Zeftek, Inc.

Standard Car Truck Company

Other

Transportation IP Holdings, LLC

Schaefer Equipment, Inc.

Zeftec

Michael K Burke

Walter J Peach

John D Anderson

Richard F Murphy

Walter J Peach, Jr

Michael K Murphy

Ronald D Golembiewski

David M East

Peter Paul Gregar

Jonathon Marlow

Giuseppe Sammartino

David Cline

Jake C Pedersen

A vehicle lock which eliminates the need for lubrication and which includes a bracket, a first base attached to the bracket, a second base attached to the bracket, aligned first and second apertures in the first and second bases for slidably receiving a. locking pin, a replaceable first locking pin wear protector lockably insertable in and selectively removable from the first base to prevent contact between the locking pin and the inner edge of the first base which defines the first aperture, and a replaceable second locking pin wear protector lockably insertable in and selectively removable from the second base to prevent contact between the locking pin and the inner edge of the second base which defines the second aperture.

Lubricant-free vehicle door lock

A paint roller cleaning system including an elongated cylindrical member configured to receive a paint roller, a first-end-cap, and a second-end-cap. The first-end-cap for attachment at a first-end of the elongated cylindrical member and the second-end-cap for attachment at a second-end of the elongated cylindrical member. The first-end-cap includes a threaded-member and may couple to a water supply and direct water through a receiving-aperture. The second-end-cap includes an exit-aperture and a positioning-member for positioning the paint roller above the exit-aperture allowing for water to drain therethrough. The paint roller cleaning system may be used for cleaning a paint roller when inserted into the elongated cylindrical member and the water supply is activated.

Paint roller cleaning system

A railroad car bearing adapter assembly configured to be employed in combination with a high warp restraint truck (with or without an auxiliary or original warp restraint system), and including a low profile thickness and relatively longitudinally narrow roller bearing adapter, a low profile adapter shear pad with a shear stiffness in a range of 85,000 lbs/in to 125,000 lbs/inch, and side wear pad that in combination total clearance in a range of 0.09 inches to 0.36 inches between the side frame thrust lugs and the adapter with the side wear pads. This overall combination reduces wheel wear and damage, reduces fuel consumption, reduces the need for railroad track repair, improves high speed stability and curving performance for both empty cars and loaded cars, provides more truck stability under a loaded car in shallow curves and while encountering certain perturbations, and provides optimum curving performance that enables the axles to better align with curves of relatively high degrees.

Railroad car roller bearing adapter assembly

Autorack railroad car chock body

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body. The active and anchor chocks: (a) have a lower height than known commercially available vehicle restraints; (b) have a smaller width than known commercially available vehicle restraints; (c) position the strap and the torque tube closer to the tire of the wheel than any known commercially available vehicle restraints; (d) take up a smaller area of each safe zone adjacent to the wheel than known commercially available vehicle restraints; (e) provide a greater strength to size ratio than known commercially available vehicle restraints; and (f) are easy to operate, install, and remove.

Auto-rack railroad car vehicle restraint apparatus

A railroad car door lock which eliminates the need for lubrication and which includes a bracket, a first base attached to the bracket, a second base attached to the bracket, aligned first and second apertures in the first and second bases for slidably receiving a locking pin, a replaceable first locking pin wear protector lockably insertable in and selectively removable from the first base to prevent contact between the locking pin and the inner edge of the first base which defines the first aperture, and a replaceable second locking pin wear protector lockably insertable in and selectively removable from the second base to prevent contact between the locking pin and the inner edge of the second base which defines the second aperture.

Railroad car lubricant free door lock

A vehicle wheel chock for a vehicle restraint system for an auto-rack railroad car which secures a vehicle in the auto-rack railroad car. The vehicle wheel chock is configured to be positioned on a grating adjacent to a tire of the vehicle.

Auto-rack railroad car vehicle wheel chock

Auto rack railroad car restraint end cap

Auto rack railroad car restraint clip

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.

A strut for a brake beam assembly includes a strut body extending along a longitudinal axis between a proximal end and a distal end. At least one slot is defined in the strut body and receives and supports a brake lever extending non-parallel to the longitudinal axis. A compression member engager is connected to a distal end of the strut body and is configured to connect the strut body to a compression member of the brake beam assembly. A tension member engager is connected to the proximal end of the strut body and is configured to engage a tension member of the brake beam assembly. At least one fastener is configured to engage the compression member engager to fasten the compression member engager on the compression member. At least a portion of the strut body is rotatable about the longitudinal axis with respect to the compression member engager and the tension member engager to be oriented at opposing angles with respect to a horizontal plane extending through the longitudinal axis.

Growing community of inventors

Wheaton, IL, United States of America

Michael K Burke