Asf-keystone, Inc.

Amsted Rail Company, Inc.

Nathan Reese

Thomas R Berg

Joseph Halford

Jeffrey Ruback

Jay P Monaco

Ralph H Schorr

Julius I Pershwitz

Brad A Myers

Doug Compton

Brad Myers

Jay Monaco

Jeff Ruback

A brake beam assembly for a railway car truck includes a brake beam mounted between opposed side frames of the railway car truck with opposite right hand and left hand ends. A strut is coupled to the brake beam and has opposite right hand and left hand ends coupled to the brake beam. Brake heads are coupled to the brake beam and struts proximate to the 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 from the brake heads. The paddles have distal ends configured to be received in wear liners in corresponding side frames of the railway car truck. A separation distance between the distal ends of the paddles is adjustable.

Brake beam assembly for a railway car truck

A brake beam wear liner for receiving a brake beam assembly includes a base wall extending between a rear end and front end. The base wall has opposite side edges. The base wall has a tapered thickness between the rear end and the front end with the base wall being thicker proximate to the rear end and being narrower proximate to the front end. The brake beam wear liner also includes side walls extending from the opposite side edges and flanges extending outward from the side walls generally opposite the base wall. The side walls and the base wall define an open ended trough configured to receive an end of the brake beam assembly.

Tapered brake beam wear liner

A bolster for use with a rail truck assembly comprising a spring receptacle having a plurality of spring pockets on the bottom of each bolster. The bolster slidingly attached to a side frame at each end. A spring group comprising load springs and control springs, the load springs on each side frame to support and suspend the bolster end and control springs to control bolster end movement. The spring pocket adapted to retain the springs in a predetermined location and position relative to the bolster and side frame. The spring receptacle comprising spring guides intermediate the load springs and control springs to prevent tangling or interference between the springs. An angled surface on each spring guide, the angled surface forming a chamfer disposed to urge the spring into the spring pocket during installation and use.

Bolster and spring pockets for use with rail truck

An improved three-piece truck system for railroad cars provides long travel side bearings for improved stability, a 'wide' friction shoe design or equivalent to improve sideframe and bolster squareness, a resilient pedestal pad for improved curving performance and enhanced wear resistance, and a suspension system tuned and optimized for rail cars to have a minimum reserve capacity of less than 1.5 to improve motion control and ride quality, increase resistance to suspension bottoming, and increase hunting threshold speed. Such a motion control truck system is able to meet recent, more stringent American Association of Railroads standards, such as M-976, for railcars having a 286,000 lb. gross rail load rating.

Three-piece motion control truck system

An improved sideframe has a bolster opening configured to accept a variety of spring group and friction shoe assembly designs. The bolster opening is defined by a bottom section, a top compression member, and two opposing column members and has two column wear plates each secured to the opposing column members. The bottom section of the bolster opening defines a spring seat. The dimensions of the bolster opening of the sideframe allow for a variety of freight car truck suspension systems including the spring group, bolster and friction shoe used therewith.

Growing community of inventors

Troy, IL, United States of America

Nathan Reese