Optimised brake beam for railway vehicles

Abstract

Disclosed is an optimised brake beam for railway vehicles, which comprises a reversible fulcrum, a replaceable brake head and at least one element for centring the brake beam.

Description

[0001] OPTIMIZED BRAKING BEAM FOR RAILWAYS BACKGROUND OF THE INVENTION

[0002] A. FIELD OF THE INVENTION

[0003] The present invention relates to railway braking beams and more particularly to an optimized railway braking beam, which has a truss optimized for use on all railway track gauges consisting of one to two structural elements, a fulcrum (reversible or not), a braking head (replaceable or not), and optionally an element for centering the braking beam.

[0004] B. DESCRIPTION OF RELATED ART

[0005] Brake beams (BB) are a structural element of the brake rigging mechanism, to mechanically transfer the braking force from a pneumatic cylinder to the wheels of a railway car.

[0006] The braking beam generally comprises a tension member having two opposite ends; a compression member also having two opposite ends, respectively coupled to the ends of the tension member; a brake head subassembly attached to each end of the compression and / or tension member; two extensions, each coupled to one end of the tension and compression member, by which the braking beam is coupled to the railcar truck; and a fulcrum coupled to the compression and tension members, such that the fulcrum remains between the tension and compression members. The end extensions of the braking beam are coupled to the respective wear guides of the railcar truck.

[0007] Despite appearing to be a relatively simple design, the areas of opportunity to improve the system and the performance of the mechanism, the strength, the maintenance service of its elements, reduction of time and cost, braking efficiency and its impact on wear and fatigue in the rest of the elements of the car, may be more than is perceived at first glance.

[0008] A primary area of ​​opportunity for improvement in the described braking beam design involves its reversibility. There are two models or hands of braking beam: left and right, with one of each hand installed on each truck, each facing its pair of wheels. Since there are two trucks on a typical railcar, there are four braking beams per car: two left (LH) braking beams and two right (RH) braking beams.

[0009] The invention of the fulcrum element, which has a 40-degree angle relative to a vertical axis in North American models, is what defines whether a braking beam is LH or RH, that is, at -40 degrees or +40 degrees relative to the vertical axis. This change in angle is what defines the hand and creates the need for two different beam models on each truck.

[0010] This, in turn, creates the need for a double inventory of brake beams at every workshop and location where maintenance, repair, and construction of freight cars take place. Furthermore, because the need for repairs is entirely random, potentially affecting one side more than the other, shortages of spare brake beams are very common, resulting in considerable downtime for the damaged car while the correct brake beam arrives from the supplier or central warehouse.

[0011] Therefore, having a reversible fulcrum, which allows the braking beam to change hands, thus providing two models in one, makes logistical, practical, and cost sense, as long as the change is simple, quick, easy to understand, reliable, low cost, and does not require special equipment or additional materials, otherwise it will become a logistical and cost problem that makes it too impractical.

[0012] There are vague concepts of reversible fulcrum beams in the prior art, such as those described in the following documents: US1418734, US1439704, US2528024, US9365221B2; however, they all have the disadvantage that their change is neither simple nor quick, and often requires special equipment and tools, spare parts, and additional materials.

[0013] A second area of ​​opportunity for improvement in brake beam design is the need to be able to replace brake heads simply and quickly without having to remove or disassemble the brake beam from the truck. The concept of a replaceable head, as described in US Patent No. 7849981 B2, was devised as a means to repair brake beams at a lower cost when the head wears out, which is the number one cause of brake beam replacement. This eliminates the need to replace the entire beam, remove the brake beam from the truck, and remove the truck from the car or its wheel set. These are costly, extraordinarily complex, slow, dangerous, and expensive processes that, in most cases, require disconnecting the car from the train and moving it to an area or workshop with the specialized equipment to perform the replacement of the damaged brake beam.

[0014] However, despite the advantages of the replaceable head concept, such as that of US patent No. US7849981B2, several areas of opportunity can be seen during its use, such as its still high degree of complexity, the risks and discomfort of the process, the time involved, which, although significantly less than replacing the entire braking beam, is improvable, and it is also necessary to train users for its use.

[0015] A third area of ​​opportunity for improvement in the brake beam design is the integration of a centering element into the braking system, specifically one that pushes the brake beam into a more centered position so that both brake heads and their wear shoes are properly centered on the contact patches of both wheels. This has proven effective in eliminating excessive wheel flange wear caused by the brake head climbing onto the flange at one end of the brake beam, as well as preventing cracks from overhanging on the opposite side. These are surface cracks caused by the heat of braking, which encircle the wheel surface towards its side, giving the impression that the crack is very deep and that the wheel's lifespan has been compromised.Both cases lead to the failure of the wheel or wheels, causing a huge expense in truck maintenance, since wheel replacement represents the largest expense in the maintenance of most freight trucks, at least in North America. The state of the art shows that the solution implemented so far is the use of special brake beam centering wear liners (BBCWL), whose original design as wear guides (BBWL) is intended to prevent wear on the truck's side frames caused by the sliding of the beam extensions during use, mainly during braking.

[0016] These standard guides or pockets (BBWL), normally installed when the truck is new during its construction, or in rare cases when the beam is replaced due to wear and pocket wear is detected, are then replaced, due to the detection of excessive wheel wear in the truck's history, by the invention of the centering pocket. This concept typically involves a pocket with a thickened bottom wall, either fixed or elastic, that closes the free play of the backing within the truck, thus forcing or pushing the beam towards the center of the truck. These centering pockets are also typically added to trucks that show excessive wheel wear due to thin (worn) flanges in service.

[0017] Replacing standard pockets with centering pockets involves disconnecting and removing the car from the train, transporting it to a location or workshop equipped with specialized equipment for complete truck removal, followed by removing the tie rod, disconnecting the lever assembly, and removing part of the lever assembly and the brake beam to access and replace the standard pockets with the centering pockets. This use of external components, added after the new car is built, generates a corresponding cost and execution time, and yields inconsistent results, whether due to wear on the thickened plastic guide elements or fracture of the spring-type steel elements, resulting in wheel damage and the need to replace the centering guides.Additionally, the thickened elements, although centered, reduce the normal clearance of the beam within the truck. This means that, on occasions such as curves, the braking system, consisting of the beam and its brake shoes, is confined and restricted in its movement due to the thickened pockets. In a narrower space than standard across its width, this results, particularly in cars traveling on curved sections of track, in an unwanted entrapment of the braking mechanism. This prevents its normal movement towards the wheels, thus preventing contact between the brake pads and the wheels. This reduces or cancels the braking of the car in particular with these fixed thickened pocket conditions. Even if the brakes are applied when entering the curve, the thickened elements create unwanted or even more intense braking than desired, affecting the efficient operation of the train.

[0018] These problems create the need for flexible centering elements that overcome the problems described above.

[0019] With regard to the first area of ​​opportunity, in view of the problems with the reversible fulcrum beam concepts described by the prior art, the applicant developed a reversible fulcrum that has the following advantages over its predecessors:

[0020] I. Eliminates the need to acquire a new external replacement element for its change / turning by hand.

[0021] II. It has no waste of components or materials

[0022] III. The hand change process time is significantly reduced, eliminating cutting time, the transfer of additional components, the transfer and use of special hydraulic or mechanical equipment for the reinstallation of bolts or rivets, and the need to use cutting equipment and gases or discs to remove the original elements.

[0023] IV. It has great robustness that prevents premature failures.

[0024] The reversible fulcrum of the present invention comprises two main elements, one that slides into a connecting member to the compression member, and a reversible element (fulcrum), which is disconnected, hand-turned (LH or RH), and reconnected in position between the nose of the tension member and the connecting element fixed to the compression member.

[0025] The reversible fulcrum of the present invention has a semi-square coupling member that slides into the connecting member to the compression member, which ensures the proper turning angle of 40 or +40, and which has sufficient contact area to ensure that the angle is maintained despite the multiple years of service that the brake beam will face on the car.

[0026] The assembly between the square coupling member and the connecting member to the compression member generates an opening pressure between the tension and compression members, separating them as they slide into position, creating a solid, play-free joint, and creating a prestress necessary for both elements of the truss (the triangle formed by the tension and compression members) to properly bear their working load, with the compression member transitioning from tension to compression during braking under low load, while the tension member maintains tension at all times, without ever reaching zero force, thus preventing fatigue fractures and slippage in both members.

[0027] The square coupling member is retained in the connecting member to the compression member by means of a bolt-and-key assembly, where the key is inserted into the tip of the bolt to prevent it from coming loose. Such elements are standard in all components of the lever system, ensuring familiarity with the work, tool availability, and typical use, commonly practiced in the assembly of traditional brake system mechanisms in most freight vehicles.

[0028] Regarding the second area of ​​opportunity, the applicant developed a replaceable head concept that addresses the issues of complexity, risk,

[0029] time and familiarity, and will allow eventually all brake beam manufacturers to adopt it, thus arriving at a single, low-cost, replaceable element, eliminating brake beam replacement in perhaps 80% of cases, with a major impact on car downtime, accident risks, entrapment and crushing, as well as inventory levels in all service workshops along all railway lines in the world that use brake beams, regardless of their track gauge and lever design. The replaceable head concept of the present invention comprises two main parts:

[0030] a) A fixed element that forms part of the extension, which joins the truss elements and has means for securely fastening the replaceable head; and b) A replaceable head that holds the braking shoe.

[0031] The connection between the replaceable head and the means for holding the head have contact surfaces that transmit braking and torsional force, allowing for proper clamping and functional performance.

[0032] This concept of a replaceable printhead has the following advantages:

[0033] • It maintains the benefit of familiarity in the normal maintenance service of replacing wear shoes.

[0034] • It allows replacing the head without touching the structure or the brake beam assembly in the expected cases of normal head deterioration, usually caused by normal wear or impact, either by delay in replacing the brake shoe, which causes it to wear against the surface of the wheel itself when the brake shoe is lost or consumed, or by misalignment of the beam on the truck, which causes the head to rub against the wheel flange, causing premature wear in both cases, and making its replacement mandatory.

[0035] Regarding the third area of ​​opportunity, the applicant developed a centering element concept comprising a sliding pusher element located within the body of the brake beam, which allows for centering on any type of truck without requiring the replacement of the truck's original wear guides. The centering element comprises one or more elastic elements and a sliding component, inserted into one or both ends of the brake beam.

[0036] The sliding component can have various geometries to better suit the pusher concept, providing a larger contact surface and thus reducing wear on the pocket and the centering element itself. Similarly, the elastic spring elements that push the centering element to perform its function of centering the beam can be adapted to the specific geometry of the centering component and the available space within the beam extension in which it is contained.

[0037] The centering element of the present invention can be installed during the construction of the brake beam, so that it remains installed for its entire lifespan. It utilizes fatigue resistance concepts common in die elements and spring-type elastic mechanisms, but applied in a novel and unique way for the effective centering of the brake beam on the truck. This significantly reduces wear on the wheel flange due to shoe mounting, as well as from the overhang at the other end, especially when using thread-conditioning brake shoes. These abrasive shoes are designed to clean micro-cracks caused by overheating during braking by abrading the surfaces of the railroad car wheels in contact with the shoes. In the case of a beam that becomes misaligned during braking,The brake shoes, in turn, prematurely wear down the wheel flanges, causing the wheels to be replaced due to thin flanges or deep cracks, condemning them to scrap very prematurely (sometimes in a single trip).

[0038] Additionally, these three described elements must be mounted, either in their proposed version or in their standard simplified version (due to its cost-reduction advantage), on a structural element called a truss, described above. It is common practice for car manufacturers to use the least expensive brake beam to reduce the overall cost of their car for the customer. In these cases, they usually opt for the simplest and most economical version, that is, an integral head with the (non-replaceable) extension, a fixed (i.e., non-reversible) fulcrum, and without centering elements like those described in this invention.

[0039] This invention also includes a truss element in two versions, both of which offer mechanical advantages, rigidity and effective transfer of braking force to the wheels, and in addition to the increase in its mechanical resistance to deformation and fatigue, which consider a manufacturing process and raw materials of better quality, consistency and above all a reduction in the cost of the truss, and therefore, of the complete assembled beam, in either of its two versions, that is, in option A: an optimal truss made up of two assembled components, and in option B: this being a unitary optimal truss.

[0040] Therefore, the most economical beam for the car builder and for economical cargo carts would normally have the most economical versions of each of its elements: 1. Beam with the truss of your model and preference, to which are assembled 2 non-replaceable heads, 1 non-reversible fulcrum and extensions without the centering element.

[0041] However, the railcar owner has the prerogative to choose for their braking beams the elements that represent the greatest overall savings for them during the railcar's useful life, such as those provided by the use of beams with reversible fulcrums, to reduce the number of beams in inventory for maintenance workshops, and beams with replaceable heads, and / or the beam centering element. These elements can be combined without problem with each other, with one or more of the various technologically superior elements, to help effectively reduce the total cost of railcar maintenance throughout its useful life, with a beam that lasts the life of the railcar, and whose repairs and maintenance are less frequent and less costly overall in terms of their execution and in terms of the time and costs of the railcar being stopped, during their execution on the track or in the workshop, as will be described later.

[0042] SUMMARY OF THE INVENTION

[0043] It is therefore a primary objective of the present invention to provide an optimized braking beam for railways, which may include one, two, three or all four inventions described herein, which are counted as having a reversible or fixed fulcrum, two replaceable or fixed braking heads, one, two or no element for centering the braking beam, and one of two versions of optimized truss.

[0044] These 4 inventions are applicable to any structural design of any braking beam model, where its truss elements, normally formed by the 'V' tension member and the semi-straight decompression member, can have any geometry and structural profile to fulfill the transmission of the braking force, which can be stamped, extruded, rolled, cast in one piece, joined by welding, bolted or be part of a single structural element, or use the optimized truss of this invention, but which in the end will occupy one, two or the 3 elements described in this invention, to perform their function, and take advantage of the differentiated benefits provided by the 3 elements that are the subject of this invention, and / or the optimized truss of this invention.

[0045] Another main objective of the present invention is to provide an optimized braking beam for railways of the nature described above, where the reversible fulcrum is composed of two main elements, one that slides on a connecting member to the compression member, and an interchangeable hand-operated element (fulcrum) (LH or RH), which is rotated, and which has the following advantages: it eliminates the need for a new external element for its manual rotation, it has no waste of components or materials, it eliminates cutting time and the need to use cutting gases to remove elements, and it has great robustness that prevents premature failures.

[0046] It is still a primary objective of the present invention to provide an optimized braking beam for railways of the nature described above, wherein the replaceable head comprises two main parts: a fixed element that forms part of the extension, which joins the truss elements and has means for securely fastening the replaceable head, and a replaceable head that holds the braking shoe.

[0047] An additional objective of the present invention is to provide an optimized braking beam for railways of the nature described above, wherein: the at least one element for centering the braking beam comprises a sliding pusher element located in the body of the same braking beam;wherein the sliding element comprises at least one elastic element or spring and a sliding pin, inserted into one or both of the two ends of the brake beam and wherein the at least one element for centering the brake beam has the following advantages: it achieves centering of the brake beam on any type of truck, without the need to change the original wear guides of the truck and significantly reduces the replacement of the wheels triggered by wear of the wheel flange, and / or by the generation of the apparently deep overheating crack, and / or by the excessive overheating generated by a reduced braking contact area, by the overhang at the other end.;

[0048] An additional objective of the present invention is to provide an optimized braking beam for railways of the type described above, wherein: the structural element of the truss, in its most optimized version, consists of a single manufactured element, typically starting from a flat steel element, which is mechanically transformed to achieve the final truss geometry suitable for receiving the other beam elements. In this optimal version, the element is a flat plate with a thickness between 14 and 1 / 2” thick, of a superior grade steel, resistant to wear, impacts, temperatures and deformations, consisting of a rectangle of steel, normally from a flat steel roll with the defined constant thickness, which is slitted to the specific width, or cut to its geometry via a digital pantograph process, whether laser or oxyacetylene or another specific gas for its cutting of the outer geometry, as well as its central inner cut, and then transformed by bending its outer perimeter to form an angle with an elongated end in the case of the tension member, and an angle that may have one elongated side or both be of the same length, in the case of the compression member.In another optimized version of the truss, each member is manufactured separately, also starting from a roll of steel, processed into strips and cut to size, then bent at its outer edge, where each member can have different thicknesses between them, and finally connected by one, two or three bolts to form the truss, which will then receive the fulcrum elements, heads and extensions.

[0049] These and other objectives and advantages of the optimized railway braking beam of the present invention will become clear to those of ordinary skill in the art from the following detailed description of the embodiments of the invention, which will be made with reference to the accompanying drawings and which will be included within the true scope of the present invention.

[0050] BRIEF DESCRIPTION OF THE FIGURES

[0051] Figure 1: Perspective view of the braking beam of the present invention, illustrating its main components, including the tension member and the compression member.

[0052] Figure 2A is a perspective view of the compression member of the braking beam of the present invention.

[0053] Figure 2B is a perspective view of the tension member of the braking beam of the present invention.

[0054] Figure 3: Perspective view of the reversible fulcrum showing its internal components, including the coupling member.

[0055] Figure 4: Plan view of the reversible fulcrum, highlighting the connection elements and their perforations.

[0056] Figure 5: Perspective view of the fulcrum housing, detailing its perforations and joining lugs.

[0057] Figure 6A: Side view of the head holder extension, highlighting the coupling ears.

[0058] Figure 6B: Top plan view of the frenol extension-head, illustrating the connection elements to the head.

[0059] Figure 7: Cross-sectional view of the brake extension-head showing, in disassembled form, the cross-sections of the ends of the tension and compression members.

[0060] Figure 8: Side view of the brake head extension

[0061] Figure 9: Perspective view of the cross section of the brake head extension showing the centering element, the longitudinal housing (56), the bolt, and the circular narrowing.

[0062] Figure 10: Top perspective view of another type of brake head extension.

[0063] Figure 11: Bottom perspective view of the extension-braking head, showing the tension and compression members retained therein and a brake head for disassembly from the extension-braking head. Figure 12A: Is a front view of the assembled beam embodiment of the present invention in which the tension and compression members have an “L” shaped cross section.

[0064] Figure 12B: This is a cross-sectional view of the tension and compression members of the assembled beam configuration.

[0065] Figure 13 is a front view of the assembled beam modality of the present invention wherein the tension and compression members have an "L" shaped cross-section and wherein both the tension member and the compression member have a pair of additional perforations at their ends.

[0066] Figure 14; It is a cross-sectional view of the braking head extension of the assembled beam modality, showing the tension and compression members retained therein.

[0067] Figure 15: This is a cross-sectional view of the braking head extension of the assembled beam modality, showing the tension and compression members retained therein.

[0068] Figure 16: It is a cross-sectional view of the joining and retention section at the ends of the tension member and compression member and joining to the braking head of a second modality of the assembled beam, showing the tension and compression members retained in it.

[0069] Figure 17A: It is a front view of the integral beam modality of the present invention in which the tension and compression members have an "L" shaped cross section.

[0070] Figure 17B: It is a cross-sectional view of the tension and compression members of the integral beam configuration.

[0071] Figure 18; It is a cross-section view of the extension-braking head of the integral beam modality, showing the tension and compression members retained therein.

[0072] Figure 19: This is a close-up view of the cross-section of the braking head extension of the integral beam embodiment, showing the tension and compression members retained therein. Figure 20: This is a front view of the integral beam embodiment of the present invention in which the tension and compression members have an "L"-shaped cross-section and in which the beam includes grease fittings at the corners where the tension and compression members are joined.

[0073] DETAILED DESCRIPTION OF THE INVENTION

[0074] The present invention will now be described by reference to a braking beam for railway cars of a design known in the industry, which generally comprises the following functional elements: a truss that is normally made up of a compression member that has an elongated shape, so called because of its work under a normally compressive load during braking; a tension member that has a “V” shape, so called because of its work under a tensile load during the braking work of the car, the ends of which are joined by any method or mechanism to a corresponding end of the compression member, or both members are made of a single piece but keeping the two tension and compression elements joined at their two ends integrally;a fulcrum located between the tension and compression members, wherein one end is attached to a mid-portion of the tension member and the opposite end is attached to a mid-portion of the compression member; extension elements attached to each end of the tension and compression members; and two brake shoe heads, each attached to one end of the beam corresponding to the ends of the tension and compression members.

[0075] Hereafter, the optimized railway beam of the present invention will be described by referring to the elements of the braking beam design described above and to the X, Y, and Z axes, where: the tension member and the compression member extend longitudinally over the “X” axis, the fulcrum extends vertically over the “Y” axis, and the braking shoes extend over the “Z” axis, such that the “X” axis defines directional terms such as “longitudinal”, “right”, “left”, “horizontal” and equivalents, the “Y” axis defines directional terms such as “upper”, “lower”, and “vertical” and equivalents, and the “Z” axis defines directional terms such as “perpendicular” and equivalents.

[0076] Once the braking beam design on which the present invention is based has been described and the directional terms that will be used hereafter to describe the present invention have been defined, the optimized braking beam of the present invention will be described, including but not limited to this preferred alternative truss proposal, which comprises the following elements:

[0077] a compression member (1), comprising an elongated member having an inverted “L” shaped cross-section and having: a longitudinal horizontal upper wall (2), slightly bent at its center about the “Z” axis; a front longitudinal vertical wall (3) depending on a lateral end of the longitudinal horizontal upper wall and bent at its center about the “Y” axis; wherein the front longitudinal vertical wall (3) having: a front surface, a rear surface, a first pair of perforations (4, 4’) at a first end, a second pair of perforations (5, 5’) at a second end, and a central perforation (6);

[0078] a tension member (7) in the shape of a “V” having a flat cross-section and a first pair of perforations (8, 8') at a first end and a second pair of perforations (9, 9') at a second end; wherein the tension member (7) is joined to the rear surface of the front longitudinal vertical wall (3) of the compression member (1) at the ends with the transverse axes of both members located parallel to each other and with the first (8, 8') and second pair of perforations (9, 9') of the tension member (7) coinciding with the first (4, 4') and second pair (5, 5') of perforations of the compression member (1), each perforation receiving a bolt;

[0079] a reversible fulcrum (111), comprising:

[0080] fulcrum body having a longitudinal groove (9) to receive the brake lever, and a bore or pin (10) to receive the bolt connecting the brake lever to the fulcrum; a lower portion having a horizontal groove (11) to receive the cross-section of the tension member;

[0081] a fulcrum coupling member (12) projecting from the upper portion of the fulcrum body, wherein said fulcrum coupling member comprises:

[0082] a lower quadrangular base portion (13) projecting from the top of the fulcrum and having a first passage (14) with a transverse axis located perpendicular to the longitudinal axis of the compression member (1) and a second passage (15) intersecting with the first passage (14);

[0083] a flat upper portion (16) with a quadrangular shape, formed on top of the lower quadrangular base portion (13) having a larger size than said lower quadrangular base portion such that it gives the fulcrum coupling member (12) a CC-shaped cross-section - 1“ )) .

[0084] a connecting element between the compression member and the fulcrum (17), comprising:

[0085] a retaining and joining member for the fulcrum (18), quadrangular in shape, having a top wall, a bottom wall, two side walls, two longitudinal walls and having a parallelogram-shaped housing (19) with a “T”-shaped cross-section open towards a side wall and towards the bottom wall to receive and retain the cross-section of the fulcrum coupling member (12), said retaining and joining member for the fulcrum (18) having coincident perforations (20, 20') in both side walls each of which coincides with one of the passages (14) or (15) of the lower quadrangular base portion of the fulcrum coupling member, depending on the angle of rotation of the fulcrum, said passage (14) or (15) being between the coincident perforations (20, 20') of both side walls;a pair of parallel attachment lugs to the compression member (21, 21'), each projecting from the upper wall of the retaining and attachment member for the fulcrum (18), depending on the upper wall and each having: a longitudinal axis located parallel to a longitudinal axis of the compression member (1) and each having a perforation (22, 22') in a central portion, said pair of lugs (21, 21') retaining between them the front longitudinal vertical wall (3) of the compression member (1) such that their perforations (22, 22') coincide with the central perforation (6) of the front longitudinal vertical wall (3) of the compression member (1) through which a locking screw passes;

[0086] wherein: the parallel connecting lugs (21, 21') are joined to the compression member (1) by means of a screw and nut assembly and the fulcrum coupling member (12) is housed and retained within the housing (19) of the fulcrum retaining and connecting member (18), wherein a passage (14) or (15) of the lower quadrangular base portion (13) of the fulcrum coupling member (12) and the matching perforations (20, 20') of the side walls of the fulcrum retaining and connecting member (18) coincide and allow the passage of a keyed bolt (23) to secure the fulcrum coupling member (12) to the connecting element between the compression member and the fulcrum (17) and prevent its movement, thereby removably joining the fulcrum (111) to the compression member (1) and ensuring the proper angle of rotation of the fulcrum (111) of 40 or +40,when the fulcrum coupling member (12) is slid into the housing (19) of the retaining and joining member for the fulcrum (18).,

[0087] Inserting the fulcrum coupling member (12) into the housing (19) of the fulcrum retaining and connecting member (18) pushes the truss open due to its extra length, and keeps it open after assembly to prevent it from becoming loose and fatigued, leaving a prestressed truss. However, it could also simply not push, or remain loose, which would simplify hand assembly, provided it withstands fatigue in service. The same fulcrum (111) is used for LH or RH braking beams.

[0088] To rotate the fulcrum (111), simply remove the key from the bolt (23) and remove the bolt to allow the fulcrum coupling member (12) to slide out of the housing (19) of the connecting element between the compression member and the fulcrum (17), thereby decoupling the fulcrum (111) from the truss. Once the fulcrum (111) is decoupled from the truss, it is re-coupled by following the reverse process, but with the fulcrum (111) at the opposite angle.

[0089] a pair of removable brake head extension assemblies, each having:

[0090] an extension (24), comprising

[0091] a section for joining the truck extension guide (25) of known design;

[0092] a joining and retaining section at the ends of the tension member and compression member and joining to the braking head (26) depending on the joining section to the truck extension guide forming a single piece, said joining and retaining section to the tension member, compression member and braking head comprising:

[0093] a first vertical wall (27), having an outer surface and an inner surface, wherein one of its lateral ends depends directly on the section for joining to the truck extension guide (25), said first vertical wall extending laterally from the opposite lateral end and divided into two ears (28, 28'), and wherein: each ear (28, 28') has a perforation (29), (30) in a central portion of each ear, which are on the same horizontal axis;

[0094] a horizontal lower wall (31), attached to a longitudinal lower end of the first vertical wall (27), wherein the lower surface (32) of the horizontal lower wall (31) has a channel (33) having a quadrangular cross-section, located in a longitudinally extending rear end portion;

[0095] a second vertical wall (34), having a front outer surface and an inner surface, said second vertical wall (34) depending on a longitudinal end of the lower horizontal wall (31) opposite where said wall joins the first vertical wall (27), wherein said second vertical wall (34) being positioned parallel to the first vertical wall (27), forming a groove (35) between them such that the inner surface of both walls is oriented towards the groove, and wherein said second vertical wall (34) divided into two ears (36, 36') positioned side by side, each having a perforation (37, 37') that coincides with a respective perforation of the pair of perforations (29), (30) of the first vertical wall;

[0096] a pair of parallel lugs (38, 38') protruding from a lower portion of the front surface of the second vertical wall (34), each of which has a perforation (39, 39'), where said perforations coincide with each other allowing the passage of a key or bolt through them and where a groove (40) is formed between both lugs, said groove (40) having a longitudinal axis perpendicular to the longitudinal axis of the second vertical wall (34);

[0097] wherein the groove (35) formed by the first vertical wall (27) and the second vertical wall (34) receives the cross-section of one end of the tension member (7) and compression member (1), such that the pair of perforations of the tension member (8, 8'), (9, 9') and the compression member (4, 4'), (5, 5') coincide with each other and also coincide with the pair of perforations (29), (30) of the first vertical wall (27) and with the pair of perforations (37, 37') of the second vertical wall (34), allowing the passage of a first bolt (41) and a second bolt (42) through the first and second sets of coinciding perforations formed by the pair of perforations of the tension and compression members and of the first and second vertical walls;

[0098] a removable braking head (43), having: a longitudinal axis perpendicular to the longitudinal axis of the tension (7) and compression (1) members and a front end and a rear end, said removable braking head (43) comprising:

[0099] a lower section (44) for attaching a brake shoe; a lug (45) on an upper portion, said lug (45) having a perforation (46) and a straight rear wall (47);a receiving section for a lower section of the extension, said receiving section comprising an elongated flat surface (48) located in the upper portion of the braking head, being bounded by the rear straight wall (47) of the lug (45) (forming a first contact surface) and by a transverse rear wall (49) of rectangular cross section having a height less than the rear straight wall (47) of the lug (45) and an inner vertical surface (50) (forming a second contact surface), said elongated flat surface (48) having a transverse coupling wall (51) in a rear portion of the elongated flat surface (48) having a height similar to the transverse rear wall (49), defining between them a groove (52) and dividing the elongated flat surface (48) into a third and fourth contact surfaces;where the lower portion of the extension is received in the receiving section for a lower section of the braking head extension, such that:;

[0100] The lower portion of the outer surface of the second vertical wall (34) of the extension (24) contacts the third and fourth contact surfaces of the receiving section for a lower section of the brake head extension and the coupling cross wall (51) of the brake head (43), is housed in the channel (33) of the horizontal lower wall (31);

[0101] the lower portion of the outer surface of the second vertical wall (34) of the extension (24) contacts the first contact surface of the receiving section for a lower section of the braking head extension;

[0102] the lower portion of the outer surface of the first vertical wall (27) contacts the second contact surface of the receiving section for a lower section of the braking head extension;

[0103] The ear (45) of the braking head (43) is received in the groove (40) formed between the two ears (38, 38') of the extension (24) in such a way that all their respective perforations (46), (39, 39') coincide to allow the passage of a nut and bolt assembly thus joining the braking head (43) to the extension (24);

[0104] All contact surfaces and the transverse coupling wall (51) housed in the channel (33) cooperate with each other to keep the head fixed when a braking force is applied; Optionally, the optimized beam may include one or two extensions with means for centering the beam (53), wherein each of said extensions comprises:

[0105] a section for joining the truck extension guide (54) that may have a known design;

[0106] a section for joining and retaining the tension member and compression member (55), similar to that of the modalities described above;

[0107] an internal longitudinal housing (56) extending along the section connecting to the truck extension guide (54) and the first vertical wall (27) of the extension, having a first open end (57) opening into a side portion of the section connecting to the truck extension guide (54), and a second open end (58) opening into a side portion of the first vertical wall, said second open end (58) having a thread pattern (59), wherein said internal longitudinal housing (56) has a narrowing in a portion near the first end having a seat (60) surrounding the housing at the beginning of the narrowing and initiating a narrow section (61) of the housing with smaller peripheral dimensions;

[0108] a plug element (not shown) entering through the second open end (58) and screwing into the thread pattern (59), said plug element having an end that is located within the longitudinal housing and having a retaining surface;

[0109] an elastic element (not shown) comprising a spring-type elastic element, of any geometry and material to perform its function, i.e. rubber, urethane or steel, housed in the portion of the longitudinal housing located before the seat (60);

[0110] a bolt (62) with a rounded or elongated body, with a hardened and rounded tip at its contact edges, the head of which is housed in the portion of the longitudinal housing located before the circular seat (60), with which it abuts and where the main body of the bolt passes through the constriction into the narrow section (61) of the housing; where the spring element abuts the retaining surface of the plug element and pushes the bolt head into the seat (61), which retains the bolt head and causes the end of the bolt body with the tip of the bolt to protrude outwards through the first open end (57), to exert pressure between the guide and the extension (53) when the latter is housed in the guide so as to exert a counter-centering force on the extension (53) and thus on the guide.

[0111] To replace the elastic element, it is necessary to remove the truck's braking beam and unscrew the plug element in order to remove the elastic element from the internal longitudinal housing (56) so that it can be replaced with another one.

[0112] Additional features

[0113] Braking beam

[0114] The tension and compression members of the optimized braking beam of the present invention may comprise tension and compression members made of any structural element provided they meet the requirements for the transmission of the braking force, resisting static and dynamic loads, without plastic deformation and with a permissible elastic deformation according to the specification of the braking beam, these may be tubular, square, solid, hollow, flat, with any cross-sectional shape or flat as those of the modality described above, and being joined at their ends by any rigid or flexible mechanical joining method, such as bolting, screws, welding, rolling, etc.or even being integral parts produced by casting, extrusion or cutting, since the reversible fulcrum, the replaceable braking head and the elements for centering the braking beam of the present invention can be adapted to any type of braking beam that has a tension and compression member as described below.

[0115] A specific type of braking beam comprises a configuration in which the tension and compression members have L-shaped cross-sections, designed to optimize the distribution of braking loads and reduce the weight of the structure. This specific type, in turn, has two general variations: one in which the tension and compression members are assembled individually (assembled beam) and another in which the braking beam is formed as a single piece (integral beam). Assembled beam

[0116] In the first embodiment of the assembled beam, the housing for the ends of the tension and compression members is located in an extension-braking head member (76). In this embodiment, the extension integrally comprises the braking head, forming the extension-braking head member (76), and incorporates a specially L-shaped housing (77) to properly receive the cross-section of the L-shaped tension and compression members.

[0117] The tension member (66) in this embodiment has an "L" shaped cross-section, with a first "L" section (66a) and a second "L" section (66b). This "L" shape allows for efficient load distribution and ensures that the beam maintains its structural integrity while reducing the overall weight of the braking system.

[0118] Each end of the first “L” section (66a) of the tension member (66) includes a hole (67, 67') that allows fixing with fixing bolts (72) in the extension housing.

[0119] The compression member (68), also L-shaped, has a first "L" section (68a) and a second "L" section (68b) where each end of the first "L" section has perforations (69') that align with perforations in the brake-head extension (76) for bolting.

[0120] In other embodiments, both the compression member (68) and the tension member (66) may have a second pair of holes (66a, 66b) at each end of the first “L” section to receive a bolt passing through said holes and further securing the tension and compression member, as shown in Figure 13.

[0121] Each braking head extension (76) includes an "L" shaped housing (77) with a first housing section (77a), a second housing section (77b), and a bore passing through the first housing section (77a), wherein said "L" shaped housing (77) allows the insertion and fixing of the ends of the tension (66) and compression (68) members as follows:

[0122] The first housing section (77a) receives the first "L" section (66a) of the tension member and the first "L" section (68a) of the compression member in a tight manner, such that the perforations (67, 67') and (69) of the tension and compression members respectively, are aligned with the perforations of each respective extension.

[0123] The second housing section (77b) receives the second “L” section (66b) of the tension member (66) in a tight fit.

[0124] The first “L” section (66a) of the tension member is positioned so that it covers the first housing section (77a), as shown in Figure 13.

[0125] The fixing bolts (72) pass through the perforations (67, 67') and (69) of the tension and compression members and through the perforations of each extension, ensuring the solid fixing of the ends of the tension and compression members to each brake-head extension (76).

[0126] These bolts may include safety cotter pins (97) that prevent loosening and ensure that the members remain in position during braking operations, guaranteeing the structural integrity of the truss under intense load conditions.

[0127] The second modality of the assembled beam is related to the concept of the replaceable head of the present invention, since the housing for the ends of the tension and compression members is located in the section of joining and retaining the ends of the tension member and compression member and joining to the braking head (112) and incorporates a housing (113) with a special "L" shape to adequately receive the cross-section of the "L"-shaped tension and compression members.

[0128] The tension member (114) in this configuration has an "L" shaped cross-section, with a first "L" section (114a) and a second "L" section (114b). This "L" shape allows for efficient load distribution and ensures that the beam maintains its structural integrity while reducing the overall weight of the braking system.

[0129] Each end of the first “L” section (114a) of the tension member (114) includes perforations that allow fixing with fixing bolts (116) in the housing (113).

[0130] The compression member (117), also in the shape of an "L", has a first "L" section (117a) and a second "L" section (117b) where each end of the first "L" section has perforations that align with perforations in the joining and retaining section (112) for fixing by means of bolts (116).

[0131] Each joining and retaining section (112) includes an "L" shaped housing (113) with a first housing section (119a), a second housing section (119b), and a hole passing through the first housing section (119a), wherein said "L" shaped housing allows the insertion and fixing of the ends of the tension (114) and compression (117) members as follows:

[0132] The first housing section (119a) receives the first "L" section (114a) of the tension member (114) and the first "L" section (117a) of the compression member (117) in a tight manner, such that the perforations of the tension (114) and compression (117) members respectively, align with the perforations of each joining and retaining section (112).

[0133] The second housing section (119b) receives the second “L” section (114b) of the tension member (114) in a tight fit.

[0134] The first “L” section (114a) of the tension member (114) is positioned so that it covers the upper portion of the first housing section (119a), as shown in Figure 14.

[0135] The fixing bolts (116) pass through the holes (115, 115') and (118) of the tension (114) and compression (117) members and through the holes of each joining and retaining section (112), ensuring the solid fixing of the ends of the tension (114) and compression (117) members to each joining and retaining section (112).

[0136] These bolts (116) may include safety cotter pins (120) that prevent loosening and ensure that the members remain in position during braking operations, guaranteeing the structural integrity of the truss under intense load conditions.

[0137] Integral beam

[0138] The integral braking beam incorporates a configuration in which the tension and compression members comprise a single cast piece, forming an integral structure optimized for the distribution of braking loads and the reduction of the beam's overall weight. The braking beam can be cast in steel, ductile iron, or composite material such as carbon fiber, urethane, or similar. The tension and compression members have an L-shaped cross-section with U-shaped or square C-shaped ends at their convergence points.

[0139] In this integral beam modality, because the ends of the tension and compression members comprise a single piece with a square "U" or "C" shaped cross-section, they are coupled in an "L" shaped housing (99) present in a unit extension-braking head member (98).

[0140] In the integral beam, both the tension member (101) and the compression member (102) have an "L" shaped cross-section forming an optimized structure, where each member includes: a first "L" section (101 a and 102a) and a second "L" portion (101 by 102b).

[0141] At the end where the tension (101) and compression (102) members meet, a unitary structure with a square "U" or "C" cross-section (103) is formed. This configuration allows for proper coupling in the extension-brake head housing (98).

[0142] Each braking head extension (98) in this embodiment features an L-shaped housing (99) designed to receive and secure the square U- or C-shaped section of the unit end of the tension and compression members. This housing includes two portions: a first housing portion (99a) that tightly receives a main portion (103a) of the square U- or C-shaped section (103) formed at the welded end of the beam; and a second housing portion (99b) that accommodates a secondary first portion of the square U- or C-shaped section (103b). This configuration ensures that the loads transferred from the tension and compression members are distributed uniformly across the braking head extension (98). The secondary second portion of the square U- or C-shaped section (103c) is located outside the L-shaped housing (99), covering a top or side portion of the extension.

[0143] In this assembly, fixing bolts (104) pass through holes in the brake head extension (98) and the end of the beam, securing the connection between the brake head extension (98) and the brake beam. The bolts (104) may include locking pins (105) to prevent loosening during braking operations.

[0144] The integral beam may include a semi-conical thickening (110) at each inside corner where the tension member (101) and the compression member (102) converge in the integral beam structure. The tapered design of the thickening (110) comprises a double-thickness arc (3 / 4") that tapers to zero (3 / 8"), as shown in the figures, providing a gradual transition between sections. This allows for a more uniform distribution of loads and reduces stress concentrations at the joints. This tapered shape expands smoothly from the member joint inward, creating a wider base in the area where braking stress is concentrated.

[0145] The integral beam of the present invention may also incorporate additional lubrication points in two critical areas: the joining portion at the angle of the "V" of the tension member and both drilled ends of the beam where the extensions are assembled to the head. These lubrication points are designed to reinforce the structure and improve resistance to braking loads at strategic points such as those described below:

[0146] The joint portion at the angle of the "V" of the tension member, where the arms of the tension member converge, may have a triangular thickening at its base (110a). This thickening has a wider base at the point where the arms of the "V" converge, with a gradual increase in thickness toward the center of the angle. This triangular design ensures a smooth transition of forces from the arms to the base.

[0147] This lubrication (110a) is structurally integrated into the beam and performs the following functions:

[0148] 1. Structural Reinforcement in the Convergence Zone: This point of the "V" is critical, as it bears most of the stress generated during braking. Greasing ensures that the force transmitted from the tension member arms is distributed evenly throughout the rest of the beam, preventing stress concentrations.

[0149] 2. Improved Beam Stability: By providing a larger cross-section at the base of the "V", greasing reduces the risk of deformation in this area, increasing the durability of the beam.

[0150] 3. Preparation for Assembly: This design also facilitates the alignment and stability of the tension member during assembly with other components, such as the fulcrum or the head.

[0151] Likewise, the integral beam incorporates circular grease fittings (110b), (110b') around the perforations at each perforated end of the integral beam where the integral beam is assembled with the extensions and the head by means of a single bolt. These grease fittings (110b), (110b') surround the perforations at the ends of the truss with a uniform cylindrical section and extend radially from the center of the perforation, providing additional support and reinforcing the area against lateral and axial loads.

[0152] These lubrications (110b), (110b') fulfill the following specific functions:

[0153] 1. Increased Localized Strength: The perforations at the ends are points of high stress concentration due to the tensile and compressive forces generated during braking. Greasing reinforces the surrounding material, preventing deformation or cracking around the perforations.

[0154] 2. Assembly Stability: The lubrication design ensures a precise fit between the head, extension, and truss, reducing play or movement in the assembly and improving force transmission. 3. Bolt Compatibility: By increasing the thickness in the areas around the holes, contact between the assembly bolt and the beam is improved, reducing wear during repeated braking operations.

[0155] Additionally, the integral beam may incorporate structural lubrication at both ends of the beam (110c, 110c'), specifically in the area where the tension member (101) and the compression member (102) converge before their connection to the assembled head. This lubrication plays a key role in the stability and strength of the integral beam structure.

[0156] The end lubrication (110c, 110c') is located at the junction of the tension and compression members and preferably extends inward from the edge of the beam end approximately 2 inches, with an additional thickness of 3 / 4 inch. It is found at both ends of the beam, in the region where it is assembled with the braking head (106), providing a reinforced and optimized contact surface for load transmission. Function and Benefits of Lubrication

[0157] 1. Structural reinforcement at the joint with the head:

[0158] The connection between the integral beam and the assembled head is a point of transmission of braking loads.

[0159] Lubrication reduces the concentration of stresses in the joint, distributing braking forces more evenly.

[0160] 2. Increased resistance to fatigue and wear:

[0161] By increasing the cross-section in this area, the risk of deformations or cracks due to repetitive stress is reduced.

[0162] o Improves the beam's ability to withstand dynamic loads and extreme braking conditions without structural failure.

[0163] 3. Optimization of the coupling with the printhead:

[0164] The larger contact area allows for a more stable and firm connection between the beam and the braking head. Play or displacement between the assembled parts is minimized, ensuring a precise fit that prevents vibrations and looseness in the structure.

[0165] 4. Improved maintenance and durability:

[0166] The presence of this structural reinforcement prolongs the service life of the integral beam, reducing the need for frequent maintenance or premature replacements.

[0167] It protects the assembly area against localized wear, optimizing the performance of the railway braking system. Reversible fulcrum

[0168] Means of joining the tension member and compression member.

[0169] In other embodiments of the invention, the reversible fulcrum can be adapted to be coupled to braking beams whose tension and compression members are made of structural profiles, tubular and / or have a cross-section of a different shape.

[0170] For example, the reversible fulcrum of the present invention can be adapted to braking beams whose tension and compression members comprise tubular members having a semicircular cross-section.

[0171] In this embodiment, the connecting element between the compression member and the fulcrum (17) may have a clamp member, instead of the pair of lugs (21, 21'), which is coupled to the semicircular cross-section of the compression member, and may be attached to it by means of a bolt / nut assembly whose bolt passes through the clamp members and through the cross-section of the compression member.

[0172] Similarly, the lower portion of the fulcrum may have another clamp, instead of the horizontal groove (11), to allow it to be coupled to the semicircular cross-section of the tension member, and may be attached to it by means of a bolt / nut assembly where the bolt passes through the clamp members and through the cross-section of the tension member. Therefore, the joining element between the compression member and the fulcrum (17) may have any means suitable for joining to the compression member, and the fulcrum may have in its lower portion any means suitable for joining to the tension member.

[0173] Fulcrum coupling member (12) and housing (19) for the retaining and joining member for the fulcrum (18)

[0174] On the other hand, the fulcrum coupling member (12), the housing (19) of the retaining and joining member for the corresponding fulcrum (18), and the means of joining to the tension member may have any suitable shape that allows the fulcrum to be joined to the joining element between the compression member and the fulcrum (17) at two suitable angles of rotation (normally 40 or +40, but in other brake beams this angle may be different) that presents sufficient contact area to ensure that the angle is maintained despite the multiple years of service that the brake beam will face on the carriage.

[0175] For example, instead of the fulcrum coupling member (12) having a T-shaped cross-section as in the previously described embodiment, said fulcrum coupling member (12) may comprise a cylindrical base portion having a passage and a spherical upper portion. Correspondingly, the housing (19) of the retaining and connecting member for the fulcrum (18) has a cross-section inversely proportional to that of the fulcrum coupling member (12) so as to receive it snugly. Similarly to the previously described embodiment, said retaining and connecting member for the fulcrum (18) has a bore in the walls forming the housing (19) that coincides with the passage of the fulcrum coupling member (12) to receive the pin and key, which in other embodiments may comprise a screw / bolt assembly or other suitable fastening means.

[0176] Extension assemblies - removable brake head

[0177] Joining and retention section to the tension member and compression member (26) In other embodiments of the invention, the extension (24) of the removable brake head extension assemblies can be adapted to receive and join completely flat or tubular tension members and compression members having any cross-sectional shape.

[0178] For example, the tension member and compression member may comprise tubular members having a semicircular cross-section. In this embodiment, instead of the extension (24) of the present invention having a groove (35) to receive the flat cross-sections of the tension (7) and compression (1) members as in the previously described embodiment, said extension (24) may have a pair of circular cross-section retention passages arranged one above the other, wherein the upper circular passage receives and retains one end of the compression member and the lower circular passage receives and retains one end of the tension member.In the same way as in the modality described above, the ends of the tension and compression members can be retained in the semicircular passages by means of bolts that pass through the walls of the passages and the cross sections of the tension and compression members.

[0179] Therefore, the extension (24) of the present invention may have any suitable means for receiving and retaining the ends of the tension and compression members which may have any cross-sectional shape.

[0180] Means for removably attaching the braking head to the extension.

[0181] In other embodiments of the invention, the extension (24) may have any suitable means for attaching and retaining the head in a removable manner instead of having the pair of parallel ears (38, 38') forming the groove (40) to receive the ear (45) of the head (43) and retain it in said groove (40) by means of the bolt, as in the embodiment described above.

[0182] For example, instead of the lugs (38, 38'), the extension may have a member (63) projecting from a portion of the front surface of the second vertical wall (34), wherein said member (63) has a housing (64) to receive the lug (45) of the head (43), which is retained in said housing (64) by means of a bolt passing through holes (65, 65') in the walls forming the housing (64) and through the hole (46) located in the lug (45) of the braking head (43).

[0183] In other unillustrated embodiments, the extension may have a single lug projecting from an upper portion of the front surface of the second vertical wall, which is received in a groove formed by two lugs in the upper portion of the head. Alternatively, instead of these two lugs, the head may have a member projecting from its lower portion with a housing for receiving the single lug of the extension.

[0184] In all these modes, the remaining elements and characteristics such as the contact surfaces between the braking head and the extension can remain the same.

[0185] Contact surfaces between head and lower extension section

[0186] In other configurations, the contact surfaces between the head and the lower extension section may have a different configuration than those described so far. For example, the walls forming the receiving section for the lower extension section may include retention patterns formed therein that engage with inverse retention patterns formed on the contact surfaces of the lower extension section in order to provide a larger contact surface between the head and the extension and retention points that help to keep the head fixed during braking operations.

[0187] An example of a retention pattern formed on the elongated flat surface of the receiving section of the header may comprise more than one transverse coupling wall formed on said flat surface, which are housed in respective channels formed in the horizontal lower wall of the extension. Extensions with means for centering the beam

[0188] Connection and retention section to the tension member and compression member Although the connection and retention section to the tension member and compression member was described as being similar to that of the extension of the pair of removable brake head extension assemblies of the present invention, said section may have a known design. For example, the connection and retention section to the tension member and compression member may comprise a single vertical flat member that forms part of the connection section to the truck extension guide.In this embodiment, the longitudinal housing extends along both sections, with a first open end leading into a lateral portion of the extension section joining to the truck extension guide, and a second open end leading into a lateral portion of the vertical flat member, said second open end having the thread pattern, and said housing having the narrowing in a portion near the first end having a circular seat surrounding the housing at the beginning of the narrowing and which initiates a narrow section of the housing with a smaller diameter.

[0189] Combinations of concepts in the braking beam

[0190] The present invention allows for the combination of different structural and functional elements in the braking beam, providing flexibility in the design and optimization of the railway braking system's performance. These combinations are designed to adapt to various operational configurations, allowing for structural integrity, ease of maintenance, and greater structural strength. The most relevant and technically feasible combinations within the scope of the invention are presented below.

[0191] 1. Reversible fulcrum with extension assembly and removable brake head

[0192] This configuration combines the reversible fulcrum (111) with an extension (24) and a removable braking head (43), allowing the beam assembly to be reversed without the need to modify additional components.

[0193] • Advantages:

[0194] o Flexibility in installation for left (LH) or right (RH) configurations.

[0195] or Ease of maintenance thanks to the removable braking head.

[0196] • Modular replacement of components without affecting the main structure of the beam. • Applications:

[0197] or Railway systems that require rapid maintenance and core installation.

[0198] 2. Reversible fulcrum with assembled beam

[0199] In this configuration, the reversible fulcrum (111) is combined with the assembled beam, in which the tension (66) and compression (68) members have an "L" cross-section and are connected by bolts.

[0200] • Advantages:

[0201] o It allows for modular and detachable assembly.

[0202] o Ease of maintenance and component replacement. o May include an extension with an "L" housing (77) to improve load transmission.

[0203] • Applications:

[0204] or Railway braking systems that require core functionality and the possibility of quick component replacement.

[0205] 3. Reversible fulcrum with integral beam

[0206] This configuration integrates the reversible fulcrum (111) with the integral beam (101, 102), whose tension and compression members are welded at the ends, forming a square "U" or "C" section (103).

[0207] • Advantages:

[0208] o Greater structural strength by eliminating mechanical connections with bolts.

[0209] or Uniform load distribution thanks to the reinforced section at the ends.

[0210] o Facilitates the assembly of the beam without the need to modify the truck structure.

[0211] • Applications:

[0212] or Railway systems that prioritize structural strength and reduced maintenance.

[0213] 4. Beam assembled with extension assembly and removable braking head. This configuration uses a beam assembled with an extension and removable head, allowing for more efficient maintenance without disassembling the entire beam.

[0214] • Advantages:

[0215] o Core importance in the replacement of the braking head.

[0216] o Possibility of incorporating the centering element (53) in the extension to improve the alignment of the beam on the truck.

[0217] or Facilitates the repair and replacement of worn components.

[0218] • Applications:

[0219] or Railway systems with frequent brake shoe maintenance.

[0220] 5. Integral beam with extension assembly and removable braking head In this mode, the integral beam with a square "U" or "C" section at the ends is combined with an extension and removable braking head, improving strength and facilitating maintenance.

[0221] • Advantages:

[0222] or Reinforcement at the connection between the beam and the header, thanks to the widened ends of the beam.

[0223] o Reduction of clearances in the connection between the beam and the brake shoe.

[0224] • Greater structural stability during braking operations. • Applications:

[0225] or Railway systems that require high strength and ease of replacement of brake shoes.

[0226] 6. Beam assembled with centering element

[0227] This combination incorporates the assembled beam together with the centering element (53) in the extension.

[0228] • Advantages:

[0229] or Automatically corrects misalignments in the beam.

[0230] It reduces uneven wear on the wheels and prevents the accumulation of stress in a single area.

[0231] • Improves the stability of the braking system. • Applications:

[0232] or Railway systems where uneven wheel wear is a frequent problem.

[0233] 7. Integral beam with end reinforcements and tapered thickening

[0234] In this modality, the integral beam is designed with strategic thickenings at the ends and additional reinforcements at the nose of the tension member (110a).

[0235] • Advantages:

[0236] • Greater resistance to fatigue and braking loads. • Reduction of stress concentrations in the structure.

[0237] o Optimization of force transmission between the beam and the head.

[0238] • Applications:

[0239] or Railway systems with extreme loads and frequent braking. 8. Integral beam with thickenings at the ends where the header is assembled.

[0240] This integral beam variant incorporates additional thickenings at the ends (110c, 110c') where the beam is joined to the head by a single bolt.

[0241] • Advantages:

[0242] or Structural reinforcement at the connection with the head.

[0243] o Greater durability and reduced wear in the assembly area.

[0244] o Ensures a more efficient transmission of loads between the beam and the header.

[0245] • Applications:

[0246] or Braking systems with high mechanical resistance requirements.

[0247] Other possible combinations

[0248] A person skilled in the art could suggest other combinations of the concepts described in the present invention to optimize their application in different railway contexts. However, all possible combinations are covered within the scope of the claims, since each concept is protected as an independent modality. This ensures that any resulting configuration using at least one of the described elements falls within the scope of protection granted by the present invention.

[0249] It should finally be understood that the optimized braking beam for railways of the present invention is not limited to the modalities described above and that experts in the field will be trained, by the teachings established herein, to make changes to the optimized braking beam for railways, which will be included within the true scope of the invention, the scope of which will be established exclusively by the following claims.

Claims

CLAIMS 1. A braking beam for railway cars, said braking beam comprising a V-shaped tension member having two opposite ends; a compression member also having two opposite ends respectively coupled to the ends of the tension member, wherein said braking beam further comprises: a reversible fulcrum, comprising: a connecting element between the compression member and the fulcrum, having means of connection to the compression member and means of connection to the fulcrum; a fulcrum coupling member dependent on the rear end of the fulcrum body, said fulcrum coupling means being removably attached to the connecting element between the compression member and the fulcrum; and Means of attachment to the tension member depending on the lower end of the fulcrum. wherein the fulcrum coupling member, the retaining and joining member housing for the fulcrum, and the means of joining to the tension member allow the fulcrum to be joined to the joining element between the compression member and the fulcrum at two suitable angles of rotation.

2. A braking beam for railway cars according to claim 1, wherein the compression member comprises an elongated member having an inverted “L” shaped cross-section and having: a longitudinal horizontal upper wall; a front longitudinal vertical wall depending on a lateral end of the longitudinal horizontal upper wall; wherein the front longitudinal vertical wall having: a front surface, a rear surface, a first pair of perforations at a first end, a second pair of perforations at a second end, and a central perforation; and a “V” shaped tension member having a flat cross-section and a first pair of perforations at a first end and a second pair of perforations at a second end;wherein the tension member is joined to the rear surface of the longitudinal vertical wall of the compression member at the ends with the transverse axes of both members located parallel to each other and with the first and second pair of holes in the tension member coinciding with the first and second pair of holes in the compression member, each hole receiving a bolt; wherein the means of attachment to the fulcrum comprising a retaining and attaching member for the fulcrum having a laterally open housing to receive the fulcrum coupling member and having matching perforations formed in the walls forming said housing that coincide with one of two intersecting passages formed in the fulcrum coupling member to receive a keyed bolt passing through said perforations; wherein the means of attachment to the compression member of the connecting element between the compression member and the fulcrum comprise: a pair of parallel attachment lugs to the compression member, each projecting from the upper wall of the retaining and connecting member for the fulcrum and a perforation in a central portion, said pair of lugs retaining between them the longitudinal vertical wall of the compression member such that their perforations coincide with the central perforation of the longitudinal vertical wall of the compression member; Where: the parallel joining ears are attached to the compression member by means of a screw and nut assembly and the fulcrum coupling member is housed and retained within the housing of the retaining and joining member for the fulcrum.

3. A braking beam for railway wagons according to claim 2, wherein: the fulcrum coupling member comprises: a lower quadrangular base portion projecting from the top of the fulcrum and having a first passage with a transverse axis situated perpendicular to the longitudinal axis of the compression member and a second passage intersecting the first passage, said second passage situated parallel to the longitudinal axis of the compression member; a parallelogram-shaped upper portion, formed on top of the lower quadrangular base portion having a larger diameter than said lower quadrangular base portion such that it gives the coupling member a “T” shaped cross-section; the connecting element between the compression member and the fulcrum, comprising: a retaining and joining member for the fulcrum, quadrangular in shape, having a top wall, a bottom wall, two side walls, two longitudinal walls, and having a parallelogram-shaped housing with a “T”-shaped cross-section open towards a side wall and towards the bottom wall to receive and retain the cross-section of the fulcrum coupling member, said retaining and joining member for the fulcrum having matching perforations in both side walls which coincide with one of the passages of the lower quadrangular base portion of the fulcrum coupling member, said passage being between the perforations of both side walls; wherein the fulcrum coupling member is housed and retained within the housing of the fulcrum retaining and joining member, wherein a passage of the lower quadrangular base portion of the fulcrum coupling member and the perforations in the side walls of the fulcrum retaining and joining member coincide and allow the passage of a keyed bolt to secure the fulcrum coupling member to the joining element between the compression member and the fulcrum and prevent its movement, thereby joining the fulcrum to the compression member in a removable manner and ensuring a suitable angle of rotation of the fulcrum when the fulcrum coupling member is slid into the housing of the fulcrum retaining and joining member.

4. A braking beam for railway cars, said braking beam comprising a V-shaped tension member having two opposite ends; a compression member also having two opposite ends respectively coupled to the ends of the tension member, wherein said braking beam further comprises: a removable brake head-extension assembly, attached to each end of the tension member and the compression member, each brake head-extension assembly comprising: a section for attaching to the truck extension guide; a section for attaching and retaining the tension member and compression member and for attaching to a removable braking head attached to the section for attaching to the truck extension guide, comprising: means for receiving and retaining the ends of tension and compression members; and means for removably attaching a removable brake head.

5. A brake beam for railway cars according to claim 4, wherein the means for removably attaching a brake head comprises a pair of parallel lugs projecting from the attachment and retention section to the tension member and compression and attachment member to a brake head, each of which has a bore, wherein said bores coincide with each other and a groove is formed between both lugs to receive a retention member projecting from an upper portion of a brake head, said retention member having a bore that coincides with the bores of the pair of lugs of the means for removably attaching a brake head to allow the passage of a bolt or key through said bores, thereby removably attaching the brake head to the means for removably attaching a brake head.

6. A brake beam for railway cars according to claim 4, wherein the means for removably attaching a brake head comprises a member projecting from a lower portion of the front surface of the second vertical wall, wherein said member has a housing for receiving a brake head retaining member projecting from an upper portion of a brake head, said retaining member having a bore, which is retained in said housing by means of a bolt passing through bores in the walls forming the housing and through the matching bore located in the retaining member, thereby removably attaching the brake head to the means for removably attaching a brake head.

7. A braking beam for railway cars according to claim 4, wherein the compression member comprises an elongated member having an inverted “L” shaped cross-section and having: a longitudinal horizontal upper wall; a front longitudinal vertical wall depending on a lateral end of the longitudinal horizontal upper wall; wherein the front longitudinal vertical wall having: a front surface, a rear surface, a first pair of perforations at a first end, a second pair of perforations at a second end, and a central perforation; and a “V” shaped tension member having a flat cross-section and a first pair of perforations at a first end and a second pair of perforations at a second end;wherein the tension member is joined to the rear surface of the longitudinal vertical wall of the compression member at its ends with the transverse axes of both members located parallel to each other and with the first and second pair of holes in the tension member coinciding with the first and second pair of holes in the compression member, each hole receiving a bolt; wherein the means for receiving and retaining the ends of the tension and compression members comprise: a first vertical wall, having an external surface and an internal surface, where one of its lateral ends depends directly on the section for joining to the truck extension guide, having a lug that extends laterally from the opposite lateral end, and where: said vertical wall has a perforation and the lug having a perforation in a central portion which is on the same horizontal axis as the perforation of the first vertical wall; a horizontal lower wall, attached to a longitudinal lower end of the first vertical wall, wherein the lower surface of the horizontal lower wall has a channel having a quadrangular cross-section, located in a rear end portion that extends longitudinally; a second vertical wall, having an outer surface and an inner surface, said second vertical wall depending on a longitudinal end of the lower horizontal wall opposite where said wall joins the first vertical wall, wherein said second vertical wall being positioned parallel to the first vertical wall, forming a groove between them such that the inner surface of both walls is oriented towards the groove, and wherein said vertical wall having an outer surface and having formed in an upper portion of said front surface two ears positioned side by side, each having a perforation that coincides with a respective perforation of the pair of perforations of the first vertical wall; wherein the groove formed by the first and second vertical walls receives the cross-section of one end of the tension member and compression member, such that the pair of perforations of the tension member and the compression member coincide with each other and with the pair of perforations of the first vertical wall and the second vertical wall, allowing the passage of a first bolt and a second bolt through the first and second sets of coinciding perforations formed by the pair of perforations of the tension and compression members and of the first and second vertical walls; 8. A braking beam for railway wagons according to claim 7, wherein: The means for removably attaching a brake head comprise a pair of parallel lugs protruding from a lower portion of the front surface of the second vertical wall, each of which has a hole, where said holes coincide with each other allowing a key or bolt to pass through it and where a groove is formed between both lugs, said groove having a longitudinal axis perpendicular to the longitudinal axis of the front wall; the removable braking head having: a longitudinal axis perpendicular to the longitudinal axis of the tension and compression members and a front end and a rear end, said removable braking head comprising: a lower section for attaching a brake shoe; an ear in an upper portion, said ear having a perforation and a straight posterior wall; a receiving section for a lower section of the extension, said receiving section comprising an elongated flat surface located in the upper portion of the braking head, being bounded by the straight wall of the ear (forming a first contact surface) and by a transverse rear wall of rectangular cross-section having a height less than the straight wall of the ear and an inner surface (forming a second contact surface), said elongated flat surface having a transverse coupling wall in a rear portion of the elongated flat surface having a height similar to the rear wall, defining between them a groove and dividing the elongated flat surface into a third and fourth contact surfaces; where the lower portion of the extension is received in the receiving housing of the braking head, such that: The lower portion of the outer surface of the second vertical wall of the extension contacts the third and fourth contact surfaces of the brake head receiving housing and the brake head coupling cross wall, and is housed in the channel of the horizontal lower wall; the lower portion of the outer surface of the second vertical wall of the extension contacts the first contact surface of the receiving housing of the braking head; the lower portion of the outer surface of the first vertical wall contacts the second contact surface of the brake head receiving housing; The ear of the brake head is received in the groove formed between the two ears of the extension in such a way that all their respective perforations coincide to allow the passage of a nut and bolt assembly thus joining the brake head to the extension; All contact surfaces and the transverse coupling wall housed in the channel cooperate with each other to keep the head fixed when a braking force is applied.

9. A braking beam for railway cars, said braking beam comprising a V-shaped tension member having two opposite ends; a compression member also having two opposite ends respectively coupled to the ends of the tension member, wherein said braking beam further comprises: a pair of extensions, at least one with means for centering the beam, wherein each of said extensions is attached to one end of the tension member and of the compression member, and each extension comprising: a section for joining to the truck extension guide; a section for joining and retaining the tension member and compression member attached to the section for joining to the truck extension guide; a longitudinal housing extending along the section connecting to the truck extension guide and the section connecting and retaining the tension member and compression member, having a first open end opening into a lateral portion of the section connecting to the truck extension guide, and a second open end opening into a lateral portion of the section connecting and retaining the tension member and compression member, said second open end having a thread pattern, wherein said housing has a narrowing in a portion near the first end having a circular seat surrounding the housing at the beginning of the narrowing and initiating a narrow section of the housing with a smaller diameter; a plug element that enters through the second open end and screws into the thread pattern, said plug element having one end that is located within the longitudinal housing and has a retaining surface; an elastic element comprising a spring, housed in the portion of the longitudinal housing located before the circular seat; a flattened bolt-type element whose head is housed in the portion of the longitudinal housing located before the circular seat, with which it abuts and where the main body of the bolt passes through the constriction into the narrow section of the housing where the spring abuts the retaining surface of the plug element and pushes the bolt head into the circular seat, which retains the bolt head and causes the end of the bolt body with the tip of the bolt to protrude outwards through the open end, to exert pressure on the truck extension guide when the extension is housed therein, exerting a counter-centering force on the extension and thus on the guide.

10. A braking beam for railway cars, said braking beam comprising a V-shaped tension member having two opposite ends; a compression member also having two opposite ends respectively coupled to the ends of the tension member, wherein said braking beam is characterized in that: The tension member has an "L" shaped cross-section, with a first "L" section and a second "L" section, wherein each end of the first "L" section of the tension member includes at least one perforation; The compression member has an "L" shaped cross-section, with a first "L" section and a second "L" section, where each end of the first "L" section has at least one perforation that aligns with the corresponding perforations of the ends of the first "L" section of the tension member; wherein each end of the tension and compression member is received and retained in an "L" shaped housing located in a corresponding extension member by means of a bolt passing through holes in the tension and compression member and through matching holes in the corresponding extension member.

11. A braking beam for railway cars according to claim 10, wherein: the tension and compression members comprise a single cast piece, forming an integral structure; and wherein the tension and compression members have an "L"-shaped cross-section at the converging ends of which they have a cross-section with a shape similar to a square "U" or "C".

12. A braking beam for railway cars according to claim 10, wherein: The tension and compression members comprise a single cast piece, forming an integral structure; The tension and compression members have an "L" shaped cross-section at the convergence ends, which have a cross-section similar to a square "U" or "C"; and where each inner corner where the tension member (101) and the compression member (102) converge in the integral beam structure, an arc is formed that fades to zero.

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