Note: Descriptions are shown in the official language in which they were submitted.
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RAILROAD CAR COUPLING SYSTEM
Field of the Invention Disclosure
[0001] The present invention disclosure generally relates to railroad cars
and, more
specifically, to a railroad car coupling system for releasably connecting
adjacent railcar ends
to each other.
Background
[0002] During the process of assembling or "making-up" a train consist,
railcars are run into
and collide with each other to couple them together. Since time is money, the
speed at which
the railcars are coupled has significantly increased. Moreover, and because of
their increased
capacity, railcars are heavier than before. These two factors and others have
resulted in
increased damages to the railcars when they collide and, frequently, to the
lading carried
within such railcars.
[0003] As railroad car designer/builders have reduced the weight of their
designs, they have
also identified a need to protect the integrity of the railcar due to
excessive longitudinal loads
being placed thereon, especially as the railcars are coupled to each other.
Whereas, such
longitudinal loads frequently exceed the design loads set by the AAR.
Providing a coupling
system at opposed ends of each railcar has long been known in the art. Such a
system
typically includes a draft assembly comprised of a coupler for releasably
attaching two
railcars to each other and a an energy management or cushioning assembly
arranged in
operable combination with each coupler for receiving and dissipating external
forces
experienced by the coupler during make-up of the train consist and during in-
service
operation of the railcar.
[0004] In-service train action events and impacts occurring during the "make-
up" of a train
consist subject the draft assembly at opposed ends of the railcars to buff
impacts, while in-
service train action events subject the draft assembly to draft impacts. The
impacts
associated with these events are transmitted from the couplers to the
respective energy
management or cushioning assembly and, ultimately, to the railcar body. That
is, as the
couplers are pushed or pulled, be it during in-service operations and/or
during the "make-up"
of a train consist, such movements, although muted to some degree by the
cushioning
assembly, are translated to the railcar body.
[0005] Typically, draft assemblies further include a yoke that is operably
coupled to the
coupler as through a pin or key, a follower, and the cushioning assembly.
Generally, the
follower is positioned against or arranged closely adjacent to the butt or
rear end of a shank
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portion on the coupler in the draft pocket and within confines defined by the
yoke. The
cushioning assembly is positioned between the follower and rear stops on the
draft sill.
[0006] In buff events, the rear or butt end of the coupler moves axially
inward against the
follower and toward rear stops on the draft sill. As the coupler and follower
move rearward,
a portion of the shock or impact event is absorbed and dissipated by the
cushioning assembly.
[0007] In draft events, slack between adjacent railcars is taken up beginning
at the end of the
train and ending at the other end of the train. As a result of the slack being
progressively
taken up, the speed difference between the railcars increases as the slack
inherent with each
coupling system at each end of the railcar in the train consist is taken up,
with the resultant
increase in buff and draft impacts on the coupling system. For example, when a
locomotive
on a train consist of railcars initially begins to move from a stopped or at
rest position, there
may be 100 inches of slack between the 50 pairs of coupling systems. This
slack is taken up
progressively by each pair of joined coupling systems in the train consist.
After the slack in
the coupling system joining the last railcar to the train consist is taken up,
the next to the last
railcar may be moving at 4 miles per hour. Given the above, it will be
appreciated, the slack
in the coupling system of those railcars closest to the locomotive is taken up
very rapidly and
those two railcars closest to the locomotive are subjected to a very large
impact event being
placed thereon. Such large impact events are capable of damaging the lading in
the railcars.
[0008] Moreover, most of today's railcars use and embody air brakes. Such air
brakes
require an air hose to extend between railcars. While bridging the distance
between adjacent
railcars, the length of such air hoses is limited unless two or more air hoses
are coupled to
each other whereby adding to the overall cost. Of course, if the distance
between the railcars
exceeds the length of the air hose, the air hoses will separate from each
other thereby
affecting control over the braking function. Accordingly, there is a need to
limit coupler
travel in draft whereby limiting the distance between railcars during in-
service operation of
the train consist.
[0009] Thus, there is a continuing need and desire for a railcar coupling
system which is
capable of limiting the travel of the system during operation of the railcar
in both buff and
draft directions.
Summary
[0010] According to one aspect of this invention disclosure, there is provided
a railroad car
coupling system including an axially elongated draft sill defining a draft
pocket between front
stops and rear stops on the draft sill. To allow adjacent railcars to be
releasably coupled to
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each other, the railcar coupling system also includes a coupler having a
coupler head
disposed toward a first end and a butt end. As is typical, the head portion of
the coupler
axially extends beyond the draft sill. An energy management or cushioning
assembly is
provided in operable combination with the coupler for receiving and
dissipating external
forces experienced by the coupler. The cushioning assembly is positioned in
the draft pocket
between the front and rear stops. In one embodiment, the cushioning assembly
includes a
draft gear assembly with a walled housing. Alternatively, and without
detracting or departing
from this invention disclosure, the energy management system or cushioning
assembly can
include multiple cushioning assemblies arranged in generally axially aligned
relation relative
to each other.
[0011] A yoke, disposed within the pocket defined by the draft sill, also
forms part of the
coupling system. The yoke includes a back wall, a top wall joined to and
axially extending
from the back wall toward an open forward end of the yoke, and a bottom wall
joined to and
axially extending from the back wall toward the open forward end of the yoke.
The top wall
and bottom wall of the yoke are vertically separated from each other and
embrace the
cushioning assembly for sliding movements therebetween. The back wall of the
yoke is
disposed to contact the rear end of the cushioning assembly. The top and
bottom walls of the
yoke are operably coupled to the coupler toward a forward open end of the
yoke. .
[0012] One of the salient features of this invention disclosure involves
providing each of the
top and bottom walls of the yoke with two stops which extend in opposed
lateral directions
from each other. Four forward facing surfaces on the stops are arranged in
generally coplanar
relationship with each other. Suffice it to say, the coupling system has a
neutral position, a
full buff position disposed a first predetermined distance from the neutral
position, and a full
draft position disposed a second predetermined distance from the neutral
position, with the
full buff and full draft positions for the energy absorption coupling system
being disposed in
opposite directions from the neutral position. In those embodiments wherein
the cushioning
assembly includes a draft gear assembly with a walled housing, the yoke is
slidably movable
relative to the walled housing of the draft gear assembly or draft gear
assemblies.
[0013] A follower is mounted substantially between the top and bottom walls of
the yoke for
receiving forces experienced by the coupler member. The follower is positioned
transversely
relative to the longitudinal axis of the yoke and has a generally rectangular
configuration
including a front face and a rear face. The follower is arranged urged toward
the open end of
the yoke by the cushioning assembly such that the front face of the follower
is urged into
contact with the butt end of the coupler. A top side of the follower is
configured with two
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laterally spaced vertical extensions disposed toward opposed upper corners of
the follower.
A bottom side of the follower is configured with two laterally spaced vertical
extensions
disposed toward opposed lower corners of the follower. Forward facing surfaces
on the
extensions are arranged in generally coplanar relationship relative to each
other and enhance
the surface contact area with the front pair of stops on the draft sill while
furthermore
enhancing the distribution of forces when the follower engages the front stops
on the center
sill when the coupling system is in a full draft condition. Rearward facing
surfaces on the
extensions are arranged in generally coplanar relationship to each other and
operably engage
with the forward facing stop surfaces on the yoke so as to furthermore enhance
the
distribution of forces when the follower engages the front stops on the center
sill when the
coupling system is in a full draft condition.
[0014] Preferably, the draft travel of the coupling system is independently
controlled relative
to buff travel and is regulated as a function of the location of the four
forward facing stops on
said yoke. In one form, the railroad car coupling system will have a total
combined travel in
both draft and buff directions of about 6.5 inches. With other cushioning
assembly designs,
the combined travel in both draft and buff directions can be greater or less
than 6.5 inches
without detracting or departing from the spirit and scope of this invention
disclosure.
[0015] The stops on the yoke preferably prevent potential separation of the
coupler from the
center sill structure. In one form, the stops on the yoke are formed integral
with the top and
bottom walls of the yoke. In a preferred embodiment, the two stops on the top
wall of the
yoke are arranged in generally coplanar relation with the top wall of the yoke
while the other
two stops on the bottom wall of the yoke are arranged in generally coplanar
relation with the
bottom wall of the yoke.
[0016] According to another feature of this invention disclosure, there is
provided a railroad
car coupling system extending longitudinally into a car center sill structure
for releasably
connecting adjacent railcar ends. The center sill structure defines a cavity,
a longitudinal
axis, along with longitudinally spaced pairs of front and rear stops.
According to this aspect
of the invention disclosure, the coupling system includes a yoke movably
retained within the
cavity defined by the center sill structure. The yoke has a longitudinal axis
arranged in
general alignment with the center sill longitudinal axis and includes top and
bottom walls
which extend longitudinally and generally parallel to each other. The top and
bottom and
bottom walls of the yoke are connected to a rear wall so as to define a yoke
pocket with an
open end. The top wall of the yoke has two forward facing stops which are
arranged in
generally coplanar relationship relative to each other and extend in opposed
lateral directions
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relative to the longitudinal axis of the yoke. The bottom wall of the yoke has
two forward
facing stops which are arranged in generally coplanar relationship relative to
each other and
extend in opposed lateral directions relative to the longitudinal axis of the
yoke. The forward
facing stops on the top and bottom walls of the yoke are arranged in generally
coplanar
relationship relative to each other. Preferably, the stops on the yoke prevent
potential
separation of the coupler from the center sill structure.
[0017] The coupling system also includes a coupler having a coupler head
disposed toward a
first end and outward from an end of the center sill and a butt end extending
from the coupler
head and longitudinally into the yoke pocket. The coupler is operably coupled
to the yoke.
Moreover, an energy management or cushioning assembly is arranged in the yoke
pocket for
receiving and dissipating external forces experienced by said coupler member,
with such
forces being transferred from the coupler head to the butt end of the coupler.
In one
embodiment, the cushioning assembly includes a draft gear assembly having a
walled
housing. In those embodiments where the cushioning assembly includes a walled
housing,
the yoke of the coupling system is slidably movable relative to the walled
housing of the
cushioning assembly.
[0018] The coupling system also includes a follower arranged substantially
between the top
and bottom walls of the yoke for receiving forces experienced by the coupler.
The follower
is positioned transversely relative to the longitudinal yoke axis and includes
a front face and a
rear face. The follower is arranged urged toward an open end of the yoke by
the cushioning
assembly such that the front face of the follower is urged into contact with
the butt end of the
coupler. The follower contacts the front pair of stops on the center sill when
the coupling
system is in a neutral or full draft condition. In one embodiment, the
follower and yoke
define cooperating instrumentalities for restricting a type of follower which
can be mounted
substantially between the top and bottom walls of the yoke.
[0019] The cooperating instrumentalities for restricting the type of follower
which can be
mounted substantially between the top and bottom walls of the yoke preferably
includes
preclusion gussets on one of the yoke and the follower and relief notches
defined by the other
of the yoke and the follower. In a preferred embodiment, the preclusion
gussets of the
cooperating instrumentalities for restricting the type of follower which can
be mounted
substantially between said top and bottom walls of said yoke are arranged on
the yoke a
further distance from the rear wall of the yoke than are the stops on the
yoke.
[0020] In a preferred form, the draft travel of the coupling system is
independently controlled
relative to buff travel of the coupling system and is regulated as a function
of the location of
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the four forward facing stops on the yoke. In one form, the railroad car
coupling system will
have a total combined travel in both draft and buff directions of about 6.5
inches. Depending
upon the cushioning assembly design, however, the combined travel in both
draft and buff
directions can be greater or less than 6.5 inches without detracting or
departing from the spirit
and scope of this invention disclosure.
[0021] Preferably, two stops on the yoke are formed integral with each of the
top and bottom
walls of the yoke. In one form, the two stops on the top wall of the yoke are
arranged in
generally coplanar relation with the top wall of the yoke while the two stops
on the bottom
wall of the yoke are arranged in generally coplanar relation with the bottom
wall of the yoke.
[0022] According to another aspect of this invention disclosure, there is
provided a railroad
car coupling system extending longitudinally into a car center sill structure
for releasably
connecting adjacent railcar ends. The center sill structure defines a cavity,
a longitudinal
axis, along with longitudinally spaced pairs of front stops and rear stops.
According to this
aspect of the invention disclosure, the coupling system includes a yoke
retained within the
cavity defined by the center sill structure. The yoke has a longitudinal axis
arranged in
general alignment with the center sill longitudinal axis and includes top and
bottom walls
which extend longitudinally and generally parallel to each other toward am
open end of the
yoke. The top and bottom walls of the yoke are each connected to a rear wall
so as to define
a yoke pocket. The top wall of the yoke has two forward facing stops which are
arranged in
generally coplanar relationship relative to each other and extend in opposed
lateral directions
relative to the longitudinal axis of the yoke. The bottom wall of the yoke has
two forward
facing stops which are arranged in generally coplanar relationship relative to
each other and
extend in opposed lateral directions relative to the longitudinal axis of the
yoke. The forward
facing stops on the top and bottom walls of the yoke are all arranged in
generally coplanar
relationship relative to each other. Advantageously, and if the yoke should
fail or otherwise
break, the stops on the yoke guard against adjacent railcars from becoming
inadvertently
separated from each other. Preferably, the stops are formed integral with the
top and bottom
walls of the yoke.
[0023] The coupling system further includes a coupler having a coupler head
disposed
toward a first end and outward from an end of the center sill and a butt end
extending from
the coupler head and longitudinally into the yoke pocket. The coupler is
operably coupled to
the yoke. An energy management or cushioning assembly is arranged in the yoke
pocket for
receiving and dissipating external forces experienced by the coupler; with the
forces being
transferred from the coupler head to the butt end of the coupler.
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[0024] In this alternative embodiment of the invention disclosure, the
coupling system further
includes a follower mounted substantially between the top and bottom walls of
the yoke for
receiving forces experienced by the coupler. The follower is positioned
transversely relative
to the longitudinal axis of the yoke and has a generally rectangular
configuration including a
front face and a rear face. The follower is arranged urged toward the open end
of the yoke by
the cushioning assembly such that the front face of the follower is urged into
contact with the
butt end of the coupler. A top side of the follower is configured with two
laterally spaced
vertical extensions disposed toward opposed upper corners of the follower. A
bottom side of
the follower is configured with two laterally spaced vertical extensions
disposed toward
opposed lower corners of the follower. Forward and rearward facing surfaces on
the follower
extensions are arranged in generally coplanar relationship relative to each
other. The forward
facing surfaces on the follower extensions are arranged in operable engagement
with the front
stops on the center sill when the coupling system is in either a neutral or
full draft position or
condition. The rearward facing surfaces on the follower extensions are
arranged in operable
engagement with the forward facing stops on the yoke so as to enhance the
distribution of
force when the forward facing surfaces on the extensions operably engage the
front stops on
the center sill when the coupling system is in a full draft condition. In this
embodiment, the
follower and the yoke define cooperating instrumentalities for restricting the
follower which
can be mounted substantially between the top and bottom walls of the yoke.
[0025] Preferably, the draft travel of the coupling system is independently
controlled relative
to buff travel of the coupling system and is regulated as a function of the
location of the four
forward facing stops on the yoke. In one form, the railroad car coupling
system will have a
total combined travel in both draft and buff directions of about 6.5 inches.
As discussed
above, with other cushioning assembly designs, the combined travel in both
draft and buff
directions can be greater or less than 6.5 inches without detracting or
departing from the spirit
and scope of this invention disclosure.
[0026] In a preferred embodiment, the cushioning assembly includes a draft
gear assembly
having a walled housing. In one form, the two stops on the top wall of the
yoke are arranged
in. generally coplanar relation with the top wall of the yoke and the other
two stops on the
bottom wall of the yoke are arranged in generally coplanar relation with the
bottom wall of
the yoke. In those embodiments where the cushioning assembly includes a draft
gear
assembly with a walled housing, the yoke is slidably movable relative to the
walled housing
of the draft gear assembly.
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[0027] Preferably, the cooperating instrumentalities for restricting the type
of follower which
can be mounted substantially between the top and bottom walls of the yoke
includes
preclusion gussets on one of the yoke and the follower and relief notches
defined by the other
of the yoke and follower. In a preferred embodiment, the preclusion gussets of
the
cooperating instrumentalities for restricting the type of follower which can
be mounted
substantially between the top and bottom walls of the yoke are arranged on the
yoke a further
distance from the rear wall of the yoke than are the stops on the yoke.
Description of the Drawings
[0028] FIG. 1 is a side view of a railcar embodying principals and teachings
of the present
invention disclosure;
[0029] FIG. 2 is an enlarged fragmentary longitudinal sectional view of a
portion of an
energy absorption/coupling system embodying principals and teachings of this
invention
disclosure,
[0030] FIG. 3 is a sectional view taken along line 3- 3 of FIG. 2;
[0031] FIG. 4 is a sectional view taken along line 4 -4 of FIG. 3 showing the
first
embodiment of the energy absorption/coupling system in a neutral position;
[0032] FIG. 5 is a perspective view of one element of the energy
absorption/coupling system
shown in FIGS 2 and 3;
[0033] FIG. 6 is a sectional view taken along line 6 ¨ 6 of FIG. 2;
[0034] FIG. 7 is an enlarged sectional view taken along line 7 -7 of FIG. 2;
[0035] FIG. 8 is an enlarged sectional view taken along line 8 -8 of FIG. 7;
[0036] FIG. 9 is an enlarged view similar to FIG. 2 showing the energy
absorption/coupling
system in a full buff position;
[0037] FIG. 10 is an enlarged view similar to FIG. 4 showing the energy
absorption/coupling
system in a full buff position;
[0038] FIG. 11 is an enlarged view similar to FIG. 9 but showing the energy
absorption/coupling system in a full draft position; and
[0039] FIG. 12 is an enlarged view similar to FIG. 10 but showing the energy
absorption/coupling system in a full draft position;
Detailed Description
[0040] While this invention disclosure is susceptible of embodiment in
multiple forms, there
is shown in the drawings and will hereinafter be described preferred
embodiments, with the
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understanding the present disclosure is to be considered as setting forth an
exemplification of
the disclosure which is not intended to limit the disclosure to the specific
embodiments
illustrated and described.
[0041] Referring now to the drawings, wherein like reference numerals indicate
like parts
throughout the several views, there is shown in FIG. 1 a railroad car,
generally indicated by
reference numeral 10. Although a railroad freight car is illustrated in the
drawings for
exemplary purposes, it will be appreciated the teachings and principals of
this invention
disclosure relate to a wide range of railcars including but not limited to
railroad freight cars,
tank cars, railroad hopper cars, and etc. Suffice it to say, railcar 10 has a
railcar body 12, in
whatever form, supported on a draft sill or center sill structure 14 defining
a longitudinal axis
16 (FIG. 2) for and extending substantially the length of railcar 10. Railcar
10 includes a
conventional brake system which is preferably operated by air. In this regard,
and as known
in the art, air hoses 17 (FIG. 1) extend from opposite ends of the car and
operably connect
with air hoses from an axially adjacent railcar after the cars are coupled in
a train consist
relative to each other.
[0042] As shown in FIG. 1, a coupling system, generally identified by
reference numeral 20,
and embodying teachings and principals of this invention disclosure is
provided toward
opposed ends of the railcar 10. In a preferred embodiment, and to reduce
costs, the coupling
system provided toward opposed ends of the railcar 10 are substantially
identical and, thus,
are both identified by reference numeral 20.
[0043] Returning to FIG. 2, the draft sill or center sill structure 14 defines
a cavity 21. The
center sill structure 14 can be cast or fabricated and has standard features.
In the
embodiment shown in FIG, 2, and toward each end thereof, the center sill
structure 14 has
stops including a laterally spaced pair of front stops 23 and laterally spaced
pair of rear stops
23' connected to laterally spaced walls 24 and 26 of the center sill structure
14 (FIG. 3). The
front and rear pairs of stops 23 and 23', respectively, are longitudinally
spaced apart from
each other. In a preferred embodiment, the front and rear pairs of stops 23
and 23',
respectively, extend the full height of the draft sill or center sill
structure 14.
[0044] In the embodiment shown in FIG. 3, the center sill structure 14 also
has a top wall 28,
although it will be appreciated the present invention disclosure is equally
applicable to and
can be used with a sill structures lacking such a top wall. Returning to FIG.
2, the stops 23,
23'on the center sill structure 14 combine to define a draft gear pocket 30
therebetween. The
center sill structure 14 can have other standard features and is preferably
made of standard
materials in standard ways. The coupling system 20 of this invention
disclosure may
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advantageously be used with either cast or fabricated draft sills. In one
embodiment, the draft
gear pocket, i.e., the longitudinal distance between the inboard faces of the
front pair of stops
23 and the inboard faces of the rear pair of stops 23' measures 24.625 inches.
[0045] As shown in FIG. 4, each coupling system 20 has a draft system 40
primarily
including a standard coupler 50 and an energy management or cushioning
assembly 80 in
longitudinally disposed and operable combination relative to each other. The
standard
coupler 50 of each draft system 40 includes a head portion 52 and butt or
shank portion 54,
preferably formed as a one-piece casting. As is typical, the coupler head
portion 52 extends
longitudinally outward from the center sill structure 14 to engage a similar
coupler 50'
extending from an end of a second and adjacent railcar to be releasably
coupled or otherwise
connected to car 10. In operation, the butt or shank portion 54 of the coupler
50 is guided for
generally longitudinal movements by the center sill structure 14 of the
railcar 10.
[00461 Preferably, each draft system 40 furthermore includes a yoke 60 which
is retained
within the cavity 21 (FIG. 2) of the center sill structure and has a
longitudinal axis 61. When
disposed within the cavity 21, the longitudinal axis 14 of car 10 and the
longitudinal axis 61
of yoke 60 are preferably arranged in generally coaxial relationship with each
other. In one
form, the yoke 60 comprises an open-ended steel casting or it can be
fabricated from separate
steel components. In the embodiment illustrated by way of example in FIG. 4,
yoke 60 is
configured for use with a standard F coupler but it will be appreciated with
slight redesign
efforts, known to those skilled in the art, the teachings and principals of
this invention
disclosure equally apply to a yoke which is configured for use with a standard
E coupler
without detracting or departing from the novel spirit and broad scope of this
invention
disclosure.
[0047] As shown in FIG. 2, yoke 60 has a sideways inverted generally U-shaped
configuration including back wall 62, an axially elongated top wall 64 joined
to and axially
extending longitudinally from the back wall 62 toward a forward end of the
cushioning
assembly 80 and an elongated bottom wall 66 joined to and axially extending
longitudinally
from the back wall 62 toward the forward end of the cushioning assembly 80.
The walls 62,
64 and 66 of yoke combine with each other to define a linearly unobstructed
yoke pocket or
chamber 67 extending from the back wall 62 to the open end thereof. As known,
the top wall
64 and bottom wall 66 of yoke 60 extend generally parallel and are separated
from each other
to readily accommodate the cushioning assembly 80 therein (FIG. 3). In the
illustrated
embodiment, the top and bottom walls 64 and 66, respectively, of yoke 60
embrace the
cushioning assembly 80 therebetween and allow for endwise or longitudinal
sliding
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movements of the cushioning assembly relative thereto. As shown in FIG. 2, the
yoke 60 is
configured such that the back wall 62 of the yoke 60 presses against and
pushes the
cushioning assembly 80 forward during a draft operation of the coupling system
20. Toward
a forward open end thereof, and after other components of the draft system 40
are arranged in
operable combination relative to each other, as discussed below, yoke 60 is
operably coupled
to the shank or butt portion 54 of coupler 50 as by a key or pin.
[0048] The cushioning assembly 80 of each energy absorption/coupling system 20
is
installed in general alignment with the longitudinal axis 16 between the pairs
of stops 23, 23'
for receiving and dissipating external forces experienced by the coupler 50;
with such forces
being transferred from the coupler head portion 52 to the butt end 54 of the
coupler 50 during
make-up of a train consist and in-service operations of such a train consist.
As will be
appreciated by those skilled in the art, the energy management device or
cushioning assembly
80 can take on any of a myriad of different designs and different operating
characteristics
without seriously departing or detracting from the true spirit and novel
concept of this
invention disclosure.
[0049] As an example, the cushioning assembly 80 can include a draft gear
assembly
generally designated by reference numeral 81 which can be accommodated in a
conventionally sized draft gear pocket. The draft gear assembly 81 can be of
the type
manufactured and sold by Miner Enterprises, Inc. of Geneva, Illinois under
Model No. IF-
880 or Model No. Crown SE or any other equivalent and conventional draft gear
assembly.
Alternatively, and without detracting or departing from this invention
disclosure, the energy
management system or cushioning assembly can include multiple cushioning
assemblies
arranged in generally axially aligned relation relative to each other.
[0050] Suffice it to say, and in the embodiment illustrated by way of example,
the draft gear
assembly 81 includes: a hollow metallic housing 82 having a closed rear end 84
and an open
forward end 86 and series of walls 88 extending between the ends 84 and 86, a
spring biased
linearly reciprocal wedge member 90 forming part of a friction clutch assembly
92, and a
spring assembly 94 which, in the illustrated embodiment, is operably
positioned within the
draft gear assembly housing 82. In the embodiment shown by way of example, the
top and
bottom walls 64 and 66, respectively, of the yoke 60 embrace the housing 82 of
draft gear
assembly 81 therebetween. As shown in FIG. 2, a free end 91 of the wedge
member 90
typically extends a predetermined distance D1 past the open end 86 of the
housing 82 when
the yoke 60 is in a neutral position. In the embodiment illustrated by way of
example in
FIGS. 2 and 4, the free end 91 of the wedge member 90 axially extends about
3.25 inches
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beyond the open end 86 of the draft gear housing 82 when the yoke 60 is in a
neutral position.
In the illustrated embodiment, the draft gear assembly 81 is designed to both
consistently and
repeatedly withstand impact events directly axially theretoward.
[0051] In the embodiment shown by way of example in FIGS. 2 and 4, each draft
system 40
furthermore includes a coupler follower 68 disposed between an inner or free
end 56 of the
shank portion 54 of coupler 50 and the cushioning assembly 80. As is
conventional, the
follower 68 is positioned transversely relative to the longitudinal axis 61 of
yoke 60 for
receiving forces experienced by the coupler member 50. The follower 68 is
movable in both
forward and rearward longitudinal directions. The follower 68 is mounted
substantially
between the top wall 64 and bottom wall 66 of the associated yoke 60. The
coupler follower
68 is configured with a major forward facing first surface 69 disposed to
engage with the free
end 56 of the shank portion 54 of coupler 50 and a major rearward facing
generally flat
second surface 69' disposed to engage with the forward end of the cushioning
assembly 80.
[0052] In the embodiment illustrated by way of example in FIGS. 2 and 4, and
when the
cushioning assembly 80 includes a draft gear assembly, the coupler follower 68
is arranged in
operable combination with the free end 91 of the wedge member 90 of draft gear
assembly 81
and is urged toward an open end of the yoke 60 such that the front or forward
facing surface
69 of the follower 68 is urged into contact with the free end 56 of the shank
portion 54 of
coupler 50 when the coupling system 20 is installed in the center sill or
draft sill 14. In the
embodiment of the follower illustrated by way of example in FIG. 5, the
forward facing first
surface 69 of the coupler follower 68 is shown as being generally flat or
planar. It will be
appreciated, however, the major forward facing surface 69 of follower can have
a
contoured/concave recess for accommodating the free end 56 of the shank
portion 54 of
coupler 50 without detracting or departing from either the spirit or broad
scope of this
invention disclosure.
[0053] To enhance the ability of the follower 68 to distribute forces across a
broader area, in
the embodiment illustrated in FIGS. 5 and 6, the follower 68 has a generally H-
shaped
configuration. A top or upper side 70 of the follower 68 is configured with
two laterally
spaced upstanding vertical extensions 72 and 72' disposed toward opposed upper
corners of
the follower 68. Preferably, a forward facing surface 73 on each extension 72
and 72' is
disposed in generally planar relationship relative to each other. Moreover, in
a preferred
embodiment, and to add strength and rigidity thereto, the extensions 72 and
72' are formed
integral with the remainder of the follower 68. In the embodiment illustrated
in FIG. 5, a
rearward facing surface 73' on each extension 72 and 72' is disposed in
generally planar
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relationship relative to each other. In the illustrated embodiment, the
rearward facing surface
73' on each extension 72 and 72' is also disposed in generally planar
relationship relative to
the major rearward surface 69' on the follower 68.
[0054] A bottom or lower side 75 of the follower 68 is configured with two
laterally spaced
vertical depending extensions 76 and 76' disposed toward opposed lower corners
of the
follower 68. The upper or top side 70 of the follower 68 is vertically
separated from the
bottom or lower side of the follower 68 by a distance generally equal to, or
less than, the
distance separating the top and bottom walls 64 and 66, respectively, of yoke
60. Preferably,
a forward facing surface 77 on each extension 76 and 76' is disposed in
generally planar
relationship relative to each other and in generally coplanar relationship
with the forward
facing surface 73 on the extensions 72 and 72'. Moreover, in a preferred
embodiment, and to
add strength and rigidity thereto, the extensions 76 and 76' are formed
integral with the
remainder of the follower 68. In the embodiment illustrated in FIG. 7, a
rearward facing
surface 77' on each extension 76 and 76' is disposed in generally planar
relationship relative
to each other and in generally coplanar relationship to the rearward facing
surface 73' on
each extension 72 and 72' (FIG. 5).
[0055] In a preferred embodiment illustrated in FIGS. 6, 7 and 8, the yoke 60
and follower 68
define cooperating instrumentalities 100 for limiting the particular type of
follower that can
be used in operable combination with yoke 60. In the embodiment illustrated by
way of
example in FIGS. 5 and 6, the follower 68 is provided with a plurality of
stress relief notches
or grooves 102, 104, 106 and 108. The reliefs 102, 104, 106 and 108 are
preferably provided
in each corner area where the extensions 72, 72' and 76, 76' project or
protrude from the
remainder of the follower 68. Of course, those components comprising the
cooperating
instrumentalities can be readily reversed from that illustrated and described
without
detracting or departing from the spirit and scope of this invention
disclosure.
[0056] In the embodiment illustrated by way of example in FIG. 6, the
cooperating
instrumentalities 100 for limiting the use of a standard follower in operable
combination with
yoke 60 further includes a plurality of preclusion gussets 112, 114, 116 and
118 provided on
the yoke 60. More specifically, and in the illustrated embodiment, preclusion
gussets 112
and 114 are preferably provided on the top wall 64 of yoke 60 between the
follower 68 and
the open end of the yoke 60. Moreover, in the illustrated embodiment,
preclusion gussets 116
and 118 are preferably provided on the bottom wall 66 of yoke 60 between the
follower 68
and the open end of the yoke 60. The preclusion gussets 112, 114, 116 and 118
are
preferably arranged on the yoke 60 to operably engage with the follower 68
when the
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coupling assembly 80 is in a neutral position. As schematically illustrated in
FIGS. 7 and 8,
the preclusion gussets 112, 114, 116 and 118 on the yoke 60 cooperate with the
stress relief
notches or grooves 102, 104, 106 and 108, respectively, on the follower 68 so
as to: a) allow
the follower 68 to reach its maximum travel during its reciprocal movements
during
operation; and, b) inhibit use of a standard (generally rectangularly shaped)
follower; and, c)
permit the follower 68 to advantageously distribute draft loads over a broader
area than
heretofore known followers.
[0057] As illustrated in FIG. 2, when the coupling system 20 is installed in
the center sill or
draft sill 14 and the coupling system 20 is in a neutral or draft position,
the forward facing
surface 69 of the follower 68 is urged into operable engagement with the butt
or free shank
end 54 of the coupler 50. Moreover, when the coupling system 20 is installed
in the center
sill or draft sill 14 and the coupling system 20 is in a neutral or draft
position, the front or
forward facing surface 73 on each extension 72 and 72' of the follower 68
along with the
forward facing surface 77 on each extension 76 and 76' of the follower 68 are
all urged into
contact with the front pair of stops 23 on the center sill 14.
[0058] With the present invention disclosure, the cushioning assembly 80 of
each system 20
can be relatively easily installed in the draft gear pocket 30 using standard
and well known
installation procedures and in operable combination with the coupler 50. In
the illustrated
embodiment, and after the draft gear assembly 81 is in place in the center
sill 14, standard
support members 95 (FIGS. 2 and 3) can be attached to flanges 25 and 27 on the
center sill
walls 24 and 26, respectively, to operably support the yoke 60 and draft gear
assembly 81
within draft gear pocket 30 and in operable association with the coupler 50.
[0059] Returning to FIGS. 3 and 4, in the illustrated embodiment, the top wall
64 of the yoke
60 has a two forward facing stops 130 and 130' which extend in opposed lateral
directions
from each other and from the axis 61 of yoke 60. In this illustrated
embodiment, the bottom
wall 66 of the yoke 60 also has two forward facing laterally spaced and
laterally aligned stops
132 and 132' (FIG. 3) which extend in opposed lateral directions from each
other and away
from the axis 61 of yoke 60.
[0060] In a preferred form, the stops 130, 130' are formed integral with the
top wall 64 of
yoke 60 while the stops 132, 132' are formed integral with the bottom wall 66
of yoke 60.
The stops 130, 130', 132 and 132' are arranged relative to each other to
provide the yoke 60
with four co-planar forward-facing stopping surfaces 134, 134' and 136, 136'.
In the
embodiment illustrated by way of example, the stopping surfaces 134, 134' and
136, 136' all
extend generally perpendicular to the longitudinal axis 61 of the yoke 60. As
shown in the
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embodiment illustrated by way of example in FIG. 3, the two stops 130, 130' on
the yoke 60
are preferably disposed above the longitudinal axis 16 and preferably in
generally coplanar
relationship with the top wall 64 of yoke 60. Also, the two stops 132, 132' on
the yoke 60
are preferably disposed below the longitudinal axis 16 and preferably in
generally coplanar
relationship with the bottom wall 66 of the yoke 60. Moreover, two stopping
surfaces 134
and 136 on the yoke 60 are preferably disposed to one lateral side of the
longitudinal axis 16
while two additional stopping surfaces 134' and 136' are disposed to an
opposed lateral side
of the axis 16.
[0061] As shown by way of example in FIG. 8, when each cushioning assembly 20
is in a
neutral position or condition, the co-planar forward-facing stop surfaces 134,
134' and 136,
136' on the stops 130, 130' and 132, 132' on the yoke 60 (FIG. 3) are disposed
a
predetermined distance D2 (FIG. 9) from the confronting rearward facing
surfaces 73' and
77' on the extensions 72, 72' and 76, 76' of follower 68.
[0062] FIGS. 9 and 10 illustrate the coupling system 20 in a full buff
position. In the
embodiment shown by way of example in FIGS. 9 and 10, the rear stops 23' on
the center sill
14 allow the coupling system 20 to be disposed about 3.25 inches from the
neutral position
when in a full buff position, with the rear end 84 of the draft gear housing
82 being
positioned against the stops 23' on the draft gear sill 14. In the illustrated
full buff position of
the coupling system 20, the co-planar forward-facing stopping surfaces 73 and
77 on each
extension 72, 72' and 76, 76', respectively, of the follower 68 extend at
least the
predetermined distance D2 from the front stop members 23 on the center sill
14. Preferably,
the predetermined distance D2 generally equals the distance D1 the free end 91
of the wedge
member 90 typically extends past the open end 86 of the housing 82 when the
yoke 60 is in a
neutral position.
[0063] FIGS. 11 and 12 illustrate the coupling system 20 in a full draft
position or condition.
In the full draft position or condition, and in the embodiment illustrated by
way of example in
FIGS. 11 and 12, yoke 60 is drawn to the left under the influence of the
coupler 50. As the
yoke 60 is drawn to the left under the influence of the coupler 50, the
cushioning assembly 80
axially compresses. In the illustrated embodiment of the cushioning assembly
80, the spring
assembly 94 (FIG. 2) of the draft gear assembly 81 is compressed by the wedge
member 90
axially retracting within the housing 82 as the free end 91 of the wedge
member 90 presses
against the coupler follower 68 which is halted from further movement to the
left by the front
stops 23.
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[0064] During draft travel of the coupling system 20, and in the embodiment
illustrated in
FIG. 2, the distance D1 (FIG. 2) is collapsed by movement of the yoke 60 to
the left as shown
in FIGS. 11 and 12. During draft movements of the coupling system 20, the
multiple co-
planar forward-facing stopping surfaces 134, 134' and 136, 136' on the yoke
stops 130, 130'
and 132, 132', respectively, positively contact and engage with the
confronting and rearward
facing surface 73' and 77' on each extension 72, 72' and 76, 76',
respectively, on the
follower 68. Draft movements of the cushioning assembly 20 will continue until
the forward
facing surface 73 and 77 on each extension 72, 72' and 76, 76' and,
preferably, the front
facing surface area on the follower 68 spanning the distance between the
extensions 72, 76
and 72', 76', engages with the pair of front stops 23 on the draft gear sill
14 whereby halting
further movement of the yoke 60 in the draft direction. As will be readily
appreciated, the
extensions extension 72, 72', 76, 76' on the generally H-shaped follower 68
enhance the
engagement area between both the yoke 60 and the follower 68 as well as the
front stops 23
and the follower 68 whereby advantageously distributing the relatively large
forces over a
broader area and thereby enhancing overall performance characteristics of the
cushioning
assembly.
[0065] Preferably, and in the illustrated embodiment, when the cushioning
assembly 20 is in
a neutral condition or position, the predetermined distance D2 (FIG. 2) the co-
planar forward-
facing stop surfaces 134, 134' and 136, 136' on the yoke 60 is disposed from
the rearward
facing confronting surfaces 73' and 77' on each follower extension 72, 72' and
76, 76' when
the forward facing surface 73 and 77 on each follower extension 72, 72' and
76, 76' operably
engage with the pair of forward stops 23 on the draft sill 14 is about equal
to or less than the
predetermined distance D1 the free end of wedge member 90 axially extends
beyond the open
end 86 of the draft gear housing 82. Of course, and as should be appreciated,
the draft travel
of the system 20 can easily be modified or changed simply by modifying or
otherwise
changing the predetermined distance D2 the co-planar forward-facing stop
surfaces 134, 134'
and 136, 136' on the yoke 60 is disposed from the rearward facing confronting
surfaces 73'
and 76' on each follower extension 72, 72' and 76, 76' when the forward facing
surface 73
and 77 on each follower extension 72, 72' 76, 76'operably engage with the
forward pair of
stops 23. That is, and as will be appreciated from the foregoing, the location
of the stops 130,
130', 132 and 132' on the yoke 60 can: 1) limit draft travel; 2) maximize buff
travel; and, 3)
limit total combined travel of the coupling system 20 while furthermore
advantageously
preventing inadvertent separation of the railcars and unwarranted braking
and/or separation
of the air hoses 17 (FIG. 1); and, limit compression of the coupling system 20
so as to offer
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protection to the spring assembly 94 (FIG. 2) associated with each energy
absorption
apparatus 80 of the coupling system.
[0066] In one embodiment, the coupling system 20 preferably will have a
combined travel in
both buff and draft directions of about 6.5 inches. It should be readily
appreciated from the
above disclosure, however, the travel of the yoke 60 during the draft
operation of the
coupling system 20 can be modified to change the combined travel in both buff
and draft
directions simply by relocating the multiple co-planar forward-facing stopping
surfaces 134,
134', 136 and 136' defined by the stops 130, 130', 132, and 132' from that
disclosed
without detracting or departing from the true spirit and novel concept of this
invention
disclosure. As such, the yoke 60 and, more particularly, locations of the
stops can be
configured to allow greater buff travel than draft travel, if so desired.
100671 From the forgoing, it will be observed numerous modifications and
variations can be
made and effected without departing or detracting from the true spirit and
novel concept of
this invention disclosure. Moreover, it will be appreciated, the present
disclosure is intended
to set forth an exemplification which is not intended to limit the disclosure
to the specific
embodiment illustrated and discussed. Rather, this disclosure is intended to
cover by the
appended claims all such modifications and variations as fall within the
spirit and scope of
the claims.
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