(12) INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCT)

(19) World Intellectual PropertyOrganization

International Bureau(10) International Publication Number

(43) International Publication Date WO 2015/131013 Al3 September 2015 (03.09.2015) P O P C T

(51) International Patent Classification: BZ, CA, CH, CL, CN, CO, CR, CU, CZ, DE, DK, DM,B61H 13/36 (2006.01) B61H 13/34 (2006.01) DO, DZ, EC, EE, EG, ES, FI, GB, GD, GE, GH, GM, GT,

HN, HR, HU, ID, IL, IN, IR, IS, JP, KE, KG, KN, KP, KR,(21) International Application Number: KZ, LA, LC, LK, LR, LS, LU, LY, MA, MD, ME, MG,

PCT/US20 15/0 17926 MK, MN, MW, MX, MY, MZ, NA, NG, NI, NO, NZ, OM,

(22) International Filing Date: PA, PE, PG, PH, PL, PT, QA, RO, RS, RU, RW, SA, SC,

27 February 2015 (27.02.2015) SD, SE, SG, SK, SL, SM, ST, SV, SY, TH, TJ, TM, TN,TR, TT, TZ, UA, UG, US, UZ, VC, VN, ZA, ZM, ZW.

(25) Filing Language: English(84) Designated States (unless otherwise indicated, for every

(26) Publication Language: English kind of regional protection available): ARIPO (BW, GH,

(30) Priority Data: GM, KE, LR, LS, MW, MZ, NA, RW, SD, SL, ST, SZ,

61/946,208 28 February 2014 (28.02.2014) US TZ, UG, ZM, ZW), Eurasian (AM, AZ, BY, KG, KZ, RU,TJ, TM), European (AL, AT, BE, BG, CH, CY, CZ, DE,

(71) Applicant: NEW YORK AIR BRAKE, LLC [US/US]; DK, EE, ES, FI, FR, GB, GR, HR, HU, IE, IS, IT, LT, LU,748 Starbuck Avenue, Watertown, NY 13601 (US). LV, MC, MK, MT, NL, NO, PL, PT, RO, RS, SE, SI, SK,

SM, TR), OAPI (BF, BJ, CF, CG, CI, CM, GA, GN, GQ,(72) Inventor: SAUTER, Jeffrey, F.; 7866 State Route 26,GW, KM, ML, MR, NE, SN, TD, TG).

Lowville, NY 13367 (US).Declarations under Rule 4.17 :(74) Agents: NOCILLY, David, L. et al; Bond, Schoeneck &

King, PLLC, One Lincoln Center, Syracuse, NY 13202 — as to applicant's entitlement to apply for and be granted a(US). patent (Rule 4.1 7(H))

(81) Designated States (unless otherwise indicated, for every Published:kind of national protection available): AE, AG, AL, AM, — with international search report (Art. 21(3))AO, AT, AU, AZ, BA, BB, BG, BH, BN, BR, BW, BY,

[Continued on next page]

(54) Title: BRAKE BEAM WEAR LINER

(57) Abstract: A brake beam wear liner having a base wallextending along a first plane and first and second opposingside walls that extend obliquely from the base wall alongsecond and third planes to be outwardly offset a predetermined angle. One or more detents may be positioned on theoutside of the side walls to maintain the offset angle after installation in a brake beam bracket. The base wall and the firstand second opposing walls, as well as first and second flangesextending from the sides walls preferably have a uniformthickness.

X

o

w o 2015/131013 Al II 11 II I 1 III I I III 11III III III II I II

before the expiration of the time limit for amending theclaims and to be republished in the event of receipt ofamendments (Rule 48.2(h))

TITLE

BRAKE BEAM WEAR LINER

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to U.S. Provisional Application No.

61/946,208, filed on February 28, 2014.

BACKGROUND OF THE INVENTION

1. FIELD OF THE INVENTION

[0002] The present invention relates to rail car braking systems and, more

specifically, to brake beam wear liners for truck mounted and body mounted braking

systems.

2. DESCRIPTION OF THE RELATED ART

[0003] The braking system of a freight car train include a pair of brake beams having

brake shoes that, when moved by the brake cylinder, will engage the treads of the wheels to

apply braking forces. The brake beams are mounted on the railway car truck so that the ends

of the brake beams are received in and allowed to slide along guides formed in the side

frames of the trucks. The side frames are typically unitary cast steel structures and the brake

beam guides are integrally cast as part of the side frames. Brake beam wear liners are

positioned within the brake beam guides to reduce wearing of the side frame and the ends of

the brake beam that extend through the guides of the side frame.

[0004] Brake beam wear liners are typically be comprised of stamped steel or high

density plastics and polymers having sufficient structural strength for railway usage and

provide adequate sliding of the ends of the brake beam to reduce wear. Exemplary brake

beam wear liners include the Rostuf™ brake beam wear eliminator manufactured by Ross

Equipment Australia Pty Ltd of Warriewood NSW 2102 Australia and the WE-5510-XL

heavy-duty brake beam guide wear eliminator manufactured by Amsted Rail Company, Inc.

of Chicago, Illinois USA. These liners, however, often undergo shaving and the formation of

set points in the plastic wear surface of the liner that result in an undesirable amount of

clearance between the brake beam ends and the inner wear surface of the liner. This

excessive clearance allows the brake beams to rotate from their desired orientation, resulting

in brake head misalignment. Thus, there is a need for brake beam wear liners that resist the

wearing that leads to excessive clearance and avoids excessive rotation of the brake beam to

preserve the proper angle of attack for the brake shoes.

BRIEF SUMMARY OF THE INVENTION

[0005] The present invention comprises a brake beam wear liner having a base wall

extending along a first plane, first and second opposing side walls extending obliquely from

the base wall along second and third planes, respectively, to define an internal trough that

extends along an axis that is perpendicular to the first plane. The first and second planes are

offset outwardly from the central axis by a predetermined angle. First and second flanges

extend outwardly from the first and second opposing side walls, respectively. The base wall,

the first and second opposing walls, and the first and second flanges preferably have a

uniform thickness. At least one detent may be formed on an outside surface of each of the

first and second opposing walls. The detents are dimensioned to engage the brake beam

bracket of a rail car truck and hold the liner in place while maintaining the offset of the first

and second opposing sidewalls. The liner may be fabricated from nylon, such as glass-

reinforced nylon or glass/mineral reinforced nylon. In use, first and second brake beam wear

liners are installed in the corresponding first and second brake beam brackets of a rail car and

then a brake beam having first and second opposing ends is positioned in the brake beam

brackets so that the first and second opposing ends of the brake beam are positioned in the

first and second brake beam wear liners, respectively.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

[0006] The present invention will be more fully understood and appreciated by

reading the following Detailed Description in conjunction with the accompanying drawings,

in which:

[0007] Fig. 1 is a cross-section of an brake beam wear liner according to the present

invention;

[0008] Fig. 2 is a top plan of a brake beam wear liner according to the present

invention;

[0009] Fig. 3 is a front view of a brake beam wear liner according to the present

invention;

[0010] Fig. 4 is a perspective view of a brake beam wear liner according to the present

invention prior to installation in a bracket of a truck side frame receiver; and

[0011] Figs. 5A and 5B identify the locations where certain measurements were taken

in connection with identifying the advantages provided by the present invention;

[0012] Fig. 6 is a cross-section of a brake beam wear line installed in a bracket and

supporting a brake beam according to the present invention;

[0013] Fig. 7 is a schematic of the angle of attack of a brake shoe onto a wheel when

supported by a brake beam wear liner according to the present invention; and

[0014] Fig. 8 is a cross-section of a brake beam wear line installed in a bracket and

supporting a brake beam according to the present invention taken along line E-E of Fig. 6 .

DETAILED DESCRIPTION OF THE INVENTION

[0015] Referring now to the drawings, wherein like reference numerals refer to like

parts throughout, there is seen in Fig. 1 an improved brake beam wear liner 10 that defines an

interior trough 12 that extends along an axis X-X and is dimensioned to receive the end of a

brake beam and allow the brake beam to slide therein as the brakes are applied. Liner 10

comprises a base wall 14 that extends along a plane A-A perpendicularly to axis X-X to

define the bottom of trough 12. A first side wall 16 extends along plane B-B obliquely from

one end of base wall so that plane B-B is offset from axis X-X by a predetermined angle a . A

second side wall 18 extends along plane C-C obliquely from the opposing end of base wall 14

so that plane C-C is also offset from axis X-X by predetermined angle a . Angle a is

preferably about 3.5 degrees for a liner 10 having a base wall 14 of about 2.0 inches and sides

walls of about 3.0 inches in length. As seen in Fig. 1, offsetting of first and second side walls

16 and 18 by angle a is outwardly from axis X-X so that trough 12 is wider at its mouth than

proximately to base wall 14. First and second flanges 20 and 22 extend outwardly from first

and second side walls 16 and 18, respectively, at approximately right angles thereto. Base

wall 14, first and second side walls 16 and 18, and first and second flanges 20 and 22 have a

predetermined thickness T that extends generally uniformly throughout liner 10. Thickness T

is preferably about .27 to .28 inches for a liner 10 having a base wall of about 2.0 inches and

sides walls of about 3.0 inches in length. Thus, thickness T is more than ten percent of the

length of base wall 14 and just under ten percent of the length of side walls 16 and 18, which

is a nearly a fifty percent increase over the thickness of conventional brake beam liners.

[0016] Liner 10 may further comprise at least one detent 24 on the outer surface of

side wall 16 and at least one detent 26 on the outer surface of side wall 18. As seen in Figs. 2

and 3, notches 34 and 36 may be formed in side wall 16 and side wall 18, respectively.

[0017] Referring to Fig. 4, detents 24 and 26 are positioned and dimensioned to

contact the inside of a brake beam receiving bracket 30 of a truck frame 32 and help hold

liner 10 in place in bracket 30. Liners 10 may also include appropriate markings, such as

wear liner dash numbers or color coding to identify the corresponding truck frame receiver

for which a particular liner 10 is sized and liner 10 can be provided in any variety of sizes and

thicknesses to fit standard and oversize truck frames. Liners 10 resist wear and, even when

worn, prevent excessive clearance and thus unacceptable rotation of the brake beams.

[0018] Liner 10 is preferably formed from any polymer having the appropriate high

level of mechanical strength, rigidity, and stability under heat, such as polymers having

fiberglass embedded therein. Suitable categories of polymers which may be used to form wear

liner 10 include polyamides or nylons, such as PA 6 or Nylon 6, and PA 66 or Nylon 66. For

example, wear liner 10 may be formed from Ultramid® polyamide, available from BASF

Corporation of Florham Park, New Jersey USA. Ultramid® polyamides are molding

compounds based on PA 6, PA 66 and copolyamides such as PA 66/6, and have exceptional

high mechanical strength, rigidity and thermal stability. Moreover, Ultramid® polyamides

also provide good impact resistance, even at low temperatures, as well as advantageous

sliding friction properties and problem-free processing.

[0019] Wear liner 10 may be injection molded using FRP (or "fiberglass reinforced

plastics") or GRP (or "glass reinforced plastics"). Fiberglass or a combination of fiberglass

and mineral reinforcement may be used to enhance the performance characteristics of

Ultramid nylon molding compounds. Fiberglass reinforcement improves strength, stiffness,

dimensional stability, and performance at elevated temperatures. Glass reinforced grades

include HMG10, 50% glass, high modulus; HMG13, 63% glass, high modulus; SEG7, 35%

glass; 8230G, 6% glass reinforcement; 823 1G, 14% glass; 8232G, 25% glass; 8233G, 33%

glass; 8234G, 44% glass; 8235G, 50% glass; HPNTM 9233G, 33% glass reinforced,

improved productivity; and 5233G, 33% fiberglass based on nylon 6,6.

[0020] Combining fiberglass reinforcement along with impact modification produces

compounds that offer increased dry-as-molded impact while maintaining excellent strength

and stiffness properties. Products include TG3S, 15% glass, impact modified; TG7S, 34%

glass, impact modified; 833 1G, 14% glass, impact modified; 8332G, 25% glass, impact

modified; 8333G HI, 33% glass, high impact, improved productivity and surface appearance;

8334G, 40% glass reinforced, impact modified; and HPN 9333G, 33% glass reinforced,

impact modified, improved productivity. Mineral reinforcement may be used to enhance

strength and stiffness properties while maintaining typical chemical resistance associated with

Ultramid nylon. Mineral reinforced products include 8260, 40% mineral, chrome plateable;

8360, 34% mineral; and 8362, 34% mineral, impact modified; and HPN 9362, 40% mineral

reinforced, impact modified, improved productivity. Mineral and glass reinforcement may

also be used to lead to products with an excellent balance of mechanical properties combined

with warpage resistance. Mineral/Glass reinforced grades include SEGM35 HI, 40%

glass/mineral reinforced; 8262G, 20% mineral/glass reinforced; 8266G, 40% mineral/glass

reinforced; and 8267G, 40% mineral/glass reinforced. The amount of such reinforcement

may be chosen from about 5% to about 50%, although a nylon 6/6 with 30% glass may be

preferred.

[0021] An inspection of rail truck side frames according to AAR Specification S-366

(Revision 2009) revealed brake shoe thicknesses as set forth in Table I below.

Table I

[0022] Several dimensional inspection points were taken within the truck side frame

receivers from trucks in inventory, both with wear liners and without wear liners. The results

of the truck side frame inspections are shown in Table Π (without wear liners) and Tables

ΠΙΑ and ΙΠΒ (with new liners) with the testing locations identified in Figs. 5A and 5B.

Table Π

Table IIIA

Table ΠΙΒ

[0023] Notably, thirteen of the forty measured points were outside of the appropriate

AAR specification.

[0024] Referring to Fig. 6, improved brake beam wear liner 10, when positioned in

bracket 30, will ensure that the brake beam 40 remains oriented so that the brake shoe 42

carried by brake beam 40 evenly engages a wheel 44 as points 46 and 48, as seen in Fig. 7 .

More particularly, as seen in Fig. 8, liner 10 when positioned in bracket 30 allows for no more

than thirteen minutes of deflection from the preferred angle of attack. Conventional liners

that allow upwards of one degree of deflection result in misalignment of brake shoe 42 at

points 46 and 48, thereby providing an undesirable angle of attack that results in improper

wearing of brake shoe 42 to rail wheel 44. Due to its dimensions and composition, liner 10

preserves the desired angle of attack when installed and when used over time.

[0025] Although embodiments of the present brake beam wear liner have been

described and illustrated in detail, it is to be clearly understood that the same is by way of

illustration and example only, and is not to be taken by way of limitation. The scope of the

present invention is, therefore, to be limited only by the terms of the appended claims.

CLAIMS

What is claimed is:

1. A brake beam wear liner, comprising:

a base wall extending along a first plane;

first and second opposing side walls extending obliquely from the base wall along

second and third planes, respectively, to define an internal trough that extends along an axis

perpendicular to the first plane, wherein the first and second planes are offset from the central

axis by a predetermined angle;

first and second flanges extending outwardly from the first and second opposing side

walls, respectively; and

wherein the base wall, the first and second opposing walls, and the first and second

flanges have a uniform thickness that is at least ten percent of the length of the base wall.

2 . The brake beam wear liner of claim 1, further comprising at least one detent

formed on an outside surface of each of the first and second opposing walls.

3 . The brake beam wear liner of claim 2, wherein the detents are dimensioned

maintain the offset of the first and second opposing sidewalls when the brake beak wear liner

is installed into a brake beam.

4 . The brake beam wear liner of claim 1, wherein the base wall, the first and

second side walls and the first and second flanges are fabricated from nylon.

5 . The brake beam wear liner of claim 4, wherein the nylon comprises a glass-

reinforced nylon.

6 . The brake beam wear liner of claim 4, wherein the nylon comprises a

glass/mineral reinforced nylon.

7 . A method of protecting against undesired rotation of a break beam, comprising

the steps of:

installing first and second brake beam wear liners in the corresponding first and

second brake beam brackets of a rail car, wherein each of the first and second brake beam

wear liners comprises a base wall extending along a first plane, first and second opposing side

walls extending obliquely from the base wall along second and third planes, respectively, to

define an internal trough that extends along a central axis, wherein the first and second planes

are offset from the central axis by a predetermined angle, first and second flanges extending

outwardly from the first and second opposing side walls, respectively, wherein the base wall,

the first and second opposing walls, and the first and second flanges have a uniform

thickness; and

installing a brake beam having first and second opposing ends into the rail car to that

the first and second opposing ends of the brake beam are positioned in the first and second

brake beam wear liners, respectively.

8. The method of claim 7, further comprising at least one detent formed on an

outside surface of each of the first and second opposing walls.

9 . The method of claim 8, wherein the detents are dimensioned maintain the

offset of the first and second opposing sidewalls when the brake beak wear liner is installed

into a brake beam.

10. The method of claim 7, wherein the base wall, the first and second side walls

and the first and second flanges are fabricated from nylon.

11. The method of claim 10, wherein the nylon comprises a glass-reinforced

nylon.

12. The method of claim 10, wherein the nylon comprises a glass/mineral

reinforced nylon.

A. CLASSIFICATION OF SUBJECT MATTERINV. B61H13/36 B61H13/34ADD.

According to International Patent Classification (IPC) or to both national classification and IPC

B. FIELDS SEARCHED

Minimum documentation searched (classification system followed by classification symbols)

B61H

Documentation searched other than minimum documentation to the extent that such documents are included in the fields searched

Electronic data base consulted during the international search (name of data base and, where practicable, search terms used)

EPO-Internal , WPI Data

C. DOCUMENTS CONSIDERED TO BE RELEVANT

Category* Citation of document, with indication, where appropriate, of the relevant passages Relevant to claim No.

X US 2012/037033 Al (HALFORD JOSEPH [US] ET 1,2,4-8,AL) 16 February 2012 (2012-02-16) 10-12

A paragraphs [0034], [0037]; figures 5-7 3,9

X US 2012/037032 Al (HALFORD JOSEPH [US] ET 1,2,4-8,AL) 16 February 2012 (2012-02-16) 10-12

A paragraphs [0033], [0063]; figures 3,97,12,13

X US 5 924 654 A (ANDERSON JOHN D [US]) 1,4-7,20 July 1999 (1999-07-20) 10-12

A column 2 , line 29 - line 60; figures 3,6,9 2,3,8,9

□ Further documents are listed in the continuation of Box C. See patent family annex.

* Special categories of cited documents :"T" later document published after the international filing date or priority

date and not in conflict with the application but cited to understand"A" document defining the general state of the art which is not considered the principle or theory underlying the invention

to be of particular relevance"E" earlier application or patent but published on or after the international "X" document of particular relevance; the claimed invention cannot be

filing date considered novel or cannot be considered to involve an inventive"L" documentwhich may throw doubts on priority claim(s) orwhich is step when the document is taken alone

cited to establish the publication date of another citation or other "Y" document of particular relevance; the claimed invention cannot bespecial reason (as specified) considered to involve an inventive step when the document is

"O" document referring to an oral disclosure, use, exhibition or other combined with one or more other such documents, such combinationmeans being obvious to a person skilled in the art

"P" document published prior to the international filing date but later thanthe priority date claimed "&" document member of the same patent family

Date of the actual completion of the international search Date of mailing of the international search report

12 June 2015 03/08/2015

Name and mailing address of the ISA/ Authorized officerEuropean Patent Office, P.B. 5818 Patentlaan 2NL - 2280 HV Rijswijk

Tel. (+31-70) 340-2040,Fax: (+31-70) 340-3016 Schroeder, Rainer

Patent document Publication Patent family Publicationcited in search report date member(s) date

US 2012037033 Al 16-02-2012 AU 2011201658 Al 01-03-2012BR PI 1102197 A2 25-12-2012CA 2736220 Al 13-02-2012US 2012037033 Al 16-02-2012

US 2012037032 Al 16--02 -2012 AU 2011201789 Al 01-03 -2012BR PI 1102341 A2 25-12 -2012CA 2736407 Al 13-02 -2012US 2012037032 Al 16-02 -2012

US 5924654 A 20--07 -1999 NONE