阅读说明：本技术 一种凸缘制动蹄 (Flange brake shoe ) 是由 A·G·博登 于 2020-02-26 设计创作，主要内容包括：一种制动蹄包括被配置为与车辆的制动头连接的背板,所述背板包括主体和附于所述主体并被配置为将所述制动蹄与所述车辆的车轮对准的凸缘。这种制动蹄还包括设置在所述背板上的复合摩擦材料,其限定用于接合所述车辆的车轮的制动面。这种制动蹄可以有用于促进所述制动蹄与所述车轮对准的一个或多个尺寸特征,例如,所述制动蹄的最短水平距离与最短竖直距离的比值可以最小为1.07且不大于1.25,或者所述制动蹄的所述主体的长度与所述凸缘的长度的比值可以最小为1.3且不大于1.7。(A brake shoe includes a backing plate configured to be connected with a brake head of a vehicle, the backing plate including a body and a flange affixed to the body and configured to align the brake shoe with a wheel of the vehicle. The brake shoe further includes a composite friction material disposed on the backing plate that defines a braking surface for engaging a wheel of the vehicle. Such brake shoes may have one or more dimensional features for facilitating alignment of the brake shoe with the wheel, for example, the ratio of the shortest horizontal distance to the shortest vertical distance of the brake shoe may be a minimum of 1.07 and no greater than 1.25, or the ratio of the length of the body of the brake shoe to the length of the flange may be a minimum of 1.3 and no greater than 1.7.)

1. A brake shoe comprising:

a backing plate configured to be connected with a brake head of a vehicle, the backing plate comprising a body and a flange affixed to the body and configured to align the brake shoe with a wheel of the vehicle, an

A composite friction material disposed on the backing plate and defining a braking surface for engaging a wheel of the vehicle.

2. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and comprising a wheel trim face, the wheel truing surface and the braking surface of the brake shoe form a working surface that contacts the wheel during braking, wherein the ratio of the shortest horizontal distance to the shortest vertical distance is at least 1.07 and not more than 1.25, the shortest horizontal distance extends from a first vertical plane longitudinally bisecting the body to a second vertical plane longitudinally bisecting the flange, the shortest vertical distance extending from a first horizontal plane to a second horizontal plane, the first horizontal plane intersecting a point on a vertical plane bisecting the brake shoe laterally of a vertical nadir of the working surface disposed on the body, the second horizontal plane intersects a vertically highest point of the braking surface disposed inwardly of the flange.

3. The brake shoe of claim 1 wherein the ratio of the length of said body of said brake shoe to the length of said flange is a minimum of 1.3 and no greater than 1.7.

4. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and comprising a wheel trim face, the wheel truing surface and the braking surface of the brake shoe form a working surface that contacts the wheel during braking, wherein the ratio of the shortest vertical distance from the first horizontal plane to the second horizontal plane to the width of the flat portion of the braking surface is at least 12 and not more than 21, the flat portion of the braking surface is disposed inside the flange and intersects the second horizontal plane, the first horizontal plane intersects a point on a vertical plane bisecting the brake shoe laterally of a vertical nadir of the working surface disposed on the body, the second horizontal plane intersects a vertically highest point of the braking surface disposed inwardly of the flange.

5. The brake shoe of claim 1 wherein the ratio of the radius of curvature of said braking surface disposed on at least one curved portion of said flange to the width of a flat portion of said braking surface disposed at the vertically highest point of the interior of said flange is a minimum of 2 and no greater than 6.

6. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working face with said braking face of said brake shoe that contacts said wheel during braking, wherein a ratio of a shortest vertical distance from a first horizontal plane to a second horizontal plane intersecting a vertically lowest point of said working face disposed on said body on a point on a vertical plane bisecting said brake shoe laterally to an outer horizontal width of said flange is at least 1.09 and no greater than 1.23, and a point on said flange that is disposed inwardly of said highest point of said braking face.

7. The brake shoe of claim 1, a ratio of a shortest distance from a first vertical plane bisecting a width of a flat of said braking face disposed at a vertically highest point interior to said flange to a second vertical plane parallel to said first vertical plane defining a vertical extension of said flange to a radius of curvature of said braking face disposed on at least one curved portion of said flange is a minimum of 2.0 and no greater than 2.7.

8. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working face with said braking face of said brake shoe that contacts said wheel during braking, a ratio of a vertical height of said insert to a width of a portion of said insert that is not covered by said composite friction material prior to grinding or otherwise removing said portion to form said working face prior to initial use of said brake shoe being a minimum of 3.3 and not greater than 4.7.

9. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working surface with said braking surface of said brake shoe that contacts said wheel during braking, wherein a ratio of a vertical height of said insert to a maximum width of said trim face is at least 0.94 and no greater than 1.09.

10. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working surface with said braking surface of said brake shoe that contacts said wheel during braking, wherein a ratio of a vertical height of said insert to a maximum width of a base of said insert is at least 0.79 and no greater than 0.92.

11. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working face with said braking face of said brake shoe that contacts said wheel during braking, wherein a ratio of a maximum width of a base of said insert to a width of a portion of said insert that is not covered by said composite friction material prior to grinding or otherwise removing said portion to form said working face prior to initial use of said brake shoe is a minimum of 3.8 and no greater than 5.7.

12. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working surface with said braking surface of said brake shoe that contacts said wheel during braking, wherein a ratio of a maximum width of a base of said insert to a maximum width of said trim face is at least 1.09 and no greater than 1.28.

13. The brake shoe of claim 1 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working face with said braking face of said brake shoe that contacts said wheel during braking, wherein:

the ratio of the maximum width of the base of the insert to the maximum width of the finishing surface is at least 1.09 and not more than 1.28; and/or

A ratio of a maximum width of a base of the insert to a width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working surface prior to initial use of the brake shoe is a minimum of 3.8 and no greater than 5.7; and/or

The ratio of the vertical height of the insert to the maximum width of the base of the insert is at least 0.79 and no greater than 0.92; and/or

The ratio of the vertical height of the insert to the maximum width of the finishing surface is at least 0.94 and not more than 1.09; and/or

A ratio of a vertical height of the insert to a width of the portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working surface prior to initial use of the brake shoe is at least 3.3 and not greater than 4.7; and/or

A ratio of a shortest vertical distance from a first horizontal plane intersecting a point on a vertical plane bisecting the brake shoe laterally to a vertical lowest point of the working surface disposed on the body to an outer horizontal width of the flange to a second horizontal plane intersecting a vertical highest point of the braking surface disposed on an interior of the flange is at least 1.09 and no greater than 1.23; and/or

The ratio of the shortest vertical distance to the width of a flat portion of the braking surface that is disposed inside the flange and intersects the second horizontal plane is at least 12 and no greater than 21; and/or

A ratio of a shortest horizontal distance to the shortest vertical distance is at least 1.07 and no greater than 1.25, the shortest horizontal distance extending from a second vertical plane longitudinally bisecting the body to a third vertical plane longitudinally bisecting the flange.

14. A brake shoe comprising:

a backing plate configured to connect with a brake head on a vehicle;

a composite friction material disposed on said backing plate to form a braking surface of said brake shoe for engaging a wheel of said vehicle, said composite friction material including two opposing ends and two opposing lateral sides; and

at least one wear indicator formed in the backing plate and the composite friction material at the intersection of one of the opposing ends, one of the lateral sides and the backing plate,

wherein the at least one wear indicator has a width of not less than 3 millimeters and not greater than 7 millimeters,

the at least one wear indicator also has a length of not less than 15 millimeters and not greater than 25 millimeters, an

The at least one wear indicator also has a depth of no less than 9 millimeters and no greater than 11 millimeters.

15. The brake shoe of claim 14 wherein said at least one wear indicator comprises a substantially curved portion having a radius of no less than 11 millimeters and no more than 15 millimeters.

16. The brake shoe of claim 15 wherein said substantially curved portion of said at least one wear indicator has a radius of 13 millimeters.

17. The brake shoe of claim 14 wherein said at least one wear indicator further comprises one or more edges meeting at substantially right angles.

18. The brake shoe of claim 14 wherein said at least one wear indicator has a width of 5 millimeters, said at least one wear indicator has a depth of 10 millimeters, and said at least one wear indicator has a length of 20 millimeters.

19. The brake shoe of claim 14 further comprising at least one tread trim insert disposed within said composite friction material and including a wheel trim face forming a working face with said braking face of said brake shoe that contacts said wheel during braking, wherein:

the ratio of the maximum width of the base of the insert to the maximum width of the finishing surface is at least 1.09 and not more than 1.28; and/or

A ratio of a maximum width of a base of the insert to a width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working surface prior to initial use of the brake shoe is a minimum of 3.8 and no greater than 5.7; and/or

The ratio of the vertical height of the insert to the maximum width of the base of the insert is at least 0.79 and no greater than 0.92; and/or

The ratio of the vertical height of the insert to the maximum width of the finishing surface is at least 0.94 and not more than 1.09; and/or

A ratio of a vertical height of the insert to a width of the portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working surface prior to initial use of the brake shoe is at least 3.3 and not greater than 4.7;

a ratio of a shortest vertical distance from a first horizontal plane intersecting a point on a vertical plane bisecting the brake shoe laterally to a vertical lowest point of the working surface disposed on the body to an outer horizontal width of the flange to a second horizontal plane intersecting a vertical highest point of the braking surface disposed on an interior of the flange is at least 1.09 and no greater than 1.23; and/or

The ratio of the shortest vertical distance to the width of a flat portion of the braking surface that is disposed inside the flange and intersects the second horizontal plane is at least 12 and no greater than 21; and/or

A ratio of a shortest horizontal distance to the shortest vertical distance is at least 1.07 and no greater than 1.25, the shortest horizontal distance extending from a second vertical plane longitudinally bisecting the body to a third vertical plane longitudinally bisecting the flange.

20. The brake shoe of claim 14 wherein the ratio of the length of said brake shoe body to the length of said flange is a minimum of 1.3 and no greater than 1.7, the ratio of the radius of curvature of the braking surface provided on at least one curved portion of the flange to the width of a flat portion of the braking surface provided at the vertically highest point of the interior of the flange is at least 2 and not more than 6, and the ratio of the shortest distance from a first vertical plane to a second vertical plane parallel to the first vertical plane to the radius of curvature of the braking surface provided on the at least one curved portion of the flange is at least 2.0 and not more than 2.7, the first vertical plane bisects a width of a flat portion of the braking surface disposed at a vertically highest point of the interior of the flange, the second vertical plane defining a vertical extension of the flange.

Technical Field

Embodiments of the subject matter of the present application relate to a braking system of a vehicle. Other embodiments relate to brake shoes for vehicles (brake shoes), such as rail vehicles.

Background

Vehicle friction brakes typically operate by selectively actuating brake system components to compress rotating components (e.g., axles or wheels) of the vehicle associated with the travel of the overall vehicle. Friction between the brake system components and the rotating components causes the rotating components, and thus the vehicle, to decelerate. In some rail vehicles, the braking system of the rail vehicle includes brake shoes that carry brake pads or pads. The brake system is configured to cause brake shoes (e.g., brake pads or shoes attached to the brake shoes) to press against wheels of the rail vehicle by actuating the brake shoes, thereby decelerating the wheels and the vehicle.

U.S. patent No.6,241,058 relates to a brake shoe having an insert bonded to a backing plate. Such brake shoes include tread conditioning inserts (tread conditioning inserts) and wheel conditioning surfaces, but such brake shoes may not be accurately aligned with the wheel rim on the wheel of the rail vehicle. Misalignment or improper alignment may adversely affect braking and/or result in uneven wear of the braking surfaces of the brake shoes. In addition, the working surface of the tread trim insert may not properly or effectively trim the wheel surface, resulting in failure to remove a defect on the wheel or damage the wheel. Misalignment of the brake shoes may also result in damage to the composite friction material of the brake shoes, reduced effective life of the brake shoes, and increased costs due to premature failure of the brake shoes and/or the wheel.

Russian patent application No. ru2017119239 relates to a brake shoe having a tread trim insert, a wheel trim face and a flange. Disadvantageously, even if the flange is configured to align with the rim of a rail vehicle, alignment with the wheel may still be inadequate. Such misalignment with the wheels of the rail vehicle can cause the same problems as the brake shoes in the above-mentioned U.S. patent No. 6241058.

Disclosure of Invention

According to one embodiment, the brake shoe comprises a backing plate configured to be connected with a brake head of a vehicle. The backing plate includes a main body and a flange attached to the main body and configured to align a brake shoe with a wheel of a vehicle. The brake shoe also includes a composite friction material disposed on the backing plate. The composite friction material defines a braking surface for engagement with a vehicle wheel.

According to one embodiment, a brake shoe includes a backing plate configured to be coupled to a brake head on a vehicle, and a composite friction material disposed on the backing plate to form a braking surface of the brake shoe that engages a wheel of the vehicle. The composite friction material includes two opposing ends and two opposing lateral sides. The brake shoe further includes at least one wear indicator formed in the backing plate and the composite friction material at the intersection of one of the opposite ends, one of the lateral sides and the backing plate. The at least one wear indicator has a width of no less than 3 millimeters and no greater than 7 millimeters, a length of no less than 15 millimeters and no greater than 25 millimeters, and a depth of no less than 9 millimeters and no greater than 11 millimeters.

Drawings

FIG. 1 is a front view of one embodiment of a brake shoe;

FIG. 2 is a cross-sectional view of the brake shoe of FIG. 1 taken along line 2-2;

FIG. 3 is a front view of an embodiment of a brake shoe;

FIG. 4 is a front view of an embodiment of a brake shoe;

FIG. 5 is a cross-sectional view of the brake shoe of FIG. 4 taken along line 5-5;

FIG. 6 is a side view of an embodiment of a brake shoe with hidden lines showing the inlay 116;

fig. 7 to 11 are views of an embodiment of a brake shoe, in which fig. 7 is an end view, fig. 8 is a detail view of the area a in fig. 11, fig. 9 is a front view, fig. 10 is a side view, and fig. 11 is a perspective view.

Detailed Description

Embodiments of the present disclosure relate to composite brake shoes for vehicles (e.g., brake shoes that use a composite friction material, or some other friction material other than cast iron or other solid metal to form the braking surfaces). Other embodiments relate to composite brake shoes for repairing a wheel tread during normal braking (normal brake) application on a vehicle.

Referring to fig. 1 and 2, in one embodiment, a brake shoe 100 for a vehicle or other vehicle includes a backing plate 102, the backing plate 102 configured to couple with a brake head on the vehicle. The backing plate 102 includes a body 130 and a flange 104, the flange 104 being configured to align the brake shoe 100 with a wheel of a vehicle. An example of the brake shoe 100 may include a key bridge 106 coupled to the backing plate 102 and configured to secure the brake shoe 100 to a brake head of a vehicle. Brake shoe 100 includes a composite friction material 108 disposed on backing plate 102 to form a braking surface 110 of the brake shoe that engages a wheel of the vehicle. An intermediate adhesive layer for improving adhesion between the composite friction material 108 and the backing plate 102 may be included that is materially different from the composite friction material 108. One or more additional adhesive layers may be used to further improve the adhesion between the composite friction material 108 and the backing plate 102.

The composite friction material 108 disposed on the body 130 includes two opposing lateral sides 112 and two opposing ends 114. The composite friction material may also be disposed on the flange 104. In any of the embodiments herein, brake shoe 100 may further include at least one tread conditioning insert 116 disposed within composite friction material 108, including a wheel conditioning face 118, wheel conditioning face 118 and braking face 110 of brake shoe 100 forming a working face 120 that contacts the wheel during a braking operation. The tread trim insert 116 may be made of a hardened material, such as cast iron, but may alternatively be made of any suitable material having abrasive properties. In an example, the tread trim insert 116 may be disposed on or within the composite friction material 108 disposed on the body 130.

In some embodiments, the technical effect is to improve the truing of the wheel of the vehicle and the life of the brake shoe 100 by improving the alignment of the brake shoe 100 with the wheel of the vehicle. Another aspect is to maintain uniform wear of the braking surface 110 and working surface 120 of the brake shoe 100 by properly aligning the brake shoe 100 with the wheel of the vehicle in order to increase the life of the brake shoe 100.

In some embodiments, to achieve this effect, the ratio of dimension "C" of brake shoe 100, which is the shortest horizontal distance from a first vertical plane 202 longitudinally bisecting body 130 to a second vertical plane 204 longitudinally bisecting flange 104, to dimension "B" may be a minimum of 1.07 and no greater than 1.25. In an example, a first vertical plane 202 is parallel to two opposing lateral sides 112 and bisects the key bridge 106, and a second vertical plane 204 is parallel to the first vertical plane 202 and longitudinally bisects the bend of the flange 104 of the back plate 102. Dimension B is the shortest vertical distance from first horizontal plane 206 to second horizontal plane 208. First horizontal plane 206 intersects the lowest vertical point of working surface 120 disposed on body 130 at a point on a vertical plane (shown as line 2-2 in fig. 1) that transversely bisects brake shoe 100. Second horizontal plane 208 intersects a vertically highest point 210 of braking surface 110 disposed inwardly of flange 104.

For purposes of the description herein, the terms "upper", "lower", "right", "left", "vertical", "horizontal", "parallel", "vertical", "top", "bottom", and derivatives and equivalents thereof shall relate to the brake shoe as oriented in the drawing figures. The term "length" and its derivatives refer to the lengthwise dimension of the discussed embodiments, as illustrated in the figures. The term "height" and its derivatives refer to the dimension in the vertical direction of the embodiment in question, as shown in the drawings. The term "width" and its derivatives refer to a dimension perpendicular to both the height and the length. It should be understood that the terms "vertical," "horizontal," "parallel," "vertical," derivatives thereof, and equivalents thereof are approximate.

Below the indicated ratio, the braking surface 110 and tread trim insert 116 are brought into alignment with the flange 104 and the surface of the vehicle wheel. This results in improved contact between the flange 104 of the brake shoe 100 and the outer surface of the rim, e.g. the length/size of the flange provides proper contact with the outer surface of the rim. Ratios less than 1.07 or greater than 1.25 may result in the flange 104 failing to properly act in cooperation with the wheel rim or in misalignment and improper use of the braking surface 110 and/or the wheel trim surface 118 of the tread trim insert 116.

In one embodiment, as shown in fig. 3, the ratio of the length "B" between the two opposing ends 114 of the brake shoe 100 to the length "a" of the flange 104 can be a minimum of 1.3 and no greater than 1.7. Accordingly, as the alignment of the brake shoe 100 with the vehicle wheel is improved, the truing of the vehicle wheel and the life of the brake shoe 100 may be improved. Further, if the brake shoe flange 104 is too long, the restraining force that may be generated between the brake shoe flange 104 and the wheel rim may be reduced. The indicated ratio enables the braking surface 110 to be aligned with the tread of the wheel of the vehicle. The indicated ratio may also reduce the binding force between the brake shoe flange 104 and the wheel rim. Conversely, a ratio less than 1.3 may result in a binding force between the brake shoe flange and the wheel rim.

In one embodiment, referring to fig. 4 and 5, the ratio of dimension "B" to dimension "a" of brake shoe 100 may be a minimum of 12 and no greater than 21. Dimension B is the shortest vertical distance from first horizontal plane 206 to second horizontal plane 208, where first horizontal plane 206 intersects the lowest vertical point of working surface 120 disposed on body 130 at a point on a vertical plane that transversely bisects brake shoe 100. The second horizontal plane 208 intersects the vertically highest point of the braking surface 110 disposed inside the flange 104. Dimension a is the width of flat 300 of braking surface 110 disposed inside flange 104 and intersecting second horizontal plane 208. Such an embodiment may improve vehicle braking and the life of brake shoe 100 by improving alignment of brake shoe 100 with the wheel of the vehicle. Additionally, in embodiments including one or more tread trim inserts, the trim of the surface of the wheel may be improved. The indicated ratio improves alignment of the brake shoe flange 104 with the rear side of the rim, thereby facilitating alignment of the braking surface 110 with the wheel of the vehicle.

In one embodiment, with continued reference to fig. 4 and 5, the ratio of dimension "R" to dimension a of brake shoe 100 may be a minimum of 2 and no greater than 6. Dimension R is the radius of curvature of braking surface 110 disposed on at least one curved portion of flange 104. As discussed above, dimension A is the width of flat portion 300 of braking surface 110, and is disposed at the vertically highest point of the interior of flange 104. In an example, a flat 300 of braking surface 110 inside flange 104 may be provided to ensure that a sufficient amount of composite friction material 108 is disposed within flange 104 of brake shoe 100. In this way, by improving the alignment of the brake shoe 100 with the vehicle wheel, the braking process applied to the vehicle and the life of the brake shoe 100 is improved. Meanwhile, the installation time can be reduced, and the installation convenience of the brake shoe 100 can be improved. On the other hand, in embodiments that include tread modification inserts 116, modification of the wheel surface is improved. The indicated ratio allows for improved clearance of the braking surface 110 between the top of the braking face 110 within the flange 104 of the brake shoe 100 and the top of the rim. Similarly, this may improve the ease of installation of the brake shoe 100.

In one embodiment, with continued reference to fig. 4 and 5, the ratio of dimension B to dimension "C" of brake shoe 100 may be a minimum of 1.09 and no greater than 1.23. As previously mentioned, dimension B is the shortest vertical distance from a first horizontal plane that intersects the lowest vertical point of the working surface disposed on the body at a point on a vertical plane that transversely bisects the brake shoe to a second horizontal plane. The second horizontal plane intersects the vertically highest point of the braking surface disposed inwardly of the flange. Dimension C is the outer horizontal width of the flange 104. This ratio allows for improved alignment of the brake shoe flange 104 with the back of the rim, thereby facilitating alignment of the braking surface 110 with the wheel of the vehicle. Accordingly, since the brake shoe 100 is better aligned with the wheel of the vehicle, the braking process applied to the vehicle and the life of the brake shoe 100 are improved. The indicated ratio may also improve the mating action between the flange 104 of the brake shoe 100 and the wheel rim without binding.

In one embodiment, with continued reference to fig. 4 and 5, the ratio of dimension "D" to dimension R of brake shoe 100 may be a minimum of 2.0 and no greater than 2.7. Dimension D is the shortest distance from a first vertical plane 302 to a second vertical plane 304 parallel to the first vertical plane 302. A first vertical plane 302 bisects, in width, flat 300 of braking surface 110, which flat is disposed at the vertically highest point of the interior of flange 104. The second vertical plane 304 defines a vertical extension 306 of the flange 104. As discussed above, the dimension R is the radius of curvature of the braking surface 110 disposed on the at least one curved portion 308 of the flange 104. This ratio improves alignment of the brake shoe flange 104 with the wheel rim and improves the gap between the brake shoe flange 104 and the bottom of the wheel rim.

In one embodiment, referring to fig. 6, a brake shoe 100 for a vehicle includes a backing plate 102 configured to connect with a brake head on the vehicle. The backplate 102 includes a body 130. The backing plate 102 may include a flange 104 configured to align the brake shoe 100 with a wheel of a vehicle. An example of a brake shoe 100 may include a key bridge 106 coupled to backing plate 102 and configured to secure brake shoe 100 to a brake head of a vehicle, brake shoe 100 including a composite friction material 108 disposed on backing plate 102 to form a braking surface 110 of the brake shoe that engages a wheel of the vehicle. An intermediate adhesive layer for improving adhesion between the composite friction material 108 and the backing plate 102 may be included that is materially different from the composite friction material 108. One or more additional adhesive layers may be used to further improve the adhesion between the composite friction material 108 and the backing plate 102.

The composite friction material 108 disposed on the body 130 includes two opposing lateral sides 112 and two opposing ends 114. A composite friction material 108 may also be disposed on the flange 104. Brake shoe 100 includes at least one tread trim insert 116 disposed within composite friction material 108. The tread trim insert 116 may be made of a hardened material, such as cast iron, but may be made of any suitable material having abrasive properties. In an example, the tread trim insert 116 may be disposed over the composite friction material 108 disposed on the body 130.

In operation, wheel dressing surface 118 of tread dressing insert 116 and braking surface 110 of brake shoe 100 form a working surface 120 that contacts the wheel during a braking operation. However, during manufacture of brake shoe 100, a portion 404 of tread trim insert 116 may extend beyond braking surface 110, thereby creating a discontinuity in working surface 120. During manufacture, the portion 404 may additionally be covered with the composite friction material 108. The manufacturing process may include: prior to installation, the portion 404 of the tread trim insert 116 that extends beyond the braking surface 110 is removed by grinding or other machining or in any other manner and is covered with any composite friction material 108 to form a continuous working surface 120.

The ratio of the dimension "D" to the dimension "a" of the brake shoe 100 may be a minimum of 3.3 and not more than 4.7. Dimension D is the vertical height of the insert, dimension a is the width of a portion 404 of the insert, which portion 404 is not covered by the composite friction material 108 prior to initial use of the brake shoe to be sanded or otherwise removed. Providing a brake shoe having the above-described ratios may reduce or eliminate the need to grind or otherwise machine or otherwise remove portions of the tread trim insert 116 to obtain a continuous working surface 120 of the brake shoe 100. It is also ensured that the wheel dressing 118 is exposed when the extended portion 404 is ground flush with the braking surface 110.

In one embodiment, still referring to fig. 6, alternatively or additionally, the ratio of dimension D to dimension "B" of brake shoe 100 may be a minimum of 0.94 and no greater than 1.09. As mentioned above, dimension D is the vertical height of the tread trim molding 116. Dimension B is the maximum width of the wheel dressing 118. This ratio defines the working width of the wheel dressing 118 of the tread trim insert 116 relative to the thickness of the composite friction material 108 of the brake shoe 100. It should be understood that the vertical height of the tread trim insert 116 is dependent upon the thickness of the composite friction material 108 in the brake shoe 100 where the tread trim insert 116 is located. At this ratio, the wheel dressing 118 may be appropriately sized to provide proper dressing of the wheel during the braking procedure.

In one embodiment, still referring to fig. 6, tread trim inlay 116 of brake shoe 100 may be in contact with backing plate 102 at base 402. The base 402 may provide stability against torsional forces during braking and may also hold the tread trim insert 116 in place during manufacturing. Alternatively or additionally, the ratio of the dimension D of the brake shoe to the dimension "C" may be a minimum of 0.79 and no greater than 0.92. As previously mentioned, dimension D is the vertical height of the insert. Dimension C is the maximum width of the base 402 of the tread trim molding 116. In this ratio, the tread trim molding 116 includes a foot 402 of sufficient size relative to its height, i.e., a sufficient foot 402 based on the height of the tread trim molding 116.

In one embodiment, still referring to fig. 6, alternatively or additionally, the ratio of the dimension C of the brake shoe to the dimension a may be a minimum of 3.8 and no greater than 5.7. As previously mentioned, dimension C is the maximum width of the base of the insert and dimension A is the width of the portion of the insert that is not covered with the composite friction material until sanded or otherwise removed (prior to the initial application of the brake shoe to form the working surface). This ratio provides a sufficient base 402 based on the initial width of the tread trim molding 116, i.e., the tread trim molding 116 includes a base 402 of sufficient size relative to its initial width.

In one embodiment, still referring to fig. 6, alternatively or additionally, the ratio of the dimension C of the brake shoe to the dimension B may be a minimum of 1.09 and no greater than 1.28. As discussed above, dimension C is the maximum width of the base 402 of the tread trim molding 116, and dimension B is the maximum width of the wheel trim face 118. This ratio provides a base 402 that is sufficiently wide based on the maximum width of the wheel trim face 118 of the tread trim insert 116 to enable improved resistance to torsional forces during a braking procedure.

In one embodiment, a brake shoe for a vehicle includes a backing plate configured to be coupled to a brake head on the vehicle, and a composite friction material disposed on the backing plate to form a braking surface of the brake shoe that engages a wheel of the vehicle. The composite friction material includes two opposing ends and two opposing lateral sides. The brake shoe further includes at least one wear indicator formed in the backing plate and the composite friction material at an intersection of an opposite end, a lateral side and the backing plate. The at least one wear indicator has a width of no less than 3 millimeters and no greater than 7 millimeters. In one embodiment, the width is 5 millimeters. The at least one wear indicator may have a depth of no less than 9 millimeters and no greater than 11 millimeters. In one embodiment, the depth is 10 millimeters. The at least one wear indicator may have a length of no less than 15 millimeters and no greater than 25 millimeters. In one embodiment, the length is 20 millimeters. The at least one wear indicator may include a substantially curved portion having a radius of no less than 11 millimeters and no greater than 15 millimeters. In one embodiment, the radius is 13 millimeters. The at least one wear indicator may include one or more edges meeting at substantially right angles.

Turning now to fig. 7-11, a brake shoe 100 for use on a vehicle includes a backing plate 102, the backing plate 102 configured to connect with a brake head on the vehicle. The backplate 102 includes a body 130. The example backing plate may also include a flange 104 configured to align the brake shoe 100 with a wheel of a vehicle. An example of brake shoe 100 may include a key bridge 106 coupled to backing plate 102 and configured to secure brake shoe 100 to a brake head of a vehicle. Brake shoe 100 includes a composite friction material 108 disposed on backing plate 102 to form a braking surface 110 of the brake shoe that engages a wheel of the vehicle. An intermediate adhesive layer for improving adhesion between the composite friction material 108 and the backing plate 102 may be included that is materially different from the composite friction material 108. One or more additional adhesive layers may be used to further improve the adhesion between the composite friction material 108 and the backing plate 102.

The composite friction material 108 disposed on the body 130 includes two opposing lateral sides 112 and two opposing ends 114. A composite friction material 108 may also be disposed on the flange 104. In an embodiment, brake shoe 100 may include at least one tread trim insert 116 disposed within composite friction material 108, including a wheel trim surface 118, where wheel trim surface 118 and braking surface 110 of brake shoe 100 form a working surface 120 of brake shoe 100 that contacts the wheel during a braking operation. The tread trim insert 116 may be made of a hardened material, such as cast iron, but may alternatively be made of any suitable material having abrasive properties. In an example, the tread trim insert 116 is disposed over the composite friction material 108 disposed on the body 130. However, in embodiments, brake shoe 100 may not include tread trim insert 116. Other embodiments are also suitable for brake shoes that do not include the insert 116 and/or the flange 104.

To improve safety and efficiency by providing a technician with a means to readily determine whether a desired thickness of composite friction material 108 remains adhered to the body 130 of the backing plate 102 of the brake shoe 100, the brake shoe 100 includes at least one wear indicator 500 formed in the backing plate 102 and the composite friction material 108 at the intersection of one of the opposed ends 114, one of the lateral sides 112, and the backing plate 102. As shown, an example of a wear indicator 500 may include a substantially curved portion 520 having a radius. In other examples, the wear indicator 500 may include one or more edges that meet at substantially right angles. One or more wear indicators 500 may be formed on the brake shoes; however, in an embodiment, at least one wear indicator 500 intersects lateral side 112 of brake shoe 100 at a location that is readily observable by a technician without removing a brake shoe that has been installed on a vehicle. In an example, this may be a lateral side 112 opposite the flange 104.

According to one aspect, the formation of wear indicators 500 in back plate 102 will not interfere with the use of stop lugs 560. The at least one wear indicator may have a width B of no less than 3 millimeters and no greater than 7 millimeters. The width B may be 5 mm. The depth D of the wear indicator 500 should be sufficient to allow a technician to see by comparison whether the desired thickness of the composite friction material 108 remains on the brake shoe 100. In an example, the depth D may include at least the discard limit 550 of the composite friction material 108. Examples of the at least one wear indicator may have a depth D of no less than 9 millimeters and no greater than 11 millimeters, such as 10 millimeters. The at least one wear indicator 500 may have a length C of no less than 15 millimeters and no greater than 25 millimeters. The length C may be 20 mm. In an example, as shown, the at least one wear indicator 500 may include a substantially curved portion 520 having a radius E of not less than 11 millimeters and not greater than 15 millimeters. For example, the radius E may be 13 millimeters.

The wear indicator 500 allows a technician to readily determine whether the desired thickness of the composite friction material 108 remains on the body 130 of the brake shoe 100.

By providing a brake shoe having one or more of the dimensional characteristics described herein, e.g., one or more of the indicated dimensional ratios of the various components of the brake shoe, shoe-wheel alignment may be improved (relative to a brake shoe without such dimensional characteristics). In addition to other aspects described herein, it is contemplated that this may result in a 10-20% longer life of the brake shoe and may also result in a 15% or greater improvement in wheel truing relative to a brake shoe without such dimensional features.

A brake shoe may include a backing plate configured to connect with a brake head of a vehicle. The backing plate includes a body and a flange affixed to the body and configured to align the brake shoe with a wheel of the vehicle. The brake shoe may also include a composite friction material disposed on the backing plate. The composite friction material may define a braking surface for engaging a wheel of the vehicle.

Optionally, the brake shoe may further include at least one tread trim insert disposed within the composite friction material. The insert may include a wheel truing surface that, together with the braking surface of the brake shoe, forms a working surface that contacts the wheel during braking. That is, the wheel dressing surface of the tread dressing insert may be coextensive with the braking surface, both of which collectively act as a working surface that contacts/engages the wheel during braking.

Optionally, a ratio of the shortest horizontal distance of the brake shoe to the shortest vertical distance of the brake shoe may be at least 1.07 and not more than 1.25. The shortest horizontal distance may be defined as extending from a first vertical plane longitudinally bisecting the body to a second vertical plane longitudinally bisecting the flange. The shortest vertical distance may be defined as extending from a first horizontal plane to a second horizontal plane. The first horizontal plane intersects a vertical lowest point of the working surface disposed on the body at a point on a vertical plane bisecting the brake shoe laterally, and the second horizontal plane intersects a vertical highest point of the braking surface disposed inside the flange.

Optionally, the ratio of the length of the body of the brake shoe to the length of the flange may be a minimum of 1.3 and no greater than 1.7. Alternatively, the ratio of the shortest vertical distance from a first horizontal plane to a second horizontal plane to the width of a flat portion of the braking surface, which is disposed inside the flange and intersects the second horizontal plane, may be at least 12 and not more than 21. The first horizontal plane intersects a vertical lowest point of the working surface disposed on the body at a point on a vertical plane that transversely bisects the brake shoe. The second horizontal plane intersects a vertically highest point of the braking surface disposed inwardly of the flange.

Optionally, the ratio of the radius of curvature of the braking surface provided on at least one curved portion of the flange to the width of a flat portion of the braking surface provided at the vertically highest point of the interior of the flange may be at least 2 and not more than 6. Alternatively, the ratio of the shortest vertical distance from the first horizontal plane to the second horizontal plane to the outer horizontal width of the flange may be at least 1.09 and not more than 1.23. The first horizontal plane intersects a vertical lowest point of the working surface disposed on the body at a point on a vertical plane that transversely bisects the brake shoe. The second horizontal plane intersects a vertically highest point of the braking surface disposed inwardly of the flange.

Optionally, a ratio of a shortest distance from a first vertical plane to a second vertical plane parallel to the first vertical plane to a radius of curvature of the braking surface disposed on the at least one curved portion of the flange may be at least 2.0 and not more than 2.7. The first vertical plane bisects a width of a flat portion of the braking surface disposed at a vertically highest point inside the flange. The second vertical plane defines a vertical extension of the flange.

Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material. The brake shoe may have a ratio of the vertical height of the insert to the width of a portion of the insert that is not covered by the composite friction material prior to sanding (or otherwise machining or otherwise removing the portion to form the working surface prior to initial use of the brake shoe) of at least 3.3 and no greater than 4.7.

Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material. The brake shoe may have a ratio of a vertical height of the insert to a maximum width of the dressing face of at least 0.94 and no greater than 1.09. Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material. The brake shoe may have a ratio of a vertical height of the insert to a maximum width of a base of the insert of at least 0.79 and no greater than 0.92.

Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material. The brake shoe may have a ratio of a maximum width of a base of the insert to a width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working surface prior to initial use of the brake shoe, which may be a minimum of 3.8 and no greater than 5.7.

Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material. The brake shoe may have a ratio of a maximum width of a base of the insert to a maximum width of the dressing surface of at least 1.09 and no greater than 1.28.

Optionally, the brake shoe includes at least one tread trim insert disposed within the composite friction material and including a wheel trim face forming a working face with the braking face of the brake shoe that contacts the wheel during braking, the brake shoe may have a number of features described herein, for example it may have one or more of the following: the ratio of the maximum width of the base of the insert to the maximum width of the finishing surface is at least 1.09 and not more than 1.28; and/or a ratio of a maximum width of a base of the insert to a width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working face prior to initial use of the brake shoe is at least 3.8 and not greater than 5.7; and/or the ratio of the vertical height of the insert to the maximum width of the base of the insert is at least 0.79 and no greater than 0.92; and/or the ratio of the vertical height of the insert to the maximum width of the finishing face is at least 0.94 and not more than 1.09; and/or a ratio of a vertical height of the insert to a width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working face prior to initial use of the brake shoe is at least 3.3 and no greater than 4.7; and/or a ratio of a shortest vertical distance from a first horizontal plane to a second horizontal plane to an outer horizontal width of the flange is at least 1.09 and no greater than 1.23, wherein the first horizontal plane intersects a vertical lowest point of the working surface disposed on the body at a point on a vertical plane that transversely bisects the brake shoe, and the second horizontal plane intersects a vertical highest point of the braking surface disposed on an interior portion of the flange; and/or the ratio of the shortest vertical distance to the width of a flat portion of the braking surface disposed inside the flange and intersecting the second horizontal plane is at least 12 and not more than 21; and/or a ratio of a shortest horizontal distance to the shortest vertical distance is at least 1.07 and no greater than 1.25, the shortest horizontal distance extending from a second vertical plane longitudinally bisecting the body to a third vertical plane longitudinally bisecting the flange.

A brake shoe may include a backing plate configured to be coupled to a brake head on a vehicle and a composite friction material disposed on the backing plate to form a braking surface of the brake shoe for engagement with a wheel of the vehicle. The composite friction material may include two opposing ends and two opposing lateral sides. The brake shoe may further include at least one wear indicator formed in the backing plate and the composite friction material at the intersection of one of the opposed ends, one of the lateral sides and the backing plate. The at least one wear indicator may have a width of no less than 3 millimeters and no greater than 7 millimeters, a length of no less than 15 millimeters and no greater than 25 millimeters, and a depth of no less than 9 millimeters and no greater than 11 millimeters.

Optionally, the at least one wear indicator may include a substantially curved portion having a radius of no less than 11 millimeters and no greater than 15 millimeters. Optionally, the radius of the substantially curved portion of the at least one wear indicator may be 13 millimeters. Optionally, the at least one wear indicator may further comprise one or more edges meeting substantially at a right angle. Alternatively, the at least one wear indicator may have a width of 5 millimeters, the at least one wear indicator may have a depth of 10 millimeters, and the at least one wear indicator may have a length of 20 millimeters.

Optionally, the brake shoe may include at least one tread trim insert disposed within the composite friction material and including a wheel trim face forming a working surface with the braking surface of the brake shoe that contacts the wheel during braking. Optionally, the ratio of the maximum width of the base of the insert to the maximum width of the finishing surface may be at least 1.09 and not more than 1.28; and/or the ratio of the maximum width of the insert seat to the width of a portion of the insert that is not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working face prior to the initial use of the brake shoe may be a minimum of 3.8 and no greater than 5.7; and/or the ratio of the vertical height of the insert to the maximum width of the base of the insert may be at least 0.79 and no greater than 0.92; and/or the ratio of the vertical height of the insert to the maximum width of the finishing face may be at least 0.94 and no greater than 1.09; and/or the ratio of the vertical height of the insert to the width of the portion of the insert that was not covered by the composite friction material prior to grinding or otherwise removing the portion to form the working face prior to the initial use of the brake shoe may be a minimum of 3.3 and not greater than 4.7; and/or the ratio of the shortest vertical distance from a first horizontal plane intersecting a vertical lowest point of the working surface disposed on the body on a point on a vertical plane bisecting the brake shoe laterally to a second horizontal plane intersecting a vertical highest point of the braking surface disposed on the interior of the flange to the outer horizontal width of the flange may be at least 1.09 and no greater than 1.23; and/or the ratio of the shortest vertical distance to the width of a flat portion of the braking surface disposed inside the flange and intersecting the second horizontal plane may be at least 12 and no greater than 21; and/or a ratio of a shortest horizontal distance extending from a second vertical plane longitudinally bisecting the body to a third vertical plane longitudinally bisecting the flange to the shortest vertical distance may be at least 1.07 and no greater than 1.25. Optionally, the ratio of the length of the body of the brake shoe to the length of the flange may be a minimum of 1.3 and no greater than 1.7, the ratio of the radius of curvature of the braking face disposed on at least one curved portion of the flange to the width of a flat portion of the braking face disposed at the vertically highest point of the interior of the flange may be a minimum of 2 and no greater than 6, and the ratio of the shortest distance from a first vertical plane bisecting the width of the flat portion of the braking face disposed at the vertically highest point of the interior of the flange to a second vertical plane parallel to the first vertical plane defining the vertical extension of the flange to the radius of curvature of the braking face disposed on at least one curved portion of the flange may be a minimum of 2.0 and no greater than 2.7.

The singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise. "optional" or "optionally" means that the subsequently described event or circumstance may or may not occur, and that the description may include instances where the event occurs and instances where it does not. Approximating language, as used herein throughout the specification and claims, may be applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as "about", "substantially" and "approximately", may not be limited to the precise value specified. In at least some cases, the approximating language may correspond to the precision of an instrument for measuring the value. Here and throughout the specification and claims, limitations on ranges may be combined and/or interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise.

It is to be understood that the subject matter described herein is not limited in its application to the details of construction and the arrangement of components set forth in the description or illustrated in the drawings. The subject matter described herein is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of "including," "comprising," or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Furthermore, in the following claims, the phrases "at least a or B", "a and/or B", and "one or more of a or B" (where "a" and "B" represent claim elements) are used to include 1) a, 2) B, and/or 3) a and B.

This written description uses examples to disclose embodiments, including the best mode, and also to enable any person skilled in the art to practice such embodiments, including making and using any devices or systems and performing any incorporated methods. The claims define the patentable scope of the disclosure, and include other examples that occur to those skilled in the art. Such other examples are within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.