head holding a
brake shoe configured to engage a wheel of the railway car truck;
paddles exterior of the brake heads, the paddles having distal ends
configured to be received in corresponding guide brackets of the
side frames to guide movement of the brake beam with respect to the
side frames; and paddle caps covering the distal ends of the
paddles, the paddle caps being configured to be received in brake
beam wear liners comprised of a nylon or a high molecular weight
polyethylene material in corresponding side frames of the railway
car truck, the paddle caps having a lower coefficient of friction
than the paddles, wherein the paddle can are manufactured from a
nylon or a high molecular weight polyethylene material.
13. The brake beam assembly of claim 12, wherein the paddle caps
reduce wear on the brake beam wear liner.
14. (canceled)
15. The brake beam assembly of claim 12, wherein each paddle cap
has a cavity that receives a distal end of the corresponding
paddle.
16. The brake beam assembly of claim 12, wherein the paddle caps
surround the paddles to ensure that the paddles do not engage the
brake beam wear liners.
17. The brake beam assembly of claim 12, wherein each paddle cap
includes a top, a bottom, and a distal end, the top, bottom and
distal ends being configured to face corresponding surfaces of the
brake beam wear liners.
18. The brake beam assembly of claim 12, wherein each paddle cap
includes rounded edges and corners facing the brake beam wear
liner.
19. The brake beam assembly of claim 12, wherein an exterior
surface of each paddle cap is configured to engage a corresponding
brake beam wear liner to guide movement of the paddles.
20. The brake beam assembly of claim 12, wherein the paddle caps
are held on the paddles by an interference fit.
Description
BACKGROUND OF THE INVENTION
[0001] The subject matter herein relates to a railway car truck
and, more particularly, to a brake beam assembly tor a railway car
truck.
[0002] In a railway car truck, two axles are held in a pair of
laterally spaced side frames, with a bolster extending laterally
between and supported on each side frame. The wheels are press fit
on the axles, with the ends of the axles also fitted with a roller
bearing assembly. The roller bearing assembly is fit into a bearing
adapter that is fit into a pedestal jaw opening at the longitudinal
end of each side frame. Each railway car truck also includes a
braking system having two brake beams that act to transmit braking
force through brake shoes to the outer tread of the railway wheels.
The brake beams are attached to the side frames in corresponding
guide brackets having wear liners therein. For example, paddles
extending from ends of the brake beams are received in the wear
liners and are movable therein during application of the braking
system. Typically, wear plates are positioned within the guide
brackets to eliminate wear on the guide brackets.
[0003] During operation, the wear plates deteriorate over time. For
example, the friction between the paddles and the wear liners
eventually cause the wear plates to need replacement. Replacement
of the wear liners requires the railway car truck to be taken off
line and disassembled. The paddles are typically made from a hard
material, such as a cast steel that wears over time against the
wear plates. To protect the paddles, the paddles are typically
flame hardened to prevent wear on the paddles. Such process adds to
the overall cost of manufacture of the brake beam assembly and to
the overall manufacture time of the brake beam assembly.
Additionally, over time the paddles themselves may need
replacement.
[0004] A need exists for an improved railway car truck that can
reduce the friction and wear between the brake beam assembly and
the wear liners held by the side frames.
BRIEF DESCRIPTION OF THE INVENTION
[0005] In one embodiment, a brake beam assembly for a railway car
truck is provided that includes a brake beam configured to be
mounted between opposed side frames of the railway car truck, a
strut extending from the brake beam and brake heads coupled to the
brake beam proximate to right hand and left hand ends thereof. Each
brake head holds a brake shoe configured to engage a wheel of the
railway car truck. Paddles extend exterior of the brake heads. The
paddles have distal ends received in corresponding guide brackets
of the side frames to guide movement of the brake beam. Paddle caps
cover the distal ends of the paddles. The paddle caps are
configured to be received in brake beam wear liners in
corresponding side frames of the railway car truck. The paddle caps
have a lower coefficient of friction than the paddles.
[0006] In another embodiment, a railway car truck is provided
having a bolster having laterally opposite ends and two side frames
transverse to the bolster and supporting the opposite ends of the
bolster. Each side frame has a guide bracket on an inner side of
the side frame. Brake beam wear liners are received in
corresponding guide brackets on the side frames. The brake beam
wear liners each have a pocket. A brake beam assembly is supported
on the bolster and side frames. The brake beam assembly includes a
brake beam mounted between the side frames, a strut extending from
the brake beam and brake heads coupled to the brake beam. Each
brake head holds a brake shoe configured to engage a wheel of the
railway car truck. Paddles are provided at opposite ends of the
brake beam assembly. The paddles are received in corresponding
guide brackets to guide movement of the brake beam. Paddle caps
cover the paddles and are received in pockets of corresponding wear
liners. The paddle caps have a lower coefficient of friction than
the paddles.
[0007] Optionally, the paddle caps reduce the friction and wear on
the brake beam wear liner as compared to the paddles wearing on the
brake beam wear liners. The paddle caps may surround the paddles to
ensure that the paddles do not engage the brake beam wear liners.
The paddle caps may be manufactured from a material having a
substantially similar coefficient of friction as the brake beam
wear liner. The paddle caps may be manufactured from the same
material as the brake beam wear liner.
[0008] Optionally, each paddle cap may include a top, a bottom, and
a distal end. Each brake beam wear liner may include an upper
surface, a lower surface and a base defining the corresponding
pocket. The paddle cap may be received in the brake beam wear liner
such that the top faces the upper surface, the bottom faces the
lower surface and the distal end faces the base.
[0009] Optionally, each paddle cap may have a cavity that receives
a distal end of the corresponding paddle. The paddle caps may be
held on the paddles by an interference fit. Each paddle cap may
include rounded edges and corners facing the brake beam wear liner.
An exterior surface of each paddle cap may engage the corresponding
brake beam wear liner to guide movement of the paddles. The paddle
caps may take up a portion of a gap between the paddle and the
brake beam wear liner.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a side view of a railway car truck formed in
accordance with an exemplary embodiment;
[0011] FIG. 2 is a top view of the railway car truck shown in FIG.
1;
[0012] FIG. 3 is a perspective view of the railway car truck shown
in FIG. 1;
[0013] FIG. 4 is a side view of a portion of the railway car
truck;
[0014] FIG. 5 is a top, partial sectional view of a portion of the
railway car truck;
[0015] FIG. 6 illustrates a portion of the brake beam assembly
showing a paddle cap poised for loading onto a corresponding paddle
of the brake beam assembly.
DETAILED DESCRIPTION OF THE INVENTION
[0016] Referring now to FIGS. 1-3, a railway car truck 10 is shown.
The railway car truck 10 includes two laterally spaced side frames
12 and 14, between which a bolster 16 extends. Each of the side
frames 12, 14 and bolster 16 are usually a cast steel unitary
structure. Various internal ribs and supports lend strength, along
with a savings in overall weight for each of such cast steel truck
components.
[0017] Axles 20 and 22 extend laterally between the side frames 12,
14. Railway wheels 24 are press fit on the ends of the axles 20,
22. Roller bearing assemblies 26 are also provided on the ends of
the axles 20, 22. The side frames 12, 14 include side frame
openings 28 aligned with the bolster 16.
[0018] The bolster 16 includes bolster ends 32 and 34, which extend
through the side frame openings 28. Spring groups 36 support the
bolster ends 32 on a side frame lower support 42. The side frames
12, 14 include vertical columns 44 that are longitudinally spaced
and form the side frame openings 28 therebetween. The lower support
section 42 has various raised structures adapted to position the
spring group 36 thereupon.
[0019] The side frames 12, 14 include laterally spaced pedestal
jaws 46 which are the further most lateral extent of the side
frames 12, 14. Each pedestal jaw 46 forms a pedestal jaw opening
48, which is defined by a roof section 50, an outer wall 52, and an
inner wall 54. The pedestal jaw opening 48 is adapted to receive a
bearing adapter 56 therein. The bearing adaptors 56 rest on the
roller bearing assemblies 26.
[0020] The railway car truck 10 includes a brake system 60 having
brake heads 62 that support brake shoes 64. The brake system 60 is
operated to press the brake shoes 64 against the railway wheels 24.
The brake heads 62 may be fabricated or cast steel devices. The
brake system 60 is supported from the side frames 12, 14 and the
bolster 16 and is illustrated with additional reference to FIG.
4.
[0021] The bolster 16 includes on its upper surface a bolster
center plate 66, which includes a bolster center plate wear liner
68. Also included on the upper surface of the bolster 16 is a pair
of laterally spaced side bearings 70.
[0022] FIG. 4 is a side view of a portion of the railway car truck
10 illustrating a portion of an inner side 80 of the side frame 14.
The side frame 14 includes guide brackets 82 extending inward from
the side frame 14. Optionally, the guide brackets 82 are integrally
formed with the side frame 14. The guide brackets 82 are positioned
along the vertical column 44 proximate to the side frame opening
28. The guide brackets 82 are positioned proximate to the lower
support section 42 on each side of the side frame opening 28.
Similarly, the side frame 12 (shown in FIGS. 2 and 3) includes a
pair of guide brackets that are substantially similar to the guide
brackets 82.
[0023] Each guide bracket 82 includes a pocket 84 that is
surrounded by an upper wall 86 and a lower wall 88. The upper and
lower walls 86, 88 are substantially parallel to one another and
project from the side frame 14 to define the pocket 84. In an
exemplary embodiment, the guide bracket 82 has an open side
furthest from the side frame 14 that provides access to the pocket
84. The open side extends between the upper and lower walls 86, 88.
The pocket 84 receives a brake beam wear liner 90 which receives a
portion of the brake system 60 (shown in FIG. 3). For example, the
brake beam wear liners 90 receive paddles 120 and paddle caps 122
of the brake system 60 as described in further detail below. In an
exemplary embodiment, the guide brackets 82 may conform to AAR
standard S-366. The AAR standards call for the guide bracket 82 to
be inclined to the horizontal at an angle of 14.degree. for 40, 50,
70, and 90-100 ton cars, and at an angle of 16.degree. for 125 ton
cars.
[0024] The brake beam wear liners 90 each include a pocket 92
defined by an upper surface 94, a lower surface 96 and a base 98 at
the interior of the pocket 92. The brake beam wear liners 90
protect wear on the guide brackets 82. The break beam wear liners
90 are replaceable once worn, such as by removing the break beam
wear liners 90 from the guide brackets 82 and inserting new break
beam wear liners 90 therein. However, the railway car truck 10 must
be taken out of service for such repair. Reducing wear on the break
beam wear liners 90 reduces the frequency of replacement allowing
longer service life for the railway car truck 10.
[0025] In an exemplary embodiment, each brake beam wear liner 90 is
manufactured from a metal material, such as a cast steel material.
Other types of metal materials may be used in alternative
embodiments. A metal material used for the brake beam wear liner 90
may be manufactured by a process other than casting, such as
stamping and forming the brake beam wear liner 90. Alternatively,
the brake beam wear liner 90 may be fabricated from a synthetic
material, such as a nylon material, a high molecular weight
polyethylene material, and the like. Optionally, impact resistant
synthetic materials may be used. Other types of synthetic materials
may be used in alternative embodiments. The break beam wear liner
90 may be manufactured from a material selected to provide certain
characteristics, such as reduced friction or wear characteristics
as compared to the material of the guide bracket 82.
[0026] FIG. 5 is a top, partial sectional view of a portion of the
railway car truck 10 illustrating brake beam wear liners 90
received in corresponding guide brackets 82 of the side frames 12,
14. FIG. 5 also illustrates a portion of the bolster 16, the
railway wheels 24 and a portion of the brake system 60. The brake
system 60 includes brake beam assemblies 100 each including a brake
beam 102, a strut 104, and brake heads 62 coupled to ends of the
brake beam 102 and strut 104.
[0027] The brake beam 102 is generally elongated between a right
hand end 106 and a left hand end 108. The brake beam 102 extends
laterally between the side frames 12, 14. The brake shoes 64 are
coupled to the brake heads 62, which are provided proximate to the
ends 106, 108 of the brake beam 102, generally aligned with the
railway wheels 24.
[0028] The strut 104 includes a right hand end 110 and a left hand
end 112. In an exemplary embodiment, the strut 104 is separate and
discrete from the brake beam 102 and is coupled to the brake beam
102 with the ends 110, 112 proximate to the ends 106, 108,
respectively. Alternatively, the strut 104 may be integral with the
brake beam 102, such as formed as part of a common casting process.
The strut 104 extends at acute angles from the brake beam 102 to an
apex at a center portion. A standoff section 114 extends from a
center portion of the brake beam 102 to the apex of the strut
104.
[0029] The brake beam 102, strut 104 and standoff section 114 are
typically comprised of structural steel, and may be in the form of
a hollow structural steel sections. One or more levers 116 are
connected to the brake beam assembly 100, such as to the standoff
sections 114, to actuate the brake beam assembly 100 during
braking.
[0030] The brake beam wear liners 90 are shown loaded into the
guide brackets 82. Ends of the brake beam assembly 100 are
configured to extend into the brake beam wear liners 90. For
example, the paddles 120 and paddle caps 122 (shown in greater
detail in FIG. 6) may be provided at the opposite ends of the brake
beam assembly 100 to extend into the brake beam wear liners 90. The
paddles 120 are extensions at the end of the brake beam assembly
100. The paddles 120 may be integrally formed with the brake beam
102, the strut 104 and/or the brake heads 62. In other alternative
embodiments, the paddles 120 may be separate and discrete from the
other components of the brake beam assembly 100. For example, the
paddles 120 may be coupled, such as fastened, to the brake beam
102, the strut 104 and/or the corresponding brake head 62. The
paddle caps 122 are coupled to the paddles 120 to reduce friction
and wear between the brake beam assembly 100 and the brackets 82
during use of the brake system 60.
[0031] FIG. 6 illustrates a portion of the brake beam assembly 100
showing one end thereof illustrating one of the paddle caps 122
poised for loading onto the corresponding paddle 120. The paddle
120 includes a distal end 124. The paddle 120 includes a top 126
and a bottom 128. The paddle 120 includes first and second edges
130, 132, which may define a front and a rear of the paddle
120.
[0032] The paddle cap 122 is sized and shaped to cover at least the
end of the paddle 120. The paddle cap 122 provides a sacrificial
layer over the paddle 120. The paddle cap 122 includes a cavity 134
that receives the paddle 120. The cavity 134 is defined by an
interior surface 136 that engages the exterior of the paddle 120
when coupled thereto. Optionally, the paddle cap 122 may be held on
the paddle 120 by an interference fit. Alternatively, the paddle
cap 122 may be secured by other means or processes, including
bonding, welding, using fasteners, using latches, or other
means.
[0033] The paddle cap 122 includes a top 138, a bottom 140, a
distal end 142 and first and second edges 144, 146. The first and
second edges 144, 146 may define a front and a rear of the paddle
cap 122. In an exemplary embodiment, the paddle cap 122 may have
rounded edges and corners at the intersections of the top 138,
bottom 140, distal end 142 and first and second edges 144, 146. The
rounded edges may reduce damage to the brake beam wear liner 90
when moving therein. The rounded edges may reduce the chance of
lockup with the brake beam wear liner 90 when moving therein.
[0034] The paddle cap 122 may be manufactured from a material
having a low coefficient of friction. The paddle cap 122 may be
manufactured from a material having a lower coefficient of friction
than the paddle 120. The paddle cap 122 may be manufactured from a
material that is less abrasive than the paddle 120. The paddle cap
122 may be manufactured from a material having a coefficient of
friction that is less than half the coefficient of friction of the
paddle 120. Optionally, the paddle cap 122 may be manufactured from
the same or a similar material as the brake beam wear liner 90
(shown in FIG. 5). In an exemplary embodiment, the paddle cap 122
may be manufactured from a polymer material, such as a synthetic
material, a nylon material, a high molecular weight polyethylene
material, and the like. The paddle cap 122 may be molded or may be
manufactured by other processes.
[0035] Returning to FIG. 5, during operation of the brake system
60, the brake beam assemblies 100 may be pressed toward the
corresponding railway wheels 24 to apply braking pressure to the
railway wheels 24. The levers 116 actuate the brake assemblies 100
during braking. Movements of the brake beam assemblies 100 are
guided by the brake beam wear liners 90. For example, the brake
beam wear liners 90 limit movement of the brake beams 102 along a
generally linear path toward, and away from, the railway wheels 24.
The brake beams 102 have a linear range of motion defined by the
brake beam wear liners 90.
[0036] The brake beam assemblies 100 are not physically connected
to the side frames 12, 14, Rather, the brake beam assemblies 100
are free-floating between the side frames 12, 14. The brake beam
assemblies 100 have an axial length measured between the distal
ends 142 of the paddle caps 122. The axial length of each brake
beam assembly 100 is selected to fit between the brake beam wear
liners 90. The brake beam wear liners 90 associated with a
particular brake beam assembly 100 are spaced apart from one
another by a lateral distance that is longer than the axial length
of the brake beam assembly 100. As such and with the low
coefficient of friction and round edges of paddle caps 122, binding
of the brake beam assembly 100 is reduced or eliminated.
[0037] During operation of the brake system 60, the brake beam
assemblies 100 are actuated between retracted positions and
advanced positions. In the retracted position, the brake beams 102
are positioned closer to the bolster 16. In the advanced position,
the brake beams 102 are actuated away from the bolster 16, thus
pushing the brake shoes 64 toward the corresponding railway wheels
24 to apply braking pressure to the railway wheels 24. The levers
116 actuate the brake assemblies 100 during braking. Movement of
the brake beam assemblies 100 is guided by the brake beam wear
liners 90. For example, the brake beam wear liners 90 limit
movement of the paddles 120 and paddle caps 122, and this the brake
beams 102, along a generally linear path toward, and away from, the
railway wheels 24 between the advanced and retracted positions. The
brake beams 102 have a linear range of motion defined by the brake
beam wear liners 90.
[0038] During operation of the brake system 60, the paddle caps 122
reduce the friction between the brake beam assembly 100 and the
brackets 82. More braking force can be applied to the wheels 24 as
opposed to using a portion of such force to overcome the forces to
move the brake beam assembly 100 from the retracted position to the
advanced position. As compared to conventional systems without
paddle caps, the paddle caps 122 protect the paddies 120 and reduce
wear on the paddles 120 and on the brake beam wear liners 90. For
example, conventional brake systems put the paddle in direct
contact with the brake beam wear liner 90 and the hardened, rough
surface of the paddle increases wear on the brake beam wear liner
90. The steel-polymer (or steel-steel) sliding surface between
conventional brake systems and the brake beam wear liner 90 has a
high coefficient of friction and thus increased resistance to
braking action, which can create more stress and wear on the brake
beam wear liner 90. Increased resistance may reduce the braking
efficiency and may reduce the service life of the brake pads due to
heavy drag.
[0039] The brake system 60, with the paddles caps 122, provides a
polymer-polymer (or polymer-steel) sliding surface between the
brake beam assembly 100 and the brake beam wear liner 90, which
reduces friction and wear. Reduced wear over time on the components
of the railway car truck 10 increases the service life of the
railway car truck 10. The reduction in friction reduces drag when
the brakes are released, which may increase the service life of the
brake pads 64. Additionally, providing the paddle caps 122 may
reduce a cost of manufacture of the brake beam assembly 100 by
eliminating the need to flame harden the paddles 120, as is typical
of conventional brake beam assemblies to prevent wear of the
paddies of such assemblies. Flame hardening is a process that adds
expense to the manufacture of the paddles 120, and eliminating the
need for such process may reduce the overall cost of manufacturing
the paddles 120 and/or the brake beam 102.
[0040] The paddle caps 122 may take up portions of gaps that would
otherwise exist between the paddles 120 and the brake beam wear
liners 90. For example, portions of gaps between the paddles 120
and the bases 98 of the brake beam wear liners 90. By partially
filling such gaps, the paddle caps 122 may help center or align the
brake beam assembly 100 between the side frames 12, 14 and prevent
binding of either end of the paddles 120 with the brake beam wear
liners 90. For example, the brake beam assembly 100 may move freely
and squarely between advanced positions and retracted positions as
the brake beam assembly 100 is actuated and released, and apply
braking force evenly on both brake shoes 64. Holding the brake beam
assembly 100 in position may further prevent the railway wheels 24
from tilting causing premature wear of the wheels 24 and rail
tracks. The radiused or curved ends of the paddle caps 122 may
reduce friction and/or damage between the paddle caps 122 and the
brake beam wear liners 90. Having the distal ends 142 of the paddle
caps 122 parallel to the base 98 may reduce friction and/or damage
between the paddle caps 122 and the brake beam wear liners 90, for
example by ensuring a surface as opposed to an edge engages the
brake beam wear liners 90.
[0041] It is to be understood that the above description is
intended to be illustrative, and not restrictive. For example, the
above-described embodiments (and/or aspects thereof) may be used in
combination with each other. In addition, many modifications may be
made to adapt a particular situation or material to the teachings
of the invention without departing from its scope. Dimensions,
types of materials, orientations of the various components, and the
number and positions of the various components described herein are
intended to define parameters of certain embodiments, and are by no
means limiting and are merely exemplary embodiments. Many other
embodiments and modifications within the spirit and scope of the
claims will be apparent to those of skill in the art upon reviewing
the above description. The scope of the invention should,
therefore, be determined with reference to the appended claims,
along with the full scope of equivalents to which such claims are
entitled. In the appended claims, the terms "including" and "in
which" are used as the plain-English equivalents of the respective
terms "comprising" and "wherein." Moreover, in the following
claims, the terms "first," "second," and "third," etc. are used
merely as labels, and are not intended to impose numerical
requirements on their objects. Further, the limitations of the
following claims are not written in means--plus-function format and
are not intended to be interpreted based on 35 U.S.C. .sctn.112,
sixth paragraph, unless and until such claim limitations expressly
use the phrase "means for" followed by a statement of function void
of further structure.
* * * * *