A railcar brake beam assembly including a brake beam formation having a tension member, a compression member and strut, and with the strut defining an axis for the brake beam assembly. First and second brake head assemblies are disposed to opposite lateral sides of the axis, with each brake head assembly being operably carried by the brake beam formation and includes a guide member extending in a direction away from the axis. The first and second brake head assemblies are generally centered laterally relative to the axis of the brake beam assembly. A distal end of the guide member on the first brake head assembly is disposed a different lateral distance from the axis of the brake beam assembly than is a distal end of the guide member on the second brake head assembly to minimize lateral shifting movements while maintaining adequate clearances for permitting reciprocal moments of the brake beam assembly during application of braking forces. A method of designing a brake beam assembly for a railcar is also disclosed.

Braking systems for railway cars are provided. A braking system defines a longitudinal axis, and includes a first brake assembly, a second brake assembly, and an actuator operable to generate a linear force, the actuator disposed proximate the second brake assembly. The braking system further includes a movable rod and a fixed rod extending between the first brake assembly and the second brake assembly. In some embodiments, the braking system further includes a dead lever and 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 a reference point of the first brake assembly and a pivot point of the dead lever.

Braking systems for railway cars are provided. A braking system defines a longitudinal axis, and includes a first brake assembly, a second brake assembly, and an actuator operable to generate a linear force, the actuator disposed proximate the second brake assembly. The braking system further includes a movable rod and a fixed rod extending between the first brake assembly and the second brake assembly. In some embodiments, the braking system further includes a dead lever and 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 a reference point of the first brake assembly and a pivot point of the dead lever.

A debris eradicating brake head for use in a side frame mounted braking system in a railway vehicle. The brake head being mounted on an end of a brake beam and including a brake shoe carrier associated with the brake head, a brake shoe secured to a face portion of the brake shoe carrier, and a brake head extension extending from a side portion of the brake shoe carrier for associating the brake head within a unit guide in a side frame of the railway vehicle. The brake head extension including at least one of a first and a second tapered surface configured for breaking up and pushing debris out of the unit guide in the side frame. Eradication of debris within the side frame increases the braking efficiency of the railway vehicle as it reduces the amount of force necessary for applying the brake shoes to the wheels.

A brake apparatus for installation in an intermediate space between the wheels of a twin axle of a track-guided vehicle. The brake apparatus has two subunits able to be moved relative to one another, namely a first subunit with brake linings for the wheels of the first axle of the twin axle and a second subunit with brake linings for the wheels of the second axle of the twin axle. In their installed state, the subunits are supported in a displaceable manner in such a way that, through the displacement of the subunits, contact is made between the brake linings and the wheels. At least one distance sensor is arranged in one of the subunits of the brake apparatus. The distance sensor is configured to measure a distance between the first subunit and the second subunit.

A railcar brake beam assembly including a brake beam formation having a tension member, a compression member and strut, and with the strut defining an axis for the brake beam assembly. First and second brake head assemblies are disposed to opposite lateral sides of the axis, with each brake head assembly being operably carried by the brake beam formation and includes a guide member extending in a direction away from the axis. The first and second brake head assemblies are generally centered laterally relative to the axis of the brake beam assembly. A distal end of the guide member on the first brake head assembly is disposed a different lateral distance from the axis of the brake beam assembly than is a distal end of the guide member on the second brake head assembly to minimize lateral shifting movements while maintaining adequate clearances for permitting reciprocal moments of the brake beam assembly during application of braking forces. A method of designing a brake beam assembly for a railcar is also disclosed.

A railcar brake beam assembly including a brake beam formation having a tension member, a compression member and strut, and with the strut defining an axis for the brake beam assembly. First and second brake head assemblies are disposed to opposite lateral sides of the axis, with each brake head assembly being operably carried by the brake beam formation and includes a guide member extending in a direction away from the axis. The first and second brake head assemblies are generally centered laterally relative to the axis of the brake beam assembly. A distal end of the guide member on the first brake head assembly is disposed a different lateral distance from the axis of the brake beam assembly than is a distal end of the guide member on the second brake head assembly to minimize lateral shifting movements while maintaining adequate clearances for permitting reciprocal moments of the brake beam assembly during application of braking forces. A method of designing a brake beam assembly for a railcar is also disclosed.

The present invention includes a braking system for a railway car generally including a brake cylinder having a cylinder rod. The cylinder rod is in mechanical communication with a lever transfer assembly and is configured to articulate said lever transfer assembly. The lever transfer assembly may be rotatably connected to a first brake assembly and connected to a rear brake assembly through respective connection rods. Actuating the lever transfer assembly with the cylinder rod generates a divergent braking force between the first and second brake assemblies for slowing and/or stopping the railway car.

The present invention includes a braking system for a railway car generally including a brake cylinder having a cylinder rod. The cylinder rod is in mechanical communication with a lever transfer assembly and is configured to articulate said lever transfer assembly. The lever transfer assembly may be rotatably connected to a first brake assembly and connected to a rear brake assembly through respective connection rods. Actuating the lever transfer assembly with the cylinder rod generates a divergent braking force between the first and second brake assemblies for slowing and/or stopping the railway car.

The invention relates to a railway braking system for a rail vehicle. The system includes a brake rigging, a service and/or parking brake designed to act on at least one braking member of the vehicle via the brake rigging (which is provided with at least one device having at least one lining support and at least one lining that is mechanically attached to the at least one lining support), and at least one force transmission link. The force transmission link has a first end mechanically attached to a support of the vehicle and an opposite second end mechanically attached to the at least one lining support. The at least one lining support comprises a fastening leg that includes a housing and a mounting member accommodated in the housing, and the second end of the at least one force transmission link is rotatably mounted in the mounting member.