CA2327975A1 - Improved friction shoe for freight car truck - Google Patents
Improved friction shoe for freight car truck Download PDFInfo
- Publication number
- CA2327975A1 CA2327975A1 CA 2327975 CA2327975A CA2327975A1 CA 2327975 A1 CA2327975 A1 CA 2327975A1 CA 2327975 CA2327975 CA 2327975 CA 2327975 A CA2327975 A CA 2327975A CA 2327975 A1 CA2327975 A1 CA 2327975A1
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- Canada
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- wall
- friction shoe
- sloped
- extending
- friction
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- Abandoned
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Abstract
A friction shoe is provided for use in a railway freight car truck. A freight car truck comprises two laterally spaced sideframes with a bolster extending transversely between said sideframes. The bolster has two ends each of which extends into an opening in each sideframe and is supported by a spring group in each sideframe opening. A friction shoe is provided in a sloped pocket between each bolster end and a vertical face of the sideframe.
The friction shoes are themselves comprised of a sloped wall, a vertical rear wall extending from a lower part of the rear wall to a lower part of the sloped wall, and side wall. The friction shoe provides damping for the bolster supported on each spring group. The friction shoe of the present invention is also comprised of a cast steel.
The friction shoes are themselves comprised of a sloped wall, a vertical rear wall extending from a lower part of the rear wall to a lower part of the sloped wall, and side wall. The friction shoe provides damping for the bolster supported on each spring group. The friction shoe of the present invention is also comprised of a cast steel.
Description
6173-CIP - Hawthorne et al.
IIVVIPROVED FRICTION SHOE FOR FREIGHT CAR TRUCK
BACKGROUND OF THE I1VVENT'ION
_ The present invention is a continuation-in-part of pending U.S. patent application serial number 08/999,084, which application is hereby incorporated by reference.
The present invention relates to a damping or snubbing arrangement for a railway freight car truck and, more particularly, to a single sloped wedge surface friction shoe for use in a variable damped railway freight car truck snubbing interface between the bolster ends and the sideframe bolster pockets.
As set forth to some degree in U.S. Patent Nos. 4,426,934 and 4,637,319, a typical three piece railway freight car truck in service today comprises two laterally spaced sideframes that are typically of an integral cast steel construction, and a bolster extending transversely between such sideframes. The bolster is also typically of an integral cast steel construction.
The ends of the bolster are supported on spring groups with the weight of the freight car itself supported on the center plate and side bearings of the bolster top surface.
The axle and wheel sets are received in pedestal jaws of the longitudinally aligned sideframe ends.
As the railway freight car travels down the railroad track, the car is subjected to typical vertical and horizontal component forces that cause the bolster to travel vertically within the sideframe bolster openings. Such motion is absorbed by the spring groups within the sideframe openings. The lower ends of the springs are supported on the spring group support surface of the sideframe with the upper ends of the springs supporting the lower edge of the bolster ends.
It is necessary to provide snubbing or damping for the bolster so that the motion of the bolster is restricted. Such damping is provided by friction shoes that are located in a so-called friction shoe pockets formed at the outer ends of the bolster. Each end of the bolster includes ,:;,,,r y.,w L.
'1 '~ two such friction shoe pockets formed by sloped surfaces facing laterally on each side of the bolster end. In the variable damped designed railway truck, the bottom of the friction shoe is supported by a spring or spring group that extends to the sideframe spring support surface.
This type of truck is known as a variable damped truck because the compression force from the shoe supporting spring varies during relative vertical motion between the bolster and the sideframe. The friction shoes in such variable damped trucks typically have a single sloped wedge surface extending for the entire lateral width of the friction shoe itself.
Such friction shoes for use in variable damped railway freight car trucks have ~cadidonally been comprised of cast iron. The austempered ductile cast iron used in such friction shoes is typically produced with a Brinell hardness of 331-385. The coefficient of friction of such cast iron shoes at a loading of 333 pounds per square inch (psi) is about 0.177 and at a loading of about 500 per square inch (psi) is about 0.206. The energy dissipation of such cast iron friction shoes in inch-KIPS is about 37.2 for a 0.8 inch stroke and about 21.8 for a 0.5 inch stroke.
A vertical wear plate is typically provided along the sideframe vertical face that contacts the vertical wall of the friction shoe.
As discussed in the two patents mentioned above, undesirable wear along a wall of the bolster friction shoe pocket may occur in such trucks as the cast iron friction shoe rubs against the wall during relative movement between the bolster and sideframe. Such wear may eventually create a condition causing the friction shoe to wear in and hang up or lock up thereby restricting the damped motion of the bolster on the spring group. Such lock up causes the tremendous forces associated from the wheels and axles supporting a loaded railway freight car to be transmitted from the sideframes through the friction shoe directly to the sloped surface of the bolster pocket. This condition can lead to excessive stress conditions, the formation of fatigue cracks, and eventual failure of the bolster end structure.
One arrangement to address this problem is set forth in U.S. Patent No.
4,426,934 and comprises a wear plate positioned within the bolster friction shoe pocket. The purpose of this wear plate would be to protect the sloped surface of the bolster friction shoe pocket as well as the two lateral walls of such pocket. Such arrangement has not been readily accepted and is difficult to install, as such wear plates traditionally become loose in service and can create a "~' condition which may result in further malfunctioning of the railway freight car truck.
IIVVIPROVED FRICTION SHOE FOR FREIGHT CAR TRUCK
BACKGROUND OF THE I1VVENT'ION
_ The present invention is a continuation-in-part of pending U.S. patent application serial number 08/999,084, which application is hereby incorporated by reference.
The present invention relates to a damping or snubbing arrangement for a railway freight car truck and, more particularly, to a single sloped wedge surface friction shoe for use in a variable damped railway freight car truck snubbing interface between the bolster ends and the sideframe bolster pockets.
As set forth to some degree in U.S. Patent Nos. 4,426,934 and 4,637,319, a typical three piece railway freight car truck in service today comprises two laterally spaced sideframes that are typically of an integral cast steel construction, and a bolster extending transversely between such sideframes. The bolster is also typically of an integral cast steel construction.
The ends of the bolster are supported on spring groups with the weight of the freight car itself supported on the center plate and side bearings of the bolster top surface.
The axle and wheel sets are received in pedestal jaws of the longitudinally aligned sideframe ends.
As the railway freight car travels down the railroad track, the car is subjected to typical vertical and horizontal component forces that cause the bolster to travel vertically within the sideframe bolster openings. Such motion is absorbed by the spring groups within the sideframe openings. The lower ends of the springs are supported on the spring group support surface of the sideframe with the upper ends of the springs supporting the lower edge of the bolster ends.
It is necessary to provide snubbing or damping for the bolster so that the motion of the bolster is restricted. Such damping is provided by friction shoes that are located in a so-called friction shoe pockets formed at the outer ends of the bolster. Each end of the bolster includes ,:;,,,r y.,w L.
'1 '~ two such friction shoe pockets formed by sloped surfaces facing laterally on each side of the bolster end. In the variable damped designed railway truck, the bottom of the friction shoe is supported by a spring or spring group that extends to the sideframe spring support surface.
This type of truck is known as a variable damped truck because the compression force from the shoe supporting spring varies during relative vertical motion between the bolster and the sideframe. The friction shoes in such variable damped trucks typically have a single sloped wedge surface extending for the entire lateral width of the friction shoe itself.
Such friction shoes for use in variable damped railway freight car trucks have ~cadidonally been comprised of cast iron. The austempered ductile cast iron used in such friction shoes is typically produced with a Brinell hardness of 331-385. The coefficient of friction of such cast iron shoes at a loading of 333 pounds per square inch (psi) is about 0.177 and at a loading of about 500 per square inch (psi) is about 0.206. The energy dissipation of such cast iron friction shoes in inch-KIPS is about 37.2 for a 0.8 inch stroke and about 21.8 for a 0.5 inch stroke.
A vertical wear plate is typically provided along the sideframe vertical face that contacts the vertical wall of the friction shoe.
As discussed in the two patents mentioned above, undesirable wear along a wall of the bolster friction shoe pocket may occur in such trucks as the cast iron friction shoe rubs against the wall during relative movement between the bolster and sideframe. Such wear may eventually create a condition causing the friction shoe to wear in and hang up or lock up thereby restricting the damped motion of the bolster on the spring group. Such lock up causes the tremendous forces associated from the wheels and axles supporting a loaded railway freight car to be transmitted from the sideframes through the friction shoe directly to the sloped surface of the bolster pocket. This condition can lead to excessive stress conditions, the formation of fatigue cracks, and eventual failure of the bolster end structure.
One arrangement to address this problem is set forth in U.S. Patent No.
4,426,934 and comprises a wear plate positioned within the bolster friction shoe pocket. The purpose of this wear plate would be to protect the sloped surface of the bolster friction shoe pocket as well as the two lateral walls of such pocket. Such arrangement has not been readily accepted and is difficult to install, as such wear plates traditionally become loose in service and can create a "~' condition which may result in further malfunctioning of the railway freight car truck.
Another solution is set forth in U.S. Patent No. 4,637,319 to mainly address gouging caused by such cast iron friction shoes. Such shoes include a pin hole to allow assembly of the railway freight car truck. It is necessary to hold the friction shoe in the bolster during assembly or servicing of the truck. A support pin is extended through the pin holes in the bolster friction shoe pocket and through the friction shoe itself to allow the friction shoe to be field in position. In service, the pin is removed and the shoe moves vertically in its typical snubbing fashion. However, the shoe wears into the outward bolster pocket wall by the movement of the edges of the pin hole of the friction shoe across the bolster outer pocket. A
protrusion tracking the outside of the pin hole edges is formed in the pocket wall to eventually lock up the friction shoe. U.S. Patent No. 4,637,319 provides solution to this problem by.
providing a recess along the outer bolster friction shoe pocket to thereby allow the friction shoe movement without wear by the accompanying pin hole in the friction shoe itself.
Neither of these solutions address the real problem in such variable damped railway freight car trucks, namely the inherent hardness and abrasiveness of the cast iron friction shoe in the cast steel bolster friction shoe pocket.
SUMMARY OF THE INVENTION
The present invention provides an improved cast steel friction shoe for use in a snubbing arrangement with a railway freight car truck bolster and sideframe interface.
The cast steel friction shoe of the present invention is particularly adapted for use in a variable damped friction snubbing arrangement and railway freight car truck utilizing a variable damped friction shoe arrangement between the bolster end and the sideframe.
Performance of the cast steel friction shoe of the present invention is improved over that of a cast iron shoe as the coefficient of friction of the cast steel. friction shoe at a loading of 333 psi is about 0.194 and at a loading of 500 psi is about 0.211. Further, the energy dissipation in inch IMPS of the cast steel friction shoe of the present invention for a 0.8 inch stroke is 39.4 and for a 0.5 inch stroke is 23.9. The performance improvements are clearly seen over the characteristics of a cast iron friction shoe mentioned above.
protrusion tracking the outside of the pin hole edges is formed in the pocket wall to eventually lock up the friction shoe. U.S. Patent No. 4,637,319 provides solution to this problem by.
providing a recess along the outer bolster friction shoe pocket to thereby allow the friction shoe movement without wear by the accompanying pin hole in the friction shoe itself.
Neither of these solutions address the real problem in such variable damped railway freight car trucks, namely the inherent hardness and abrasiveness of the cast iron friction shoe in the cast steel bolster friction shoe pocket.
SUMMARY OF THE INVENTION
The present invention provides an improved cast steel friction shoe for use in a snubbing arrangement with a railway freight car truck bolster and sideframe interface.
The cast steel friction shoe of the present invention is particularly adapted for use in a variable damped friction snubbing arrangement and railway freight car truck utilizing a variable damped friction shoe arrangement between the bolster end and the sideframe.
Performance of the cast steel friction shoe of the present invention is improved over that of a cast iron shoe as the coefficient of friction of the cast steel. friction shoe at a loading of 333 psi is about 0.194 and at a loading of 500 psi is about 0.211. Further, the energy dissipation in inch IMPS of the cast steel friction shoe of the present invention for a 0.8 inch stroke is 39.4 and for a 0.5 inch stroke is 23.9. The performance improvements are clearly seen over the characteristics of a cast iron friction shoe mentioned above.
The reliability of the cast steel friction shoe when utilized in a traditional railway freight car truck will also be improved. The cast steel friction shoe will not inordinately wear into the cast steel bolster pocket leading to the lock up of the friction shoe and even failure of the bolster itself. Improved safety of railway freight cars utilizing such cast steel shoes will be readily apparent.
The cost of such railway freight car trucks utilizing such cast steel friction shoes will be lower as well over railway freight trucks required to use a pocket wear plate to protect the sloped surface of the bolster from the inherent hardness of a cast iron friction shoe. It is obvious that the life cycle of the above railway freight car truck utilizing the cast steel friction shoe will be extended as well.
It is a primary object of the present invention to provide an improved friction shoe of cast steel to provide improved performance in a railway freight car truck.
IN ~ Ditawuvcs:
~ Figure 1 is a perspective view of a railway freight car truck having a bolster received between two laterally spaced sideframes;
Figure 2 is an exploded view of the bolster end and sideframe receiving pocket of a variable damped railway freight car truck;
Figure 3 is an end view and partial cross section of a bolster end received in a sideframe opening of a variable damp railway freight car truck;
Figure 4 is a side view of the improved friction shoe of the present invention; and Figure 5 is a perspective view of the improved friction shoe of the present invention.
::
The cost of such railway freight car trucks utilizing such cast steel friction shoes will be lower as well over railway freight trucks required to use a pocket wear plate to protect the sloped surface of the bolster from the inherent hardness of a cast iron friction shoe. It is obvious that the life cycle of the above railway freight car truck utilizing the cast steel friction shoe will be extended as well.
It is a primary object of the present invention to provide an improved friction shoe of cast steel to provide improved performance in a railway freight car truck.
IN ~ Ditawuvcs:
~ Figure 1 is a perspective view of a railway freight car truck having a bolster received between two laterally spaced sideframes;
Figure 2 is an exploded view of the bolster end and sideframe receiving pocket of a variable damped railway freight car truck;
Figure 3 is an end view and partial cross section of a bolster end received in a sideframe opening of a variable damp railway freight car truck;
Figure 4 is a side view of the improved friction shoe of the present invention; and Figure 5 is a perspective view of the improved friction shoe of the present invention.
::
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now to Figure 1 of the drawings, a typical three piece railway freight car truck is shown generally at 10. Railway freight car truck 10 is comprised of cast steel sideframes 12 and 14 that are identical and are laterally spaced from each other. Axle wheel sets 18 and 20 are received in pedestal end openings 26 and 28 of sideframe 12 and similar pedestal end openings of sideframe 14. With the end 22 of bolster 16 extending into and received in sideframe opening 30, a similar end 24 of bolster 16 extends into a similar opening in sideframe 14. Support springs 32 extend upwardly from spring group support section 34 of sideframe 12. A similar spring group extends upwardly from sideframe 14 to support bolster end 24.
Referring now to Figures 2 and 3, a detailed view of bolster end 22 supported on spring group 32 extending upwardly from sideframe spring support section 34 is shown.
Friction shoe 40 is seen supported by a spring group 42 which itself extends upwardly from sideframe spring group support section 34. The vertical face 48 of friction shoe 40 contacts wear plate 60 which is usually bolted and welded to a receiving section of sideframe 12. It can be readily seen that the forces from spring group 42 vary with the vertical placement of bolster 16 and associated friction shoe 40:
Referring now to Figures 4 and 5, a detailed view of friction shoe 40 is provided.
Friction shoe 40 is comprised of a cast steel material, and is usually a unitary structure.
However, for weight savings, a large portion of friction shoe 40 is hollow with appropriate strengthening walls and support ribs. Friction shoe 40 is seen to comprise a generally vertical wall 48 that extends about the entire width of friction shoe 40. A bottom section 44 extends transversely from an intersection with vertical wall 48. Sloped face 46 extends downwardly from intersection width vertical wall 48 at an acute angle thereof. The preferred angle is usually 32 degrees. Sloped face 46 also extends about the entire width of friction shoe 40.
The lower edge of sloped face 46 intersects with bottom wall 44.
The typical material for friction shoe 40 is an AISI/SAE Grade 1527 cast steel. The chemistry of such steel is as follows : carbon about .27 % and manganese about 1.6 % with a Brinell hardness of 418-512.) Internal rib 56 generally extends from a laterally central vertical intersection with rear wall 48 to again a generally vertical intersection with the inner surface of sloped face 46.
Further, as seen in Figures 4 and 5, internal rib 56, extends upwardly from an intersection with bottom wall 44 to the upper intersection between vertical wall 48 and sloped face 46. In order to save weight, typically an internal section 58 of internal support rib 56 is generally provided as a hollow structure. Further, sidewall 52 and 54 extend between the lateral edges of rear wall 48 and sloped wall 46 to provide additional structure and strength. Sidewalls 52 and 54 also include hollow internal sections for weight savings.
Referring now to Figure 1 of the drawings, a typical three piece railway freight car truck is shown generally at 10. Railway freight car truck 10 is comprised of cast steel sideframes 12 and 14 that are identical and are laterally spaced from each other. Axle wheel sets 18 and 20 are received in pedestal end openings 26 and 28 of sideframe 12 and similar pedestal end openings of sideframe 14. With the end 22 of bolster 16 extending into and received in sideframe opening 30, a similar end 24 of bolster 16 extends into a similar opening in sideframe 14. Support springs 32 extend upwardly from spring group support section 34 of sideframe 12. A similar spring group extends upwardly from sideframe 14 to support bolster end 24.
Referring now to Figures 2 and 3, a detailed view of bolster end 22 supported on spring group 32 extending upwardly from sideframe spring support section 34 is shown.
Friction shoe 40 is seen supported by a spring group 42 which itself extends upwardly from sideframe spring group support section 34. The vertical face 48 of friction shoe 40 contacts wear plate 60 which is usually bolted and welded to a receiving section of sideframe 12. It can be readily seen that the forces from spring group 42 vary with the vertical placement of bolster 16 and associated friction shoe 40:
Referring now to Figures 4 and 5, a detailed view of friction shoe 40 is provided.
Friction shoe 40 is comprised of a cast steel material, and is usually a unitary structure.
However, for weight savings, a large portion of friction shoe 40 is hollow with appropriate strengthening walls and support ribs. Friction shoe 40 is seen to comprise a generally vertical wall 48 that extends about the entire width of friction shoe 40. A bottom section 44 extends transversely from an intersection with vertical wall 48. Sloped face 46 extends downwardly from intersection width vertical wall 48 at an acute angle thereof. The preferred angle is usually 32 degrees. Sloped face 46 also extends about the entire width of friction shoe 40.
The lower edge of sloped face 46 intersects with bottom wall 44.
The typical material for friction shoe 40 is an AISI/SAE Grade 1527 cast steel. The chemistry of such steel is as follows : carbon about .27 % and manganese about 1.6 % with a Brinell hardness of 418-512.) Internal rib 56 generally extends from a laterally central vertical intersection with rear wall 48 to again a generally vertical intersection with the inner surface of sloped face 46.
Further, as seen in Figures 4 and 5, internal rib 56, extends upwardly from an intersection with bottom wall 44 to the upper intersection between vertical wall 48 and sloped face 46. In order to save weight, typically an internal section 58 of internal support rib 56 is generally provided as a hollow structure. Further, sidewall 52 and 54 extend between the lateral edges of rear wall 48 and sloped wall 46 to provide additional structure and strength. Sidewalls 52 and 54 also include hollow internal sections for weight savings.
Claims (16)
1. A friction shoe for use in a railway freight car truck, said friction shoe comprising a vertical rear wall extending for about the entire lateral width of the friction shoe, a sloped wall extending downwardly at an acute angle from a top position of lateral junction with a top position of said vertical rear wall, a bottom section extending from and generally perpendicular to a lower portion of said vertical rear wall to a lower portion of said sloped wall, side walls each extending from outer edges of said vertical real wall, said sloped wall and said bottom section, and an internal support wall extending from a generally laterally central intersection with an inner surface of said vertical rear wall to a generally laterally central intersection with an inner surface of said sloped wall, an wherein said friction shoe is comprised of cast steel.
2. The friction shoe of claim 1 wherein the coefficient of friction of the cast steel material is about 0.194 at a loading of 333 pounds per square inch.
3. The friction shoe of claim 1 wherein the coefficient of friction of the cast steel material is about 0.21 at a loading of 500 pounds per square inch.
4. The friction shoe of claim 1 when installed in a freight car truck, has an energy dissipation in inch-KIPS of about 39.4 for a 0.80 inch stroke.
5. The friction shoe of claim 1 when installed in a freight car truck, has an energy dissipation in inch-KIPS
of about 23.9 for a 0.50 inch stroke.
of about 23.9 for a 0.50 inch stroke.
6. The friction shoe of claim 1 wherein said friction shoe is comprised of an AISI/SAE Grade 1527 steel.
7. A railway freight car truck comprising two laterally spaced sideframes, a bolster extending transversely between said sideframes, said bolster having two ends, each end extending into an opening in each sideframe.
a spring group in each sideframe opening to support said bolster end and a friction shoe in each sloped pocket, said friction shoe comprising a vertical rear wall extending for about the entire lateral width of the friction shoe, a sloped wall extending downwardly at an acute angle from a top position of lateral junction with a top position of said vertical rear wall, a bottom section extending from and generally perpendicular to a lower portion of said vertical rear wall to a lower portion of said sloped wall, side walls each extending from outer edges of said vertical real wall, said sloped wall and said bottom section, and an internal support wall extending from a generally laterally central intersection with an inner surface of said vertical rear wall to a generally laterally central intersection with an inner surface of said sloped wall, an wherein said friction shoe is comprised of cast steel, two sloped pockets in each bolster end, each of said sloped pockets comprising a sloping wedge wall, a first lateral wall depending from said sloping wedge wall, a second lateral wall spaced from said first lateral wall and depending from said sloping wedge wall, each of said first and second lateral walls of said bolster sloped pocket having planar inner faces adjacent side walls of said friction shoe.
a spring group in each sideframe opening to support said bolster end and a friction shoe in each sloped pocket, said friction shoe comprising a vertical rear wall extending for about the entire lateral width of the friction shoe, a sloped wall extending downwardly at an acute angle from a top position of lateral junction with a top position of said vertical rear wall, a bottom section extending from and generally perpendicular to a lower portion of said vertical rear wall to a lower portion of said sloped wall, side walls each extending from outer edges of said vertical real wall, said sloped wall and said bottom section, and an internal support wall extending from a generally laterally central intersection with an inner surface of said vertical rear wall to a generally laterally central intersection with an inner surface of said sloped wall, an wherein said friction shoe is comprised of cast steel, two sloped pockets in each bolster end, each of said sloped pockets comprising a sloping wedge wall, a first lateral wall depending from said sloping wedge wall, a second lateral wall spaced from said first lateral wall and depending from said sloping wedge wall, each of said first and second lateral walls of said bolster sloped pocket having planar inner faces adjacent side walls of said friction shoe.
8. The railway freight car truck of claim 7 wherein said friction shoe cast steel has a coefficient of friction of the cast steel material is about 0.194 at a loading of 333 pounds per square inch.
9. The railway freight car truck of claim 7 wherein said friction shoe cast steel has a coefficient of friction of the cast steel material is about 0.211 at a loading of 500 pounds per square inch.
10. The railway freight car truck of claim 7 wherein said friction shoe cast steel has an energy dissipation in inch-KIPS
of about 39.4 for a 0.80 inch stroke.
of about 39.4 for a 0.80 inch stroke.
11. The railway freight car truck of claim 7 wherein said friction shoe has an energy dissipation in inch-KIPS of about 23.9 for a 0.50 inch stroke.
12. The railway freight car truck of class 7 wherein said friction shoe is comprised of an AISI/SAE Grade 1527 steel.
13. A friction shoe for use in a railway freight car truck, said friction shoe comprising a vertical rear wall extending for about the entire lateral width of the friction shoe, a sloped wall extending downwardly at an acute angle from a top position of lateral junction with a top position of said vertical rear wall, a bottom section extending from and generally perpendicular to a lower portion of said vertical rear wall to a lower portion of said sloped wall, side walls each extending from outer edges of said vertical rear wall, said sloped wall and said bottom section, and an internal support wall extending vertically from a generally laterally central intersection with an inner surface of said vertical rear wall to a generally laterally central intersection with an inner surface of said sloped wall, said internal support wall extending downwardly to an intersection with an inner surface of said bottom section, and wherein said friction shoe is comprised of cast steel of a Brinell hardness of 418-512.
14. A railway freight car truck comprising two laterally spaced sideframes, a bolster extending transversely between said sideframes, said bolster having two ends, each end extending into an opening in each sideframe, a spring group in each sideframe opening to support said bolster end and a friction shoe in each sloped pocket, said friction shoe comprising a vertical rear wall extending for about the entire lateral width of the friction shoe, a sloped wall extending downwardly at an acute angle from a top position of lateral junction with a top position of said vertical rear wall, a bottom section extending from and generally perpendicular to a lower portion of said vertical rear wall to a lower portion of said sloped wall, side walls each extending from outer edges of said vertical rear wall, said sloped wall and said bottom section, and an internal support wall extending from a generally laterally central intersection with an inner surface of said vertical rear wall to a generally laterally central intersection with an inner surface of said sloped wall, said internal support wall extending downwardly to an intersection with an inner surface of said bottom section, and wherein said friction shoe is comprised of cast steel of a Brinell hardness of 418-512, two sloped pockets in each bolster end, each of said sloped pockets comprising a sloping wedge wall, a first lateral wall depending from said sloping wedge wall, a second lateral wall spaced from said first lateral wall and depending from said sloping wedge wall, each of said first and second lateral walls of said bolster sloped pocket having planer inner faces adjacent side walls of said friction shoe.
15. The railway freight car truck of claim 14 wherein said friction shoe cast steel has a coefficient of friction of the cast steel material of about 0.194 at a loading of 333 pounds per square inch.
16. The railway freight car truck of claim 14 wherein said friction shoe cast steel has a coefficient of friction of the cast steel material of about 0.211 at a loading of 500 pounds per square inch.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US46054799A | 1999-12-14 | 1999-12-14 | |
| US09/460,547 | 1999-12-14 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2327975A1 true CA2327975A1 (en) | 2001-06-14 |
Family
ID=23829154
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2327975 Abandoned CA2327975A1 (en) | 1999-12-14 | 2000-12-11 | Improved friction shoe for freight car truck |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU7159900A (en) |
| BR (1) | BR0005873A (en) |
| CA (1) | CA2327975A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104043785A (en) * | 2013-03-14 | 2014-09-17 | 尼维斯工业有限公司 | Splice wedge and manufacture method thereof |
| RU2670550C1 (en) * | 2016-12-12 | 2018-10-23 | Амстед Рэйл Компани, Инк. | Friction wedge of railway car |
-
2000
- 2000-11-14 AU AU71599/00A patent/AU7159900A/en not_active Abandoned
- 2000-12-11 CA CA 2327975 patent/CA2327975A1/en not_active Abandoned
- 2000-12-13 BR BR0005873A patent/BR0005873A/en active Search and Examination
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104043785A (en) * | 2013-03-14 | 2014-09-17 | 尼维斯工业有限公司 | Splice wedge and manufacture method thereof |
| CN104043785B (en) * | 2013-03-14 | 2019-02-15 | 尼维斯工业有限公司 | Split wedge and its manufacturing method |
| RU2670550C1 (en) * | 2016-12-12 | 2018-10-23 | Амстед Рэйл Компани, Инк. | Friction wedge of railway car |
Also Published As
| Publication number | Publication date |
|---|---|
| AU7159900A (en) | 2001-06-28 |
| BR0005873A (en) | 2001-07-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |