Patent Application
20060108187
The present invention generally relates to railroad freight cars and, more particularly, to a method for replacing a damaged brake beam on a railroad freight car.
Railroad freight cars typically include an elongated car body supported toward opposite ends by a pair of wheeled trucks. Each wheeled truck includes a bolster laterally extending between two side frames with a wheel and axle assembly arranged to front and rear sides of the bolster. Each railcar also has a brake system operably associated therewith. A conventional brake system includes a brake beam assembly associated with each wheel and axle assembly and which is connected to brake rigging on the car. Each brake beam assembly is supported between the truck side frames to allow it to be operated into and out of braking positions in relation to the respective wheel and axle assembly.
A typical brake beam assembly primarily includes compression and tension members fastened to each other at their ends where a brake head is located and separated at the middle by a strut or fulcrum. It has been found beneficial for the brake beam assembly to maintain both a degree of camber in the compression member and a degree or level of tension in the tension member. Each brake head on the brake beam assembly is preferably configured to have a brake shoe connected to and carried thereby. Moreover, an end-guide extends from each end of the brake beam assembly and is supported for sliding movements within cast slots or guides provided on an inner face of each side frame of the wheeled truck.
The brake beam assemblies on the railcar are operated in simultaneous relation by a power source from a brake cylinder or a hand brake and, through leverage, transmit and deliver braking forces to the brake shoes at the wheels of each wheel and axle assembly. On a typical railcar, the brake rigging, including a brake push rod, transmits force, caused by the push of air entering the brake cylinder or by the pull of the hand brake, to the brake shoes.
The brake rigging on the railcar, used to transmit and deliver braking forces to the braking shoes of each wheel assembly, comprises a multitude of linkages including various levers, rods and pins. For example, brake levers are used throughout the brake rigging on each car to transmit as well as increase or decrease the braking force on each wheel and axle assembly. The distance between various holes or openings on the brake levers determine the force transmitted to or between the various levers. Besides transferring force, the linkages of the brake rigging are also used to change the direction of force. The levers used in a brake rigging are named from the various conditions and positions they serve. For example, there are body levers, such as the cylinder lever and fulcrum lever, and there are truck levers, such as a live truck lever and a dead truck lever associated with each wheeled truck on the railcar.
The strut or fulcrum of each brake beam assembly pivotally supports either a live or dead truck lever. Besides being pivotally supported by the brake beam assembly strut, one end of the live truck lever is articulately connected to a longitudinally elongated top rod whose opposite end is connected to the cylinder lever of the railcar brake rigging. As is known, and besides being pivotally supported by the strut of the other brake beam assembly on the wheeled truck, the dead truck lever is articulately connected, intermediate the strut and the free end thereof, to the live truck lever by a truck lever connection. The free end of the dead truck lever is typically fulcrumed to the truck bolster or car body by a guide used to adjust the brakes. As known, a center rod serves to articulately connect the cylinder lever and fulcrum lever through a slack adjuster of the brake rigging. Suffice it to say, there are multiple articulate connections between the various body levers, truck levers, and operating rods comprising the brake rigging on a railcar.
During use, a railcar can travel tens of thousands of miles between locations and over railbeds, some of which can be in significant disrepair. Accordingly, and although most component parts of the brake beam assembly are made from steel, it is not unusual for one or more of the brake beam assembly components parts on one or more of the brake beam assemblies on the railcar to become cut, worn, twisted, dented, cracked or broken under the relative high forces imparted thereto. Of course, severe wear, cracking, denting, twisting or breaking of a brake beam assembly component part can adversely affect railcar braking performance and, thus, result in condemnation of the brake beam. As will be appreciated, parts of or, in severe cases, sometimes the entire brake beam assembly may be missing from the railcar.
Accordingly, railroad freight cars are routinely inspected. Part of the inspection process involves an analysis of each railcar brake beam assembly on the railcar. Heretofore, when a particular railroad freight car is identified as having a brake beam assembly requiring repair or replacement, the freight car requiring such repair must be initially separated from the remaining cars in the train consist and, then, moved to a facility where such repairs can be affected. Separating that particular freight car from the remaining cars in the train consist, coupled with moving that railcar, along with scheduling of the required repairs can take hours if not days. Of course, during this time, the railcar requiring such repair must be and is removed from service.
Only after a suitable repair facility has been identified and becomes available, can replacement of the damaged brake beam assembly be affected. The heretofore known method for replacing a damaged railcar brake beam assembly is a time consuming process. One of the first steps in such process involves disconnecting those linkages of the brake rigging from the damaged brake beam assembly. That is, the damaged brake beam assembly needs to be disconnected from the truck levers, operating rods and other linkages of the brake rigging as well as from the other brake beam assembly mounted on the respective railcar truck.
That end of the railcar body supported by the wheeled truck having the defective brake beam assembly needs to be sufficiently elevated or raised to allow the wheeled truck to be rolled from under the railcar body to a predetermined location. As will be appreciated by those skilled in the art, an empty railroad freight car can weigh tens of thousands of pounds. A hopper car filled with a commodity can weigh 50 or more tons. Accordingly, lifting of the railcar body involves using special hydraulic jacks connected to a suitable hydraulic pump or other suitable hydraulic pressure source for raising and, thus, separating the wheeled truck from the railcar body. As will be appreciated, suitable hydraulic conduits or hoses need to extend between the hydraulic jacks and the hydraulic pump. Moreover, such hydraulic jacks need to be positioned over a concrete pad suitably constructed to withstand the weight of the freight car being lifted by the jacks. To promote the distribution of the freight car weight over a broadened or increased area, suitable planks of wood or other suitable material are typically placed under each hydraulic jack.
After the railcar body is raised and separated therefrom, the wheeled truck having the defective or condemned brake beam assembly thereon is rolled from beneath and away from the railcar body. Thereafter, a specially designed truck hoist is positioned adjacent to the railcar truck such that the ends of the side frames, adjacent to the defective brake beam assembly, can be conjointly and pivotally elevated to allow the wheel and axle assembly, arranged adjacent to the condemned brake truss assembly, to be removed from between the side frames. As is known, a typical railcar truck further includes a wheel bearing adapter positioned between each side frame and each end of the wheel and axle assembly. In an effort to avoid damage to the wheel bearing adapters when the side frames are elevated, steps must be taken to temporarily maintain each adapter in positional relation relative to the respective side frame of the wheeled truck to inhibit inadvertent separation of the adapter from the elevated side frame.
After pivotally raising the side frames ends of the relevant wheel and axle assembly and removing the wheel and axle assembly from between the side frames is there sufficient access to permit removal of the defective brake beam assembly. With the wheel and axle assembly so removed, replacing the condemned brake beam assembly further involves displacing or prying the side frames of the respective railcar truck in opposed lateral directions relative to each other. Notably, only after prying the side frames laterally apart from each other is the distance between the side frames sufficiently increased to finally allow the free ends of the defective brake beam assembly to be removed from within the cast slots or guides on the side frames of the railcar truck. Some newer designs of freight car wheeled trucks require a special tool for laterally spreading the side frames in opposed lateral directions to increase the lateral spacing therebetween. In either case, and as will be appreciated, great care must be exercised in laterally spreading the side frames apart from each other so as to limit damage to the bearings mounting the other wheel and axle assembly on the wheeled truck.
After having finally removed the damaged/defective brake beam assembly, a new brake beam assembly can be positioned for installation into operable combination with the railcar truck. That is, and with the side frames of the truck remaining pried laterally apart to substantially increase the distance between the cast slots or guides on the side frames, the free ends of the new brake beam are aligned with their respective cast slots or guides on the side frames and the side frames are again brought back to their conventional position. As such, the free ends of the brake beam are entrapped within the cast slots or guides on the side frames for guided reciprocatory movements. With some newer wheeled railcar truck designs, considerable effort can be required to return the side frames such that a standard lateral spacing is provided therebetween.
After a replacement brake beam is installed into operable combination with the side frames, the wheel and axle assembly is returned beneath the raised ends of the side frames. The side frames are lowered onto the wheel and axle assembly and those devices used to temporarily maintain each wheel bearing adapter in fixed positional relation relative to a respective side frame can be removed. After having replaced the brake beam assembly, and after returning the side frames to their original position, and after having arranged the wheel and axle assembly in operable combination with the side frames, the reassembled railcar truck can be again rolled beneath the raised end of the railcar body. The jacks or lifts are operated to lower the railcar body onto the railcar truck having the replacement brake beam associated therewith. Next, the jacks, their hydraulic hoses, and wood planking can be removed from the area adjacent to the railcar body. After the brake rigging linkages are again connected to the brake beam, replacement of the brake beam assembly is finally complete. Thereafter, the railcar having the replacement brake beam mounted thereon needs to be joined to another train consist and is again routed to its original destination.
The American Association of Railroads (the “AAR”) has established a recommended time frame for completing replacement of a damaged brake beam assembly. According to the AAR, replacement of a brake beam should be accomplished within 1.44 hours. It should be appreciated, however, the 1.44 hours allocated by the AAR for replacement of a brake beam assembly neither considers the valuable time lost in separating the railcar with the damaged brake beam from the remaining cars in the train consist, nor the time lost in scheduling a repair facility to accomplish replacement of the brake beam assembly, nor the time lost in having to move the car with the damaged brake beam to the repair facility for replacement of the brake beam assembly. Additionally, the time allocated by the AAR does not consider the time lost in joining the repaired car to a train consist directed toward the original destination of the repaired car. Moreover, the overhead costs of the special equipment required to lift the railcar body from the wheeled truck, along with that special equipment used to elevate the ends of the railcar side frames from operable association with the relevant wheel and axle assemblies, and related special equipment used to affect replacement of the brake beam assembly needs to be considered.
Thus, there is a continuing need and desire for a method for replacing a brake beam assembly on a railroad freight car which is less time consuming and, overall, less costly than heretofore known and long accepted procedures.
In view of the above, and in accordance with one aspect, there is provided a method for replacing a damaged brake beam truss connected to brake rigging linkages on a railcar having a car body supported on a railcar truck while maintaining the railcar truck and the car body in operable association with each other. The railcar truck includes a wheel and axle assembly including a pair of laterally spaced wheels mounted between a pair of laterally spaced side frames. The side frames include structure on an inboard side thereof for guiding and supporting the brake beam truss assembly, and with the structure on the side frame members defining a predetermined lateral distance therebetween.
The method comprises the steps of: removing the damaged brake beam truss from between the side frames of the railcar truck while maintaining the railcar truck and the car body in operable association with each other; arranging a first end-guide, defining one end of a truss beam subassembly, into guided and supported sliding relation relative to the structure on one of the side frames, with the truss beam subassembly further including compression and tension members each having a first end secured to each other, and wherein the truss beam subassembly has an overall length shorter than the predetermined lateral distance between the structure on the side frames to allow the truss beam subassembly to be arranged in operable combination with the structure on one side frame while maintaining the railcar truck and car body in operable association with each other, and with the first end-guide having a free distal end; arranging a second end-guide in guided and supported sliding relation relative to the structure on the other side frame, with the second end-guide having a free distal end; securing the second end-guide to a second end of the truss beam subassembly, opposite from the first end-guide, to form a rigid brake beam unit and such that the free distal ends of the end-guides are guided and supported for sliding movements between the structure on the side frames of the railcar truck, with the second end-guide being secured to the truss beam assembly while the railcar truck and car body are maintained in operable association with each other; and providing first and second brake heads in operable combination with and toward the first and second ends, respectively, of the truss beam subassembly for movements toward and away from the wheels on the wheel and axle assembly as the first and second end-guides slidably move within the structure on the side frames.
According to this aspect, removing the damaged brake beam truss involves the step of: disconnecting the brake rigging linkages extending from and connected to the damaged brake beam truss. Moreover, and according to this first aspect, the step of removing the damaged brake beam truss involves the step of: shortening the operative length of the damaged brake beam truss to facilitate removal of the damaged brake beam truss while maintaining the railcar truck and the car body in operable association with each other. According to this first aspect, the first end-guide, defining one end of the brake beam truss subassembly, is preferably formed as an integral part of one of the brake heads on the brake beam unit.
Preferably, the methodology further includes the step of: imparting both compression and tension forces to the compression and tension members, respectively, of the truss beam subassembly. Moreover, a preferred methodology includes the further step of: maintaining a compressive force between first and second ends of the compression member and a tension force between first and second ends of the tension member of the truss beam subassembly prior to and after the brake beam truss subassembly is secured to the second end guide such that the members of the subassembly maintain and operate under both compression and tension forces. A preferred methodology further includes the further step of: providing a series of aligned openings toward the second ends of the compression and tension members disposed opposite from the first end of the brake beam truss subassembly.
Preferably, the second end-guide is integral with and laterally extends from one side of the second brake head. In this respect, the methodology further includes the step of: providing that second brake head, with the second end-guide formed as an integral part thereof, with a flange portion extending laterally outward and on an opposite side from the second end-guide, with the flange portion defining a series of holes which align with the openings provided toward the second ends of the compression and tension members. According to this aspect, the step of securing the second end-guide to that end of the truss beam subassembly opposite from the first end-guide includes the further step of: providing a series of fasteners configured to pass endwise through the series of holes in the flange portion of the second brake head and through the openings toward the second ends of the compression and tension members to permit the second end-guide to be secured to the truss beam subassembly.
According to another aspect, there is provided a method for replacing a damaged brake beam connected to brake rigging linkages on a railcar having a car body supported on a railcar truck while maintaining the railcar truck and the car body in operable association with each other. The railcar truck includes a pair of laterally spaced side frames for supporting an axle and wheels therebetween. Each of the side frames includes, on an inboard side thereof, a brake beam guide extending for a length at least equivalent to the extent of travel of the brake beam, and with the brake beam guides on the side frames being separated by a predetermined distance.
According to this aspect, the method comprises the steps of: removing the damaged brake beam from between the side frames of the railcar truck while maintaining the railcar truck and car body in operable association with each other; providing a brake beam subassembly comprised of a compression member and an angled tension member, the tension member having a maximum depth toward a mid-portion thereof, and with the first ends of the compression member and the tension member being secured together, and with a first guide, having a free distal end, being disposed adjacent the first ends of the compression and tension member to define a first end of the brake beam subassembly, and with a second end of each of the compression member and tension member being maintained in predetermined relation relative to each other so as to maintain a compression force in the compression member and a tension force in the tension member, and wherein an operable length of the brake beam subassembly is shorter than the predetermined distance separating the brake beam guides on the side frames of the railcar truck; inserting the free distal end of the first guide into one of the brake beam guides on one of the side frames such that the first guide guides and supports one end of the brake beam subassembly for sliding movements while maintaining the railcar truck and car body in operable association with each other; arranging a second guide, independent of the brake beam subassembly, into guided and supported relation with the brake beam guide on other of the side frames while maintaining the railcar truck and car body in operable association with each other; fastening the second guide to a second end of the brake beam subassembly opposite from the first end while maintaining the railcar truck and car body in operable association relative to each other to form a rigid brake beam unit guided and supported for sliding movements by and between the brake beam guides on the side frames; and providing first and second brake heads in operable combination with and toward the first and second ends, respectively, of the brake beam subassembly for movements toward and away from the wheels as the guide members move within the brake beam guides on the side frames.
According to this aspect, removing the damaged brake beam involves the step of: disconnecting the brake rigging linkages extending from and connected to the damaged brake beam. Moreover, the step of removing the damaged brake beam involves the step of: dividing one or more of the individual components comprising the damaged brake beam assembly into pieces to facilitate removal of the damaged brake beam assembly while maintaining the railcar truck and car body in operable association with each other.
Preferably, the first guide, defining the first end of the brake beam subassembly, is formed as an integral part of the first brake head. According to this aspect, the preferred method further includes the step of: providing a series of aligned openings toward the second ends of the compression and tension members.
In one form, the second guide member is formed integral with and extends from one side of the second brake head. This preferred method can also include the step of: providing the second brake head with a flange portion extending laterally outward and on an opposite side from the second guide, with the flange portion defining a series of holes which align with the openings provided toward the second ends of the compression and tension members.
In a preferred methodology, fastening the second guide to the second end of the brake beam subassembly includes the step of: providing a series of fasteners configured to pass endwise through the series of holes in the flange portion of the second brake head and through the aligned openings toward the ends of the compression and tension members disposed opposite from the first end of the brake beam subassembly to permit the second guide to be fastened to the brake beam subassembly whereby forming the rigid brake beam unit.
According to still another aspect, a method is provided for replacing a damaged brake beam connected to brake rigging linkages on a railcar having a car body supported on a railcar truck while maintaining the railcar truck and the car body in operable association with each other. The railcar truck includes first and second laterally spaced side frames for supporting an axle and wheels therebetween. Each of the side frames includes, on an inboard side thereof, a brake beam guide extending for a length at least equivalent to the extent of travel of the brake beam, and with the brake beam guides on the side frames being separated by a predetermined distance.
The method according to this aspect, involves the steps of: removing the damaged brake beam from between the side frames of the railcar truck while maintaining the railcar truck and car body in operable association with each other; arranging a first part of a replacement brake beam structure into supported and guided relation with the brake beam guide on the first side frame while maintaining the railcar truck and car body in operable association with each other, with the first part of the brake beam structure having an operative length shorter than the predetermined distance between the brake beam guides on the first and second side frames; arranging a second part of the replacement brake beam structure into supported and guided relation with the brake beam guide on the second of the side frames while maintaining the railcar truck and car body in operable association with each other, with the second part of the brake beam structure having an operative length shorter than the predetermined distance between the brake beam guides on the first and second side frames; securing the first and second parts of the replacement brake beam structure to each other to form a rigid assembly capable of withstanding the braking forces applied thereto during operation of the railcar and while maintaining the railcar truck and car body in operable association with each other, with the combined and joined operative lengths of the first and second parts of the replacement brake beam structure being substantially equivalent to the predetermined distance between the brake beam guides on the side frames; and providing a brake head in operable combination with each of the first and second parts of the replacement brake beam structure for movements toward and away from the wheels as the first and second parts forming the rigid assembly move within the brake beam guides on the side frames.
According to this aspect, removing the damaged brake beam involves the step of: disconnecting the brake rigging linkages extending from and connected to the damaged brake beam. Moreover, and according to this aspect, the step of removing the damaged brake beam involves the step of: shortening the operative length of the damaged brake beam to facilitate removal of the damaged brake beam while maintaining the railcar truck and the car body in operable association with each other.
According to this aspect, at least one of the first and second parts of the replacement brake beam structure includes an elongated compression member, an elongated and generally V-shaped tension member joined toward the ends thereof to the compression member, and a fulcrum disposed between the generally V-shaped tension member and the compression member. Moreover, the first and second parts of the replacement brake beam structure each preferably include an end extension configured for sliding accommodation with one of the brake beam guides on one of the first and second side frames. In one form, the each end extension provided on the first and second parts of the replacement brake beam structure is formed as a part of the first and second brake heads arranged in operable combination with each of the first and second parts of the replacement brake beam structure
Preferably, and according to this aspect, the methodology further includes the step of: maintaining a tension force in the tension member and maintaining a compression force in the compression member before that part including the compression member and tension member is arranged in supported and guided relation with the respective brake beam guide on one of the side frames of the wheeled truck.
According to yet another aspect, a method is provided for replacing a damaged brake beam connected to brake rigging linkages on a railcar having a car body supported on a railcar truck while maintaining the railcar truck and the car body in operable association with each other. The railcar truck includes a pair of laterally spaced side frames for supporting an axle and wheels therebetween. Each of the side frames includes, on an inboard side thereof, a brake beam guide extending for a length at least equivalent to the extent of travel of the brake beam, and with the brake beam guides on the side frames being separated by a predetermined distance.
The method according to this aspect, involves the steps of: removing the damaged brake beam from between the side frames of the railcar truck while maintaining the railcar truck and car body in operable association with each other; providing a brake beam subassembly comprised of a compression member, an angled tension member, and a first brake head arranged toward a first end of the brake beam subassembly for securing a first end of the compression member and a first end of the tension member in fixed relation relative to each other, with the brake beam subassembly further including a first guide laterally extending beyond the joined ends of the compression and tension members to define the first end of the brake beam subassembly, with the brake beam subassembly having an operative length shorter than the predetermined distance between the brake beam guides on the side frames; arranging a free distal end of the first guide into one of the brake beam guides on one of the side frames while maintaining the railcar truck and car body in operable association with each other such that the first end of the brake beam subassembly is guided and supported for sliding movements by the side frame structure; providing a second brake head independent of the brake beam assembly, the second brake head including a second guide extending from one side thereof; arranging the second guide on the second brake head into guided and supported relation with the brake beam guide on other of the side frames while maintaining the railcar truck and car body in operable association with each other; and fastening the second brake head to a second end of the brake beam subassembly opposite from the first end while maintaining the railcar truck and car body in operable association relative to each other to form a rigid brake beam unit guided and supported for sliding movements by and between the brake beam guides on the side frames.
According to this aspect, removing the damaged brake beam involves the step of: disconnecting the brake rigging linkages extending from and connected to the damaged brake beam. In one form, the step of removing the damaged brake beam involves the step of: shortening one or more of the individual components comprising the damaged brake beam to facilitate removal of the damaged brake beam while maintaining the railcar truck and car body in operable association with each other. Preferably, the first guide is formed as an integral part of the first brake head.
The preferred methodology further includes the steps of: imparting a compression force to the compression member prior to arranging the free distal end of the first guide into one of the brake beam guides; and, imparting a tension force to the tension member prior to arranging the free distal end of the first guide into one of the brake beam guides. Moreover, a preferred methodology further includes the step of: securing the compression and tension members in predetermined positional relation relative to each other so as to maintain the compression forces in the compression member and the tension forces on the tension member. According to this aspect, the methodology furthermore preferably includes the step of: providing a series of aligned openings toward the second ends of the compression and tension members.
In one form, the second brake head is provided with a flange portion extending laterally outward and on an opposite side of the brake head from the second guide. The flange portion defines a series of holes which align with the openings provided toward the second ends of the compression and tension members. According to this methodology, fastening the second brake head to the second end of the brake beam subassembly includes the step of: providing a series of fasteners configured to pass endwise through the series of holes in the flange portion of the second brake head and through the aligned openings provided toward the second ends of the compression and tension members to permit the second brake head and second guide to be fastened to the brake beam subassembly whereby forming the brake beam unit.
According to still another aspect, there is provided a method for replacing a damaged brake beam truss connected to brake rigging linkages on a railcar having a car body supported on a railcar truck including a wheel and axle assembly having a pair of laterally spaced wheels mounted between a pair of laterally spaced side frames. Each side frame includes structure projecting laterally inwardly from an inboard side thereof for guiding and supporting the damaged truss assembly, and with the structure on the side frame members defining a predetermined lateral distance therebetween.
This aspect involves the steps of: disconnecting the brake rigging linkages extending from and connected to the damaged brake beam truss; raising that end of the railcar body from operable association with that truck having the damaged brake beam truss thereon; wheeling that truck having the damaged brake beam truss thereon from beneath the raised end of the car body; removing the damaged brake beam truss from between the side frames of the railcar truck while maintaining the side frames in position relative to each other; arranging a first end-guide, defining a first end of a truss beam subassembly, into guided and supported sliding relation relative to the structure on one of the side frames, with the truss beam subassembly further including compression and tension members each having a first end secured to each other, and wherein the truss beam subassembly has an overall length shorter than the predetermined lateral distance between the structures on the side frame members; arranging a second end-guide into guided and supported sliding relation relative to the structure on the other of the side frames, with the second end-guide having a free distal end; securing the second end-guide to a second end of the truss beam subassembly opposite from the first end to form a rigid brake beam unit and such that the free distal ends of the end-guides are guided and supported for sliding movements between the structures on the side frames of the railcar truck; and providing first and second brake heads in operable combination with and toward the first and second ends, respectively, of the truss beam subassembly for movements toward and away from the wheels on the wheel and axle assembly as first and second end-guides slidably move within the structures on the side frames.
Preferably, the first end-guide defining the first end of the brake beam truss subassembly is formed as an integral part of one of the brake heads on the brake beam unit. A preferred methodology further includes the step of: providing a series of aligned openings toward second ends of the compression and tension members disposed opposite from that end of the brake beam truss subassembly which carries the first end-guide.
According to this aspect, the methodology further includes the step of: imparting a compression force to the compression member prior to arranging the first end-guide into guided and supported sliding relation relative to the structure on one of the side frames; and, imparting a tension force to the tension member prior to arranging the first end-guide into guided and supported sliding relation relative to the structure on one of the side frames. Preferably, the method further includes the step of: securing the compression and tension members in fixed position relative to each other toward the second end of the brake beam truss subassembly. Preferably, the second end-guide is formed as an integral part of and extends from one side of the brake head on the brake beam unit disposed opposite from the first end-guide.
Preferably, the methodology further includes the step of: providing the brake head, having the second end-guide formed as an integral part thereof, with a flange portion extending laterally outward and on an opposite side from the second end-guide. The flange portion defines a series of holes which align with the openings provided toward the second ends of the compression and tension members. According to this aspect, the step of securing the second end-guide to the truss beam subassembly further includes the step of: providing a series of fasteners configured to pass endwise through the series of holes in the flange portion of the brake head with the second end-guide formed as an integral part thereof and through the aligned openings toward the second ends of the compression and tension members to secure the second end-guide to the brake beam truss subassembly form the rigid brake beam unit.
A primary feature of the present invention relates to the substantial reduction in time the railcar having a damaged brake beam assembly is taken out of rail service before a replacement truss-type brake beam assembly can be arranged in operable association therewith.
Another feature of the present invention relates to the reduction and simplification in the number of steps required to accomplish replacement of a damaged brake beam assembly with a replacement truss-type brake beam assembly.
Still another feature of the present invention relates to the vast reduction in the number of special tools and equipment required for effecting replacement of a damaged or condemned brake beam assembly.
Another feature of the present invention relates to the provision of a new and novel methodology for replacing damaged or condemned railcar brake beam assemblies with replacement truss-type brake beams offering equal if not superior performance characteristics to that truss-type brake beam assembly being replaced.
Still another feature of the present invention relates to a method of replacing a condemned brake beam assembly on a railcar with a brake beam assembly including tensioned and compressed members arranged in a truss-like relationship relative to one another in a shortened period of time and, thus, at less costs than heretofore known brake beam replacements processes.
These and other objects, aims, and advantages will become more readily apparent from the following detailed description, appended claims, and drawings.
While the present invention is susceptible of embodiment in multiple forms, there is shown in the drawings and will hereinafter be described a preferred embodiment of the invention, and the present disclosure is to be considered as setting forth an exemplification of the invention which is not intended to limit the invention to the specific embodiment illustrated and described.
Referring now to the drawings, wherein like reference numerals indicate like parts throughout the several views,
As shown in
Each wheel and axle assembly 24 on car 10 has a brake beam 30 arranged in operable combination therewith. As shown in
The side frames 18, 20 on each truck include structure 44 for guiding and supporting the brake beam 30. As shown in
As mentioned, a typical railcar sometimes travel tens of thousands of miles over railbeds that can be in something less than a desirous condition. Accordingly, an undercarriage of the rail car is often subjected to unknown or unforeseen objects as it travels between locations. As a result, the brake beam assembly 30 is often times damaged. As used herein and throughout, the term “damaged brake beam assembly” means and refers to any one or more of the component parts comprising the brake beam assembly 30 being broken, lacking structural integrity, cracked, torn, twisted, worn out, bent, disfigured, deteriorated, missing, wrong (not standard to car) dislocated, ruined, or any other condition which would warrant condemnation and/or replacement of the brake bream assembly 30.
According to one method, the process for replacing a damaged brake beam includes the step of: removing the damaged brake beam 30 from between the side frames 18, 20 of the respective railcar truck while maintaining the respective railcar truck 14, 16 and car body 12 in operable combination (
In one form, removing the damaged brake beam 30 furthermore involves: dividing one or more of the individual components comprising the damaged brake beam assembly 30 into shortened pieces to facilitate removal of the damaged brake beam from between the side frames 18, 20 while maintaining the railcar truck and car body 12 in operable combination with each other. Preferably, the compression and tension members of the damaged brake beam are severed or cut as through use of a cutting torch or the like. It will be appreciated, however, any other method for shortening the damaged brake beam assembly to facilitate its removal from between the side frames 18, 20 could likewise be used for effecting the desired ends without detracting or departing from the broad spirit and scope of the present invention.
The method of replacing the damaged brake beam also involves: arranging a first part of a replacement brake beam structure into supported and guided relation with the brake beam guide or structure 44 provided on one of the side frames 18, 20. In the exemplary embodiment, the first part of the replacement brake beam structure comprises a brake beam subassembly, generally identified in
In the illustrated form, legs 53 and 55 of member 52 are disposed at a right angle relative to each other. Preferably, each leg 53, 55 has a thickness ranging from 0.1 inches to about 0.5 inches and, most preferably, from about 0.2 inches to about 0.4 inches. Preferably, each leg 53, 55 of member 52 has a width ranging between about 1.5 inches and about 5.0 inches and, most preferably, from about 2 to about 4 inches. In one form, member 52 is formed from a material having a yield strength of from about 20,000 to about 100,000 pounds per square inch and, most preferably, from about 30,000 to about 60,000 pounds per square inch. Member 52 is preferably fabricated from carbon steel with a carbon content ranging between about 0.05 to about 0.5 percent. Preferably, member 52 has an elongation at break of at least about eight percent and, most preferably, at least about 12 percent. In one form, and except for the specified length, member 52 is configured in accordance with the disclosure in U.S. Pat. No. 5,810,124 to M. R. Sandmann; the applicable portions of which are incorporated herein by reference.
In the illustrated embodiment, tension member 62 preferably has a substantially “flat” cross-sectional configuration with divergent halves 63 and 65 extending from a center bend 64 to provide member 62 with the general form of a wide V or angle and such that member 62 has a maximum depth toward a mid-portion thereof. Here again, tension member 62 is configured in substantial accordance with the disclosure in coassigned U.S. Pat. No. 5,810,124 to M. R. Sandmann; the applicable portions of which are incorporated herein by reference. Suffice it to say, and toward the ends thereof, halves 63 and 65 of member 62 are each seated against leg 53 of the compression member 52.
In the illustrated embodiment, brake beam subassembly 50 also includes a strut or fulcrum 70 disposed between the midsection of the compression member 52 and the apex or bend 64 of tension member 62 for maintaining tension in member 62 and camber in member 52 during operation of the railcar. Strut 70 has a conventional and well known design. Suffice it to say, strut 70 is preferably hollow lengthwise, the same having opposite side walls 72, 72′ defining a longitudinal slot 74. Toward a longitudinal center thereof, strut 70 preferably includes structure 76 for pivotally supporting a linkage, i.e. truck lever 41 forming part of the brake rigging 40 (
Members 52, 62 of subassembly 50 are secured to each other toward one end thereof through any suitable means. In the embodiment illustrated in
As shown in
In a preferred embodiment, and after members 52 and 62 are secured together toward their first ends, forces are applied to the subassembly 50 by known means, i.e., clamps or other suitable and well known devices, to preferably establish compression and tension forces in members 52 and 62 of subassembly 50. As should be appreciated, the fasteners 78 maintain the first ends of members 52 and 62 a predetermined positional relationship relative to each other.
In one form, another step in the process preferably includes maintaining compression and tension forces in members 52 and 62 after subassembly 50 is operably removed from such clamps importing such forces thereto. In one form, and after applying suitably directed forces to subassembly 50 so as to create compression and tension in members 52 and 62, respectively, and as shown in
As shown in
Turning to
According to one method, the process for replacing the damaged brake beam furthermore includes the step of: arranging a second part of the replacement brake beam structure into supported and guided relation with the brake beam guide or structure 44 provided on other one of the side frames 18, 20. In the illustrated embodiment, this step involves arranging a second end-guide 90, independent of end-guide 80, in guided and supported sliding relation relative to structure 44 on the other side frame 20 of that wheeled truck wherein the damaged brake beam is being replaced. As shown in
After the first and second parts of the replacement brake beam truss assembly are both arranged in supported and guided relation relative to the respective structure 44 on the side frames 18 and 20 of the wheeled truck 16, the first and second parts comprising the primary components of the replacement brake beam truss assembly are secured to each other to form a rigid assembly capable of withstanding braking forces applied thereto during operation of the railcar. In the embodiment shown in
As shown in
Preferably, and after assembling the second-guide 90 to the second ends of the compression member 52 and tension member 62, each fastener 78 is torqued to a predetermined setting or tightness whereby securing the second end-guide 90 to the brake beam subassembly 50 to form a rigid brake beam unit, designated generally by reference numeral 110 in
The process of replacing the brake beam structure also includes the step of: providing first and second brake heads 120 and 130, respectively, in operable combination with and toward the first and second ends, respectively, of the brake beam subassembly 50 for movements toward and away from the wheels 26, 28 on the wheel and axle assembly 24 as the first and second end-guides 80, 90 of the brake beam unit 110 slidably move within the structure 44 on the side frames 18, 20. In one form, the first end-guide 80, defining one end of the brake beam subassembly 50, is formed as an integral part of the first brake head 120. In the embodiment shown in
Similarly, and in the exemplary embodiment, guide or end extension 90 is formed as an integral part of the second brake head 130. In the embodiment illustrated in
Without being bound or limited to any specific design, each brake head 120, 130 is suitably configured to allow or permit a brake shoe BS (
In accordance with another method, the process for replacing a damaged brake beam truss 30 on a railcar of the above-described type involves: disconnecting linkages of the brake rigging 40 from the damaged brake beam truss 30. This alternative process further involves lifting the end of the railcar body 12 arranged in operable association with that truck 14, 16 having the damaged brake beam truss thereon. Raising the end of the car body 12 allows the truck 14, 16 having the damaged brake beam truss 30 to be wheeled or rolled from therebeneath.
Having wheeled the truck 14, 16 with the damaged brake beam 30 thereon from beneath the raised railcar body 12, the damaged brake beam truss 30 is removed from between the side frames 18, 20 of the railcar truck 14, 16. Removing the damaged brake beam truss 30 from between the side frames 18, 20 can be affected in the same manner described above or any other suitable manner not requiring separation or lateral prying of the side frames 18, 20 in opposed lateral directions relative to each other.
After removing the damaged brake beam truss 30, the first apart of the replacement brake beam or, in the illustrated embodiment, the first end-guide 80 of subassembly 50, is arranged in guided and supported sliding relation relative to structure 44 on side frame 18. As mentioned above, the truss beam subassembly 50 includes members 52 and 62. Both members 52, 62 have an end secured to each other by the first end-guide 80. As mentioned above, beam subassembly 50 has an overall or operative length OL shorter than the predetermined lateral distance PD between the free ends of the structure 44 on the side frames 18 and 20, thus, permitting end-guide 80 to be inserted into guided and supported relation with structure 44 on side frame 18 and the remainder of the subassembly to be positioned between the structure 44 on the side frames 18 and 20 without having to laterally pry or increase the lateral spacing between the side frames 18, 20.
This alternative process further involves the step of: arranging the second part of the replacement brake beam, or in the embodiment illustrated, guide 90 in guided and supported sliding relation with the structure 44 on the side frame 20. Notably, the free distal end 92 of guide member 90 is configured to be slid into and thereafter slidably accommodated with the recess 47 defined by structure 44.
After guide 90 is arranged in guided and supported sliding relation with the structure 44 on side frame 18, the second part of the replacement brake beam, i.e., guide 90, is secured to the first part of the replacement brake beam, i.e., subassembly 50, to form a rigid brake beam unit 110 and such that the free distal ends 82 and 92 of the end-guides 80 and 90, respectively, are guided and supported for sliding movements between and by the structure 44 on the side frames 18, 20 of the railcar truck.
An additional step in this alternative process involves: providing the first and second brake heads 120, 130 in operable combination with and toward the first and second ends of the subassembly for movements toward and away from the wheels 26, 28 on the wheel and axle assembly 24 as the first and second end-guides 80 and 90, respectively, slidably move within and are guided by the structure 44 on the side frames 18, 20.
Thereafter, the wheeled truck 14, 16 having the brake beam unit 110 arranged in operable combination with the wheel and axle assembly 24 is wheeled under the raised end of the railcar body 12. Then, the raised railcar body 12 is lowered into operable association with the bolster 22 and the railcar 10 is prepared for continued service.
Either of the two above-mentioned methods offer many advantages in replacing a damaged brake beam truss on a railcar which have been heretofore unknown. That is, with either of the methods described above, removing the damaged brake beam 30 from between the side frames 18, 20 of the respective wheeled truck while either maintaining the wheel and axle assembly 24 in operable combination with the side frames 18, 20 or while maintaining the relevant wheeled car truck in operable combination with the railcar body eliminates several steps in the heretofore known damaged brake beam replacement process. More specifically, removing the damaged brake beam 30 from between the side frames 18, 20 of the respective wheeled truck while either maintaining the wheel and axle assembly 24 in operable combination with the side frames 18, 20 or while maintaining the relevant wheeled car truck in operable combination with the railcar body eliminates the need to raise one end of each side frame out of operable engagement with the wheeled axle assembly 24, thus, yielding economies which are heretofore unavailable with heretofore known brake beam replacements processes.
Removing the damaged brake beam 30 from between the side frames 18, 20 of the respective wheeled truck while either maintaining the wheel and axle assembly 24 in operable combination with the side frames 18, 20 or while maintaining the relevant wheeled car truck in operable combination with the railcar body eliminates the need to guard against inadvertent displacement of and, thus, prevent potential damage to the wheel bearing adapter disposed between each side frame 18, 20 and wheel assembly 24.
Furthermore, removing the damaged brake beam 30 from between the side frames 18, 20 of the respective wheeled truck while either maintaining the wheel and axle assembly 24 in operable combination with the side frames 18, 20 or while maintaining the relevant wheeled car truck in operable combination with the railcar body eliminates the heretofore known required step of having to spread the side frames 18, 20 laterally apart from each other to affect removal of the damaged brake beam. Besides saving the physical efforts required to affect such lateral displacement of the side frames 18, 20 relative to each other to affect removal of the damaged brake beam assembly 30, maintaining the wheel and axle assembly 24 in operable combination with the side frames 18, 20 or while maintaining the relevant wheeled car truck in operable combination with the railcar body substantially eliminates the potential of damaging the bearings associated with the other wheel and axle assembly on the wheeled truck having the brake beam assembly 30 requiring replacement.
As will be readily apparent to those skilled in the art, the above-described method of replacing a damaged brake beam on a wheeled truck of a railcar while maintaining the railcar body and wheeled truck in operable combination relative to each other yields still further benefits over heretofore known processes. In the above-described process, replacing the damaged brake beam can be effected without having to raise or separate the railcar body from the wheeled truck. Thus, the methodology set forth above eliminates the heretofore required and somewhat cumbersome hydraulic jacks, related hydraulic conduits, along with a suitable hydraulic pressure source.
One of many salient features of the present invention relates to the concept of providing first and second individual parts, each having an operative length OL which is shorter than the predetermined distance PD between the structure 44 on the inboard sides of the side frames 18, 20 but which when joined, fastened or secured to each other have an operative length equivalent to the predetermined distance between the structure 44 on the inner faces of the side frames 18, 20. Because of such design, and after the condemned brake beam has been removed, one end of the first part, i.e., subassembly 50, can be inserted into guided and supported relation with the guide structure 44 on one of the side frames 18, 20. Thereafter, the second part of the invention, i.e., the second guide 90, forming the remainder of the effective length of the brake beam unit 110 can be arranged, independent of the subassembly 50, into guided and supported relation with the guide structure 44 on the other of the two side frames 18, 20. Thereafter, it is a simple matter of securing the second end-guide 90 and the second or free end of the subassembly 50 to form the brake beam unit 110.
In addition to the above, brake heads 120, 130 are provided in operable combination with the brake beam unit 110. As will be appreciated, the brake heads 120, 130 provide the brake beam unit 110 with mountings onto which suitable brake shoes BS are secured for braking engagement with the wheels 26, 28 on the respective wheel and axle assembly 24. In a most preferred embodiment, the first and second guides 80, 90 at opposed ends of the brake beam unit 110 are formed integral with the brake heads 120, 130.
Especially noticeable with the first of the two above described processes is the time saving yielded by the present invention. As will be appreciated, and besides eliminating those concerns mentioned above, there is considerable time savings involved with not having to both raise and lower the car body 12 to allow positioning of the respective wheeled truck relative thereto. Moreover, the subassembly design of the present invention yields considerable time savings in not requiring lateral separation of the side frames 18, 20 to effect either removal of the condemned brake beam 30 or insertion of the new brake beam unit 110 into operable combination with the relevant wheel and axle assembly 24. In a preferred form, the brake beam subassembly 50 is configured to permit both the compression member 52 and the tension member 62 to be imported with compression and tension forces, respectively, to maximize effectiveness and efficiency of the brake beam unit 110 during operation thereof.
Importantly, and especially with the first of the above-two described methods, considerable time savings are realized by not having to necessarily separate the railcar with the condemned brake beam from the remainder of the train consist. That is, the first of the above-two described methods lends itself to effecting replacement of the condemned brake beam assembly in the field and with the railcar remaining an integral part of the train consist. Accordingly, the time heretofore spent in separating or cutting the railcar with the condemned brake beam assembly from the remainder of the train consist is saved through the methodology of the present invention. The time heretofore spent in having to separately transport the railcar with the condemned brake beam assembly to a repair facility is also saved through practice of the present invention. The time heretofore spent in having to search for and locate a repair facility having the time to affect the necessary replacement of the defective brake beam assembly is also furthermore saved through practice of the present invention. Additionally, and since replacement of the condemned brake beam assembly can be affected without having to separate or cut the respective car from the remainder of the train consist, the time spent in having to reschedule delivery of that particular car to a predetermined destination can be saved through practice of the present invention.
From the foregoing, it will be observed that numerous modifications and variations can be made and effected without departing or detracting from the true spirit and novel concept of the present invention. Moreover, it will be appreciated, the present disclosure is intended to set forth an exemplification of the invention which is not intended to limit the invention to the specific embodiment illustrated. Rather, this disclosure is intended to cover by the appended claims all such modifications and variations as fall within the spirit and scope of the claims.
