# US 5,341,904 A · Railroad brake shoe > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 5,341,904 A - Document ID: US5341904A - Status: Granted - Kind: A - Application number: 08/039,594 - Filed: 1993-03-26 - Granted: 1994-08-30 - Earliest claimed: 1991-07-02 - Assignees: AMSTED Industries Incorporated - Inventors: C. Dale Christie - Web page: https://patentgrep.com/patent/US5341904A ## CPC - F16D 65/062: {engaging the tread of a railway wheel} - F16D: COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES ## Abstract A tread brake shoe for a railroad wheel has a cross-section with a bidirectional laminate structure, which includes a core element of a high-friction material for contacting the wheel tread and, at least one low-friction element positioned on the high-friction material sidewall for contact with the wheel flange and to inhibit wheel flange contact with the high friction material. ## Claims ### Claim 1 A tread brake shoe for a railroad car wheel having a wheel tread and a wheel flange, which brake shoe is mountable on a brake head and, at a reference position, is engageable with said wheel tread to brake and retard a railroad car, said brake shoe comprising: a metal backing with a generally longitudinal axis, a radius of curvature, an upper surface and a lower surface; a shoe body having a first subassembly and a second subassembly, each of said first and second subassemblies having a core, a second longitudinal axis, a first end, a second end, a first lateral sidewall and a second lateral sidewall, said first and second subassemblies secured to said metal backing lower surface with general alignment of said first and second subassembly second longitudinal axes, said aligned second axes generally aligned with said metal-backing longitudinal axis, and, at least one lateral member for each of said first and second subassemblies, said lateral member mounted on said respective subassembly lateral sidewall; each of said first and second subassembly cores being a first composition material with a first dynamic coefficient of friction, each said core having a tread-engaging surface, a bonding surface, a first lateral sidewall and a second lateral sidewall, which first and second lateral sidewalls of each said core are generally parallel, one of said first subassembly first and second lateral sidewalls generally aligned with one of said second subassembly first and second lateral sidewalls, and the other of said first subassembly sidewalls generally aligned with the other of said second subassembly first and second sidewalls, said first and second subassembly tread-engaging surfaces having a second radius of curvature about concentric with said metal-backing radius of curvature, said tread-engaging surfaces generally aligned along said second radius of curvature; each of said first and second subassemblies having a cross-section approximately transverse to said second longitudinal axis with said at least one lateral member is of a second composition material with a second dynamic coefficient of friction less than said first dynamic coefficient of friction, said at least one lateral member of each of said first and second subassembly secured to the respective aligned and parallel sidewalls of the first and second subassemblies, which aligned and parallel said at least on lateral member on said first and second subassemblies provide a wearing side to said brake shoe; said core and said lateral member of each of said first and second subassembly cooperating to define a first laminate arrangement in a first cross-sectional core direction; means for bonding secured to said metal-backing lower surface, each said first and second subassembly secured to said means for bonding at the respective bonding surface, said means for bonding cooperating with said core to define a second laminate arrangement in a second core cross-sectional direction approximately normal to said core first cross-sectional direction, said first composition material operable to contact and grip said railroad car wheel tread to brake and retard said railroad car, and said at least one lateral member of said second composition material operable to engage said wheel flange and inhibit flange contact with said first composition material to reduce flange temperature increases at engagement of said brake shoe body with said flange at lateral displacement of said brake-shoe body from said reference position in alignment with said wheel tread to said flange engagement at a brake-shoe overriding position. ### Claim 2 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said at least one lateral member on each of said first and second subassemblies is at least one strip of said second composition material positioned and secured on said core of said subassemblies and extending at least partially along said one side of said subassemblies. ### Claim 3 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said at least one lateral member is a plurality of discrete strips of said second composition material secured to said core sidewall of each said subassembly. ### Claim 4 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said at least one lateral member is at least one knob of said second composition material positioned and secured on said core sidewall of each said subassembly. ### Claim 5 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said first composition material is a high friction material. ### Claim 6 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said second composition material is a low friction material. ### Claim 7 (depends on 5) A tread brake shoe for a railroad wheel as claimed in claim 5 wherein said high friction material has a dynamic coefficient of friction of at least 0.27. ### Claim 8 (depends on 6) A tread brake shoe for a railroad car wheel as claimed in claim 6 wherein said low friction material has a dynamic coefficient of friction between about 0.15 and 0.30. ### Claim 9 (depends on 6) A tread brake shoe for a railroad car wheel as claimed in claim 6 wherein said low friction material has an average dynamic coefficient of friction of about 0.20 for a railcar at a speed of twenty miles per hour, at an applied braking load of 1,450 pounds over a 45-minute time span. ### Claim 10 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 further comprising a second lateral member secured to one of said first and second lateral sides of each of said first and second subassembly. ### Claim 11 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said first and second dynamic coefficients of friction at the same operating conditions have approximately a 2:1 ratio. ### Claim 12 (depends on 1) A tread brake shoe for a railroad car wheel as claimed in claim 1 wherein said low-friction material has a dynamic coefficient of friction at least twenty percent lower than the dynamic coefficient of friction of said high-friction material at the same operating conditions. ### Claim 13 (depends on 1) A tread brake shoe for a railroad wheel as claimed in claim 1 wherein said lateral member has at least one strip of said second composition material positioned on said core of said first and second subassemblies and extending at least partially along said one side. ### Claim 14 (depends on 1) A tread brake shoe for a railroad wheel as claimed in claim 1 wherein said lateral member is a plurality of strips of said second composition material, each of said strips discretely secured to said core one side. ### Claim 15 (depends on 1) A tread brake shoe for a railroad wheel as claimed in claim 1 wherein said lateral member is at least one knob of said second composition material positioned on said core side of each said first and second subassembly, which knob is operable to contact said wheel flange at an overriding position to buffer said brake shoe body and first composition material from said flange. ### Claim 16 (depends on 1) A tread brake shoe for a railroad wheel as claimed in claim 1 wherein said second composition material is softer than said first composition material. ### Claim 17 A tread brake shoe for a railroad car wheel having a wheel tread and a wheel flange, which brake shoe is mountable on a brake head and, at a reference position, is engageable with said wheel tread to brake and retard a railroad car, said brake shoe comprising: a metal backing with a generally longitudinal first axis, a radius of curvature, an upper surface and a lower surface; a shoe body having a first subassembly and a second subassembly, which subassemblies are mountable to said metal backing lower surface; each of said first and second subassemblies having a core of a first composition material with a first dynamic coefficient of friction, a second longitudinal axis, a first end, a second end, a first lateral sidewall, a second lateral sidewall, which first and second sidewalls are generally parallel, a tread engaging surface, a bonding surface, a cross-section approximately transverse to said second longitudinal axis, and at least one lateral member of a second composition material with a second dynamic coefficient of friction, said at least one lateral member is mountable on one of said first and second sidewalls, said core and at least one lateral member of each of said first and second subassembly cooperating to define a first laminate arrangement in a first cross-sectional core direction, means for bonding secured to said bonding surface, said means for bonding cooperating with said core to define a second laminate arrangement in a second core cross-sectional direction approximately normal to said core first cross-sectional direction; said first and second subassemblies, which have their respective second longitudinal axes and at least one core-mounted, lateral members aligned in an end-to-end relationship, cooperate to define a gap between the adjacent one of the first and second ends of the respective first and second subassemblies, said first and second subassemblies are secured to said metal-backing lower surface with said means for bonding, said first composition material operable to contact and grip said railroad car wheel tread to brake and retard said railroad car, and said lateral member of said second composition material operable to engage said wheel flange and inhibit flange contact with said first composition material to reduce flange temperature increases at engagement of said brake shoe body with said flange at lateral displacement of said brake-shoe body from said reference position in alignment with said wheel tread to aid flange engagement at a brake-shoe overriding position.