Railcar energy absorption/coupling system

A railcar energy absorption/coupling system including a cushioning assembly arranged in operable combination with a coupler and a yoke. The cushioning assembly is positioned in a draft pocket defined by a draft sill on a railcar between the front and rear stops. The yoke consists of a back wall along with top and bottom walls which are joined to and axially extending from the back wall toward a forward end of the cushioning assembly. 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 a shank portion of the coupler toward a forward end of the yoke. The top and bottom walls of the yoke each include stop members which extend in opposed lateral directions from each other and limit draft travel while maximizing buff travel and limit total combined travel of the energy absorption/coupling system. The energy absorption/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.

FIELD OF THE INVENTION DISCLOSURE

The present invention disclosure generally relates to railroad cars and, more specifically, to a railcar energy absorption/coupling system for absorbing both buff and draft forces normally encountered by railcars during make-up and operation of a train consist.

BACKGROUND

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.

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 an energy absorption/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 cushioning assembly arranged in operable combination with each coupler for absorbing and returning energy imparted thereto during make-up of the train consist and during in-service operation of the railcar.

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, and 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 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.

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 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.

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.

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 energy absorption/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 energy absorption/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 energy absorption/coupling systems. This slack is taken up progressively by each pair of joined energy absorption/coupling systems in the train consist. After the slack in the energy absorption/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 energy absorption/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.

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.

Thus, there is a continuing need and desire for a railcar energy absorption/coupling system which is capable of limiting the travel of the system during operation of the railcar in both buff and draft directions.

SUMMARY

According to one aspect of this invention disclosure, there is provided a railcar energy absorption/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 each other, the railcar energy absorption/coupling system also includes a coupler having a head portion and shank portion. As is typical, the head portion of the coupler axially extends beyond one end of the draft sill. A cushioning assembly is provided in operable combination with the coupler for absorbing and returning energy. The cushioning assembly is positioned in the draft pocket between the front and rear stops.

A yoke also forms part of the energy absorption/coupling system of this invention disclosure. The yoke consists of a back wall, a top wall joined to and axially extending from the back wall toward an open forward end, and a bottom wall joined to and axially extending from the back wall toward the open forward end of the yoke. 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 shank portion of the coupler toward the forward end of the yoke. A coupler follower is positioned between a free end of the shank portion of the coupler and a forward end of the cushioning assembly.

One of the salient features of this invention disclosure involves providing each of the top and bottom walls of the yoke with two forward facing stop members which extend in opposed lateral directions from each other. The two forward facing stop members on the top wall of the yoke are arranged in generally coplanar relation with the two forward facing stop members on the bottom wall of the yoke. Suffice it to say, the energy absorption/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. When the energy absorption/coupling system of this invention disclosure is in a full buff position, a rear end of the cushioning assembly is positioned against the rear stops on the draft sill. Whereas, when the energy absorption/coupling system of this invention disclosure is in a full draft position, the stop members on the yoke operably engage with the forward stops on the draft sill.

According to this aspect of the invention disclosure, the draft pocket defined by the draft sill has a length of about 24.625 inches between confronting surfaces on the front and rear stops. Preferably, the coupler follower includes a forward facing surface which is biased into contacting relation with the front stops on the draft sill by the draft gear when the yoke is in the neutral position. In one form of the invention disclosure, the first predetermined distance traveled by the system is generally equal to the second predetermined distance traveled by the system. In one embodiment, each railcar energy absorption/coupling system will have a total combined travel in both buff and draft directions of about 6.5 inches. 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 stop members are formed integral with the top and bottom walls of the yoke.

In one embodiment, the cushioning assembly forming part of the energy absorbing/coupling system includes a railcar draft gear assembly including a walled housing. Preferably, the housing of the draft gear has a closed end and an open end.

According to another aspect of this invention disclosure, there is provided a railcar energy absorption/coupling system including an axially elongated draft sill defining a draft pocket between front stops and rear stops on the draft sill. The railcar energy absorption/coupling system also includes a coupler having a head portion and shank portion, with the head portion of the coupler axially extending beyond the draft sill.

In this alternative embodiment, the railcar energy absorption/coupling system includes a first cushioning assembly arranged in the draft pocket on the draft sill for absorbing and returning energy imparted thereto. This alternative embodiment of the energy absorption/coupling system, also includes a second cushioning assembly arranged in the draft pocket on the draft sill in axially aligned relation with the first cushioning assembly for absorbing and returning energy imparted thereto.

A yoke also forms part of the energy absorption/coupling system of this invention disclosure. The yoke consists of a back wall, a top wall joined to and axially extending from the back wall toward an open forward end, and a bottom wall joined to and axially extending from the back wall toward the open forward end, with the back wall of the yoke being disposed to contact a rear end of the second cushioning assembly, and with the top and bottom walls of the yoke being operably coupled to the shank portion of the coupler toward a forward end of the yoke.

In this family of embodiments, a coupler or first follower is positioned between a free end of the shank portion of the coupler and a forward end of the first cushioning assembly. A second or rear follower is disposed between a rear end of the first cushioning assembly and a forward end of the second cushioning assembly.

One of the salient features of this invention disclosure involves having each of the top and bottom walls of the yoke define two forward facing stop members which extend in opposed lateral directions from each other. The two forward facing stop members on the top wall of the yoke are arranged in generally coplanar relation with the two forward facing stop members on the bottom wall of the yoke. The second embodiment of the energy absorption/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. When the energy absorption/coupling system of this invention disclosure is in a full buff position, a rear end of the second cushioning assembly is positioned against the rear stops on the draft sill. Whereas, when the energy absorption/coupling system of this invention disclosure is in a full draft position, the stop members on the yoke operably engage with the forward stops on the draft sill.

Preferably, the draft pocket defined by the draft sill in this second embodiment of the invention disclosure has a length of about 49.25 inches between confronting surfaces on the front and rear stops. In this embodiment, the coupler follower includes a forward facing surface which is biased into contacting relation with the front stops on the draft sill by the first and second draft gears when the yoke is in the neutral position. So as to enhance the absorption capacity of the system, the yoke will have a total combined travel in both buff and draft directions of about 10.0 inches. In operation, the stop members on the yoke are preferably designed to allow more buff travel than draft travel by limiting the draft travel and additionally preventing potential separation of the coupler from the draft sill. Preferably, the stop members are formed integral with the top and bottom walls of the yoke.

In one form, the first cushioning assembly includes a draft gear assembly having a walled housing. In one form, the second cushioning assembly includes a draft gear assembly having a walled housing. In both instances, the walled housing of each draft gear assembly preferably has a closed end and an open end. In all instances, draft gears, buffers and/or other forms of cushioning unit systems are used in pocket locations described by draft gear assemblies in the present invention disclosure.

According to another aspect of this invention disclosure, there is provided a railcar energy absorption/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 each other, the railcar energy absorption/coupling system also includes a coupler having a head portion and shank portion. As is typical, the head portion of the coupler axially extends beyond one end of the draft sill. A cushioning assembly is provided in operable combination with the coupler for absorbing and returning energy. The cushioning assembly is positioned in the draft pocket between the front and rear stops. In this embodiment of the invention disclosure, the cushioning assembly includes a walled housing.

A yoke also forms part of the energy absorption/coupling system of this invention disclosure. The yoke consists of a back wall, a top wall joined to and axially extending from the back wall toward an open forward end, and a bottom wall joined to and axially extending from the back wall toward the open forward end of the yoke. 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 shank portion of the coupler toward the forward end of the yoke. The top and bottom walls of the yoke embrace the housing of the cushioning assembly therebetween. A coupler follower is positioned between a free end of the shank portion of the coupler and a forward end of the cushioning assembly.

In this alternative embodiment, the top and bottom walls of the yoke each have two forward facing stop members which extend in opposed lateral directions from each other. The two forward facing stop members on the top wall of the yoke are arranged in generally coplanar relation with the two forward facing stop members on the bottom wall of the yoke. Suffice it to say, the energy absorption/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. When the energy absorption/coupling system of this invention disclosure is in a full buff position, the rear end of the cushioning assembly is positioned against the rear stops on the draft sill. Whereas, when the energy absorption/coupling system of this invention disclosure is in a full draft position, the stop members on the yoke operably engage with the forward stops on the draft sill. With this invention disclosure, the draft travel of the energy absorption/coupling system is independently controlled relative to buff travel of the energy absorption/coupling system and is regulated as a function of the location of the four stop members on the yoke.

According to this alternative aspect of the invention disclosure, the draft pocket defined by the draft sill has a length of about 24.625 inches between confronting surfaces on the front and rear stops. Preferably, the coupler follower includes a forward facing surface which is biased into contacting relation with the front stops on the draft sill by the draft gear when the yoke is in the neutral position. In this form of the invention disclosure, the first predetermined distance traveled by the system is generally equal to the second predetermined distance traveled by the system. In this alternative embodiment, each railcar energy absorption/coupling system will have a total combined travel in both buff and draft directions of about 6.5 inches. 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 stop members on the yoke are formed integral with the top and bottom walls of the yoke.

According to another aspect of this invention disclosure, there is provided a railcar energy absorption/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 each other, the railcar energy absorption/coupling system also includes a coupler having a head portion and shank portion. As is typical, the head portion of the coupler axially extends beyond one end of the draft sill. A cushioning assembly is provided in operable combination with the coupler for absorbing and returning energy. The cushioning assembly is positioned in the draft pocket between the front and rear stops

A yoke also forms part of the energy absorption/coupling system of this invention disclosure. The yoke consists of a back wall, a top wall joined to and axially extending from the back wall toward an open forward end, and a bottom wall joined to and axially extending from the back wall toward the open forward end of the yoke. The back wall of the yoke serves to operably interconnect the top and bottom walls of the yoke. The top and bottom walls of the yoke are operably coupled to the shank portion of the coupler toward the forward end of the yoke. A coupler follower is positioned between a free end of the shank portion of the coupler and a forward end of the cushioning assembly.

In this alternative embodiment, the top and bottom walls of the yoke each have two forward facing stop members which extend in opposed lateral directions from each other. The two forward facing stop members on the top wall of the yoke are arranged in generally coplanar relation with the two forward facing stop members on the bottom wall of the yoke. Suffice it to say, the energy absorption/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. The stop members on the yoke are operably engaged with the forward stops on said sill when the energy absorption/coupling system is in the full draft position, With this aspect of the invention disclosure, the draft travel of the energy absorption/coupling system is independently controlled relative to buff travel of the energy absorption/coupling system and is regulated as a function of the location of the four stop members on the yoke.

According to this alternative aspect of the invention disclosure, the coupler follower includes a forward facing surface which is biased into contacting relation with the front stops on the draft sill when the yoke is in the neutral position. In this form of the invention disclosure, the first predetermined distance traveled by the system is generally equal to the second predetermined distance traveled by the system. 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 stop members on the yoke are formed integral with the top and bottom walls of the yoke. Moreover, and in this embodiment of the invention disclosure, the stops on the yoke are arranged in generally coplanar relationship relative to the top and bottom walls on the yoke.

DETAILED DESCRIPTION

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 understanding the present disclosure is to be considered as setting forth exemplifications of the disclosure which are not intended to limit the disclosure to the specific embodiments illustrated and described.

Referring now to the drawings, wherein like reference numerals indicate like parts throughout the several views, there is shown inFIG. 1a railroad car, generally indicated by reference numeral10. 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, railcar10has a railcar body12, in whatever form, supported on a draft sill or centersill14(FIG. 2) defining a longitudinal axis16(FIG. 2) for and extending substantially the length of railcar10. Railcar10includes a conventional brake system which is preferably operated by air. In this regard, and as known in the art, air hoses17extend 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.

As shown inFIG. 1, an energy absorption/coupling system, generally identified by reference numeral20, and embodying teachings and principals of this invention disclosure is provided toward opposed ends of the railcar10. In a preferred embodiment, and to reduce costs, the energy absorption/coupling system provided toward opposed ends of the railcar10are substantially identical and, thus, are both identified by reference numeral20.

The draft sill or centersill14shown by way of example inFIG. 2can be cast or fabricated and has standard features. In the embodiment shown inFIG. 2, and toward each end thereof, the centersill14has stops including laterally spaced front stops23and laterally spaced rear stops23′ connected to laterally spaced walls24and26of the centersill14(FIG. 3). The front and rear stops23and23′, respectively, are longitudinally spaced apart from each other. In a preferred embodiment, the front and rear stops23and23′, respectively, extend the full height of the draft sill or centersill14.

In the embodiment shown inFIG. 3, the centersill14also has a top wall28, although it will be appreciated the present invention disclosure is equally applicable to and can be used with a draft sill lacking such a top wall. Returning toFIG. 2, the stops23,23′ on the centersill14combine to define a draft gear pocket30therebetween. The centersill14can have other standard features and is preferably made of standard materials in standard ways. The energy absorption/coupling system20of this invention disclosure may advantageously be used with either cast or fabricated draft sills. In the first embodiment of the invention disclosure, the draft gear pocket, i.e., the longitudinal distance between the inboard faces of the front stops23and the inboard faces of the rear stops23′, measures 24.625 inches.

As shown inFIG. 4, each energy absorption/coupling system20has a draft assembly40primarily including a standard coupler50and a cushioning assembly80disposed in longitudinally disposed and operable combination relative to each other. The standard coupler50of each draft assembly40includes a head portion52and shank portion54, preferably formed as a one-piece casting. As is typical, the coupler head portion52extends longitudinally outward from the centersill14to engage a similar coupler50′ extending from an end of a second and adjacent railcar to be releasably coupled or otherwise connected to car10. In operation, the shank portion54is guided for generally longitudinal movements by the centersill14of the railcar10.

Preferably, each draft assembly40furthermore includes a yoke60which, in one form, comprises a steel casting or it can be fabricated from separate steel components. In the embodiment illustrated by way of example inFIG. 4, yoke60is 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.

As shown inFIG. 2, yoke60has a sideways inverted generally U-shaped configuration including back wall62, an axially elongated top wall64joined to and axially extending from the back wall62toward the forward end of the cushioning assembly80and an elongated bottom wall66joined to and axially extending from the back wall62toward the forward end of the cushioning assembly80. As known, the top wall64and bottom wall66of yoke60extend generally parallel and are separated from each other to define a linearly unobstructed chamber67(FIG. 2) which readily accommodates the cushioning assembly80therein (FIG. 3). In the illustrated embodiment, the top and bottom walls64and66, respectively, of yoke60embrace the cushioning assembly80therebetween and allow for endwise sliding movements of the cushioning assembly relative thereto. As shown inFIG. 2, the yoke60is configured such that the back wall62of the yoke60presses against and pushes the cushioning assembly80forward during a draft operation of the energy absorption/coupling system20. Toward a forward end thereof, and after other components of the draft assembly40are arranged in operable combination relative to each other, as discussed below, yoke60is operably coupled to the shank portion54of coupler50as by a key or pin.

The cushioning assembly80of each energy absorption/coupling system20is installed in general alignment with the longitudinal axis16between the stops23,23′ for absorbing and dissipating both buff and draft dynamic impact forces (loads), axially applied to the draft assembly40during 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 cushioning assembly80can 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. For example, the cushioning assembly80illustrated in the drawings can include a draft gear assembly designated by reference numeral81which can be accommodated in a conventionally sized draft gear pocket. The draft gear assembly81can be of the type manufactured and sold by Miner Enterprises, Inc. of Geneva, Ill. under Model No. TF-880 or Model No. Crown SE or any other equivalent and conventional draft gear assembly.

Suffice it to say, the essential elements of the draft gear assembly81include: a hollow metallic housing82having a closed rear end84and an open forward end86and series of walls88extending between the ends84and86, a spring biased linearly reciprocal wedge member90forming part of a friction clutch assembly92, and a spring assembly94which, in the illustrated embodiment, is operably positioned within the draft gear assembly housing82. In the embodiment shown by way of example inFIG. 3, the top and bottom walls64and66, respectively, of the yoke60embrace the housing82of draft gear assembly81therebetween. As shown inFIG. 2, a free end91of the wedge member90typically extends a predetermined distance D1past the open end86of the housing82when the yoke60is in a neutral position. In the embodiment illustrated by way of example inFIGS. 2 and 4, the free end91of the wedge member90axially extends about 3.25 inches beyond the open end of the draft gear housing82when the yoke60is in a neutral position. In the illustrated embodiment, the draft gear assembly81is designed to both consistently and repeatedly withstand impact events directly axially theretoward.

In the embodiment shown by way of example inFIGS. 2 and 4, each draft assembly40furthermore includes a coupler follower68disposed between an inner or free end56of the shank portion54of coupler50and the cushioning assembly80. In one embodiment, the follower68is movable between the top wall64and bottom wall66of the associated yoke60in a forward and rearward longitudinal direction. The coupler follower68has a forward facing generally flat first surface69which engages with the free end56of the shank portion54of coupler50and a second rear facing generally flat second surface69′ which engages with the forward end of the cushioning assembly80. In the embodiment illustrated by way of example inFIGS. 2 and 4, and when the cushioning assembly80includes a draft gear assembly, the coupler follower68is arranged in operable combination with and presses against the free end of the wedge member90of the draft gear assembly81when the energy absorption/coupling system20is installed in the centersill or draft sill14. Preferably, the faces69and69′ of the coupler follower68are generally parallel relative to each other. In an alternative form, the forward facing first surface69of the coupler follower68can have a contoured/concave recess (not shown) for accommodating the free end56of the shank portion54of coupler50without detracting or departing from the true spirit and broad scope of this invention disclosure.

With the present invention disclosure, the cushioning assembly80of each system20can be relatively easily installed in the pocket30using standard and well known installation procedures and in operable combination with the coupler50. In the illustrated embodiment, and after the draft gear assembly81is in place in the centersill14, standard support members95(FIGS. 2 and 3) can be attached to flanges25and27on the centersill walls24and26, respectively, to operably support the yoke60and draft gear assembly81within pocket30and in operable association with the coupler50.

Turning again toFIG. 4, in this first illustrated embodiment, the top wall64of the yoke60has a pair of laterally spaced and laterally aligned stop members74and74′ which extend in opposed lateral directions from each other. In this first illustrated embodiment, the bottom wall66of the yoke60also has a pair of laterally spaced and laterally aligned stop members76and76′ (FIG. 3) which extend in opposed lateral directions from each other. In a preferred form, the stop members74,74′ are formed integral with the top wall64of yoke60while the stop members76,76′ are formed integral with the bottom wall66of yoke60. The stop members74,74′,76and76′ are arranged relative to each other to provide the yoke60with four co-planar forward-facing stopping surfaces77,77′ and78,78′. As shown in the embodiment illustrated by way of example inFIG. 3, two stopping surfaces77,77′ on the yoke60are disposed above the longitudinal axis16and in generally coplanar relationship with the top wall64of yoke60while two stopping surfaces on the yoke60are disposed below the longitudinal axis16and in generally coplanar relationship with the bottom wall66of the yoke60. Moreover, two stopping surfaces77and78on the yoke60are preferably disposed to one lateral side of the longitudinal axis16while two additional stopping surfaces77′ and78′ are disposed to an opposed lateral side of the axis16.

As shown inFIG. 2, the co-planar forward-facing stop surfaces77,77′ and78,78′ on the yoke60are disposed at a predetermined distance D2from the confronting surface on the front stops23on the draft sill14when yoke60is in a neutral position. During draft travel, the co-planar forward-facing stop surfaces77,77′ and78,78′ on the yoke60will operably contact the front stops23on the draft sill14thereby limiting draft travel while also limiting compression of the cushioning assembly80. In the illustrated embodiment, and during draft travel, the co-planar forward-facing stop surfaces77,77′ and78,78′ on the yoke60will contact the front stops23on the draft sill14. Notably, and since they are formed as part of the yoke60, the stop members74,74′,76and76′ prevent potential separation of the coupler50from the draft gear sill14should a catastrophe occur regarding yoke60. Preferably, and in the illustrated embodiment, the predetermined distance D2the co-planar forward-facing stop surfaces77,77′ and78,78′ on the yoke60is disposed from the confronting surface on the front stops23on the draft sill14is about equal to or less than the predetermined distance D1the free end of wedge member90axially extends beyond the open end86of the draft gear housing82when the energy absorption/coupling system20is in a neutral position.

As mentioned,FIGS. 2 and 4show the energy absorption/coupling system20in a substantially neutral position.FIGS. 6 and 7show the energy absorption/coupling system20in a full buff position. In the embodiment shown by way of example inFIGS. 6 and 7, the rear stops23′ on the centersill14allow the energy absorption/coupling system20to be disposed about 3.25 inches from the neutral position when in a full buff position with the rear end84of the draft gear housing82being positioned against the stops23′ on the draft gear sill14. In the illustrated full buff position of the energy absorption/coupling system20, the four co-planar forward-facing stopping surfaces77,77′ and78,78′ on the stop members74,74′ and76.76′, respectively, preferably extend at least the predetermined distance D2from the front stop members23on the centersill14.

FIGS. 8 and 9show the energy absorption/coupling system20in a full draft position. In the full draft position, and in the embodiment illustrated by way of example inFIGS. 8 and 9, the yoke60is drawn to the left under the influence of the coupler50. As the yoke60is drawn to the left under the influence of the coupler50, the cushioning assembly80axially compresses. In the illustrated embodiment of the cushioning assembly80, the spring assembly94(FIG. 8) of the draft gear assembly81is compressed by the wedge member90axially retracting within the housing as the free end91of the wedge member90presses against the coupler follower68which is halted from further movement to the left by the front stops23.

In the full draft position of the energy absorption/coupling system20, and in the embodiment illustrated, after the distance D2(FIG. 7) is collapsed by movement of the yoke60to the left inFIGS. 8 and 9, the multiple co-planar forward-facing stopping surfaces77,77′ and78,78′ on the stop members74,74′ and76.76′, respectively, operably engage with the confronting surface on the front stops23whereby halting further movement of the yoke60toward the left. In the embodiment shown by way of example inFIGS. 8 and 9, the multiple co-planar forward-facing stopping surfaces77,77′ and78,78′ defined by the stop members74,74′ and76,76′, respectively, allow the yoke60to travel the distance D2(FIGS. 6 and 7) from the neutral position to a full draft position. By halting further movements of the yoke60, the stop members74,74′ and76,76′: 1) limit draft travel; 2) maximize buff travel; and, 3) limit total combined travel of the energy absorption coupling system20while furthermore preventing inadvertent separation of the railcars and unwarranted braking and/or separation of the air hoses17(FIG. 1).

In this first embodiment, the energy absorption/coupling system20will 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 yoke60during the draft operation of the energy absorption/coupling system20can be modified to change the combined travel in both buff and draft directions to less than 6.5 inches simply by relocating the multiple co-planar forward-facing stopping surfaces77,77′ and78,78′ defined by the stop members74,74′ and76,76′ from that disclosed without detracting or departing from the true sprit and novel concept of this invention disclosure.

An alternative embodiment of an energy absorption/coupling system is illustrated inFIGS. 10 through 18. This alternative embodiment of an energy absorption/coupling system is designated generally by reference numeral120. Those elements of this alternative embodiment of an energy absorption/coupling system that are functionally analogous to those components discussed above regarding the energy absorption/coupling system20are designated by reference numerals identical to those listed above with the exception this alternative embodiment uses reference numerals in the 100 series.

In the alternative embodiment illustrated inFIG. 10, and toward each end thereof, the centersill114has stops including laterally spaced front stops123and laterally spaced rear stops123′ connected to laterally spaced walls124and126of the centersill114. The front and rear stops123and123′, respectively, are longitudinally spaced apart from each other. In this alternative embodiment, the front and rear stops123and rear stops123′ extend the full height of the draft sill or centersill114.

In the embodiment shown inFIG. 11, the centersill114also has a top wall128, although it will be appreciated the present invention disclosure is equally applicable to and can be used with a draft sill lacking such a top wall. Suffice it to say, the stops123,123′ (FIG. 12) on the centersill114combine to define an axially elongated draft gear pocket130therebetween. The centersill114can have other standard features and is preferably made of standard materials in standard ways. The energy absorption/coupling system120of this invention disclosure may advantageously be used with either cast or fabricated draft sills. In this second embodiment of the invention disclosure, the draft gear pocket130, i.e., the longitudinal distance between the inboard faces of the front stops123and the inboard faces of the rear stops123′, measures 49.25 inches.

Each energy absorption/coupling system120has a draft assembly140primarily including a standard coupler150along with first and second cushioning assemblies180and180′ arranged in axially aligned relation relative to each other and disposed in longitudinally disposed and operable combination relative to each other. As such, the tandem cushioning assembly arrangement illustrated in this alternative embodiment of the energy absorption/coupling system permits the first and second cushioning assemblies180and180′ to operate in series relative to each other during both buff and draft operations and to increase the capacity and capability of each energy absorption/coupling system120on the railcar to absorb and dissipate impact loads directed thereto.

The standard coupler150of each draft assembly140includes a head portion152and shank portion154, preferably formed as a one-piece casting. As is typical, the coupler head portion152extends longitudinally outward from the centersill114to engage a similar coupler150′ (FIG. 12) extending from an end of a second and adjacent railcar to be releasably coupled or otherwise connected to railcar10. In operation, the shank portion154is guided for generally longitudinal movements by the centersill114of the railcar10.

Preferably, each draft assembly140furthermore includes a yoke160which, in one form, comprises a steel casting or it can be fabricated from separate steel components. In the embodiment illustrated by way of example inFIG. 12, yoke160is 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.

Suffice it to say, yoke160has a sideways inverted generally U-shaped configuration including a back wall162, a top wall164joined to and axially extending from the back wall162toward the forward end of the first cushioning assembly180and a bottom wall166joined to and axially extending from the back wall162toward the forward end of the first cushioning assembly180. The top wall164and bottom wall166of yoke160extend generally parallel and are separated from each other to define a linearly unobstructed chamber167(FIG. 10) which readily accommodates the cushioning assembly180therein. In the illustrated embodiment, the top and bottom walls164and166, respectively, of yoke160embrace both cushioning assemblies180,180′ therebetween (FIG. 10) and allow for endwise sliding movements of the cushioning assemblies180,180′ relative thereto. Notably, the top and bottom walls164,166will be of sufficient length to also accommodate the added components of the energy absorption/coupling system120. The yoke160, when used with the tandem cushion assembly arrangement as shown inFIGS. 10 and 12, is configured to allow installation and removal of the component parts of the energy absorption/coupling system120relative to the draft gear sill114using standard well known installation procedures and in operable combination with coupler150.

As shown inFIG. 10, and as discussed above regarding the energy absorption/coupling system20, the yoke160is configured such that the back wall162presses against and pushes both cushioning assemblies180,180′ forward during a draft operation of the energy absorption/coupling system120. Toward a forward end thereof, and after other components of the draft assembly140are arranged in operable combination relative to each other, yoke160is operably coupled to the shank portion154of coupler150as by a key or pin.

Both cushioning assemblies180,180′ of the second energy absorption/coupling system120are installed in general alignment with the longitudinal axis116between the stops123,123′ for absorbing and returning both buff and draft dynamic impact forces (loads), axially applied to the draft assembly140during 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 cushioning assemblies180,180′ can either be the same or different from each other whereby allowing the energy absorption/coupling system120to be customized to a particular operation without seriously departing or detracting from the true spirit and novel concept of this invention disclosure.

In the embodiment illustrated inFIG. 10, and during operation of the second energy absorption/coupling system120, the cushioning assembly180can be axially compressed a predetermined distance D1. In the embodiment illustrated inFIG. 10, and during operation of the second energy absorption/coupling system120, the cushioning assembly180′ can be axially compressed a predetermined distance D1′. In a most preferred form of the invention disclosure, and when D1and D1′ are cumulatively added to each other, the cushioning assemblies180,180′ provide about 6.5 inches of axial travel to the coupler150as the second energy absorption/coupling system120moves from the neutral position to the full buff position.

Although illustrated as having similar designs, it should be appreciated the cushioning assemblies180,180′ can take on any of a myriad of different designs relative to each other and each cushioning assembly can have different operating characteristics from the other without seriously detracting or departing from the true spirit and scope of this invention disclosure. For example, the cushioning assembly180can include a conventional draft gear assembly designated generally by reference numeral181. The draft gear assembly181can be of the type manufactured and sold by Miner Enterprises, Inc. of Geneva, Ill. under Model No. TF-880 or other equivalent type of cushioning assembly. Similarly, the other or second cushioning assembly180′ in the tandem cushioning assembly arrangement can include a conventional draft gear assembly designated generally by reference numeral181′. Draft gear assembly181′ can be of the type manufactured and sold by Miner Enterprises, Inc. of Geneva, Ill. under Model No. TF-880 draft gear or, in the alternative, can be a Model Crown SE draft gear assembly sold by Miner Enterprises, Inc. or any equivalent cushioning assembly suitable to the particular needs of the railcar manufacturer.

The elements of each draft gear assembly181,181′ shown by way of example as one form for cushioning assemblies180,180′ are: a hollow metallic housing182having a closed rear end184and an open forward end186and wall structure188extending between the ends184and186, a spring biased linearly reciprocal wedge member190forming part of a friction clutch assembly192, and a spring assembly194which, in the illustrated embodiment, is operably positioned within the draft gear assembly housing182of each draft gear assembly181,181′. In the illustrated embodiment, each draft gear assembly181.181is capable of consistently and repeatedly withstanding impact events directly axially theretoward. In the embodiment illustrated by way of example, the top and bottom walls164and166, respectively, of the yoke160embrace the housings of each draft gear assembly181,181′ therebetween.

In the embodiment of this invention disclosure illustrated by way of example inFIG. 10, and when the second energy absorption/coupling system120is in a neutral position, the free end191of draft gear assembly181axially projects forward from the draft gear housing182by the predetermined distance D1. Similarly, and in the embodiment of this invention disclosure illustrated by way of example inFIG. 10, when the second energy absorption/coupling system120is in a neutral position, the free end191of draft gear assembly181′ axially projects forward from the draft gear housing182by the predetermined distance D1′. In one form, the axial distances D1, D1′ are substantially equal. As mentioned above, the axial distance D1equals about 3.25 inches and the axial distance D1′ equals about 3.25 inches.

In the embodiment shown by way of example inFIGS. 10 and 12, the draft assembly140furthermore includes a front coupler follower168disposed between an inner or free end156of the shank portion154of coupler150and the first cushioning assembly180. In one embodiment, the follower168is movable between the top wall164and bottom wall166of the associated yoke160in a forward and rearward longitudinal direction. As shown inFIG. 13, the coupler follower168has a forward facing generally flat first surface169which engages with the free end156of the shank portion154of coupler150and a second rear facing generally flat second surface169′ which engages with the forward end of the first cushioning assembly180. In the embodiment illustrated by way of example inFIGS. 10 and 12, and when the cushioning assembly180includes a draft gear assembly, the coupler follower168is arranged in operable combination with and presses against the free end of the wedge member190of the draft gear assembly181when the energy absorption/coupling system120is installed in the centersill14. Preferably, the faces169and169′ of the coupler follower168are generally parallel relative to each other. In an alternative form, the forward facing surface169of the coupler follower168can have concave recess or contour (not shown) for accommodating the free end156of the shank portion154of coupler150without detracting or departing from the spirit and scope of this invention disclosure.

In the embodiment shown by way of example inFIGS. 10 and 12, the draft assembly140furthermore includes a second or rear coupler follower168′ disposed between the first and second cushioning assemblies180and180′, respectively. More specifically, and with respect to the illustrated embodiment, the second or rear coupler follower168′ is disposed between the rear end184of the first draft gear assembly181and the free end191of the wedge member190of the second draft gear assembly181′. Like follower168, the second or rear follower168′ is movable between the top wall164and bottom wall166of the associated yoke160in a forward and rearward longitudinal direction.

As shown inFIG. 14, the rear or second coupler follower168′ has a forward facing generally flat first surface169awhich engages with the rear end of the first cushioning assembly180and a second rear facing generally flat surface169bwhich engages with the forward end of the second cushioning assembly180′. In the embodiment illustrated by way of example inFIGS. 10 and 12, and when the cushioning assembly180includes a draft gear assembly, the front face169aof the coupler follower168′ is arranged in operable combination with and presses against the rear end184of the draft gear assembly181and the surface169bof the rear follower168′ presses against the free end191of the wedge member of rear draft gear assembly181′. Preferably, the faces169aand169bof the second or rear follower168′ are generally parallel relative to each other.

With the present invention disclosure, the tandem cushioning assembly180,180′ of each energy absorption/coupling system120can be relatively easily installed in operable combination with the respective coupler150using standard and well known installation procedures. That is, once each cushioning assembly180,180′ is in place in the centersill114, standard support members195(FIGS. 10 and 11) can be attached to flanges125and127on the walls124and126, respectively, of sill114to operably support the yoke160and each cushioning assembly180,180′ within pocket130and in operable association with the coupler150.

In this second illustrated embodiment, the top wall164of the yoke160has a pair of laterally spaced and laterally aligned stop members174and174′ which extend in opposed lateral directions from each other. In this second illustrated embodiment, the bottom wall166of the yoke160has a pair of laterally spaced and laterally aligned stop members176and176′ which extend in opposed lateral directions from each other. In a preferred form, the stop members174,174′ are formed integral with the top wall164of yoke160while the stop members176,176′ are formed integral with the bottom wall166of yoke160. The stop members174,174′,176and176′ are arranged relative to each other to provide the yoke160with four co-planar forward-facing stop surfaces177,177′ and178,178′. Preferably, two stopping surfaces177,177′ on the yoke160are disposed above the longitudinal axis116while two stopping surfaces178,178′ on the yoke160are disposed below the longitudinal axis116. Moreover, two stopping surfaces177and178on the yoke160are preferably disposed to one lateral side of the longitudinal axis116while two additional stopping surfaces177′ and178′ are disposed to an opposed lateral side of the axis116.

As shown inFIG. 10, the four co-planar forward-facing stop surfaces177,177′ and178,178′ on the yoke160are disposed at a predetermined distance D2from the front stops123on the draft sill114. During draft travel, the co-planar forward-facing stop surfaces177,177′ and178,178′ on the yoke160will operably contact the forward stops123on the draft sill114thereby limiting draft travel while maximizing buff travel and limiting total combined travel of the energy absorption coupling system120while furthermore preventing inadvertent separation of the railcars and unwarranted braking and/or separation of the air hoses17(FIG. 1). In the illustrated embodiment, and during draft travel, the co-planar forward-facing stop surfaces177,177′ and178,178′ on the yoke160will contact the front stops23on the draft sill14.

FIGS. 10 and 12show the second embodiment of the energy absorption/coupling system120in a substantially neutral position.FIGS. 15 and 16show the second embodiment of the energy absorption/coupling system120in a full buff position. In the embodiment shown inFIGS. 15 and 16, the rear stops123′ on the centersill114maintain the yoke160in generally the same position as the yoke160was disposed when the energy absorption/coupling system120is disposed in a neutral position. That is, in the illustrated embodiment, and when the absorption/coupling system120is in a full buff position, the four co-planar forward facing stopping surfaces177,177′ and178,178′ on the stops174,174′ and176,176′, respectively, preferably extend at least the predetermined distance D2from the front stop members123on the centersill114.

In the full buff position of the second embodiment of the energy absorption/coupling system120, the first and second cushioning assemblies180and180′, respectively, have been axially compressed by the coupler shank portion154having been forcibly moved to the right, as shown inFIGS. 15 and 16. In the illustrated embodiment, the first and second cushioning assemblies180and180′, respectively, are configured and designed to allow about 6.5 inches of combined axial compression.

In the illustrated embodiment shown inFIGS. 15 and 16, and as a result of the coupler shank portion154moving to the right, the first follower168presses against the draft gear assembly180whereby causing the wedge member190(FIG. 10) of draft gear assembly180to linearly retract into the housing182. Because they are arranged in series relative to each other, and as a result of the coupler shank portion154moving to the right as shown inFIGS. 15 and 16, draft gear assembly181likewise presses against the wedge member190of draft gear assembly181′, as through the rear or second follower168′, whereby causing the wedge member190(FIG. 10) of draft gear assembly181′ to linearly retract into the housing182of draft gear assembly181′. The linear retraction of the wedge members190of the draft gear assemblies181,181′ is resisted by the friction clutch assembly192and spring assembly194of each draft gear assembly181,181′ assembly. The linear retraction of the wedge members190(FIG. 10) into the housing182of each draft gear assembly181,181′ continues until the coupler followers168and168′ abut against and engage with the respective draft gear housing182and, thereafter, impact forces are transferred to the stops123′. Ultimately, during a buff operation of the second embodiment of the energy absorption/coupling system120, the rear end184of the second draft gear assembly181engages with and transfers the buff forces of the coupler150to the draft gear sill114.

FIGS. 17 and 18show the second embodiment of the energy absorption/coupling system120in a full draft position as allowed by the absorption/coupling system design. In the full draft position, and in the embodiment illustrated by way of example inFIGS. 17 and 18, the yoke160is drawn to the left under the influence of the coupler150and away from the rear stops123′. As the yoke160is drawn to the left under the influence of the coupler150, the cushioning assemblies180,180′ axially compress. In the illustrated embodiment of the cushioning assemblies180,180′, the spring assemblies194of each draft gear assembly181are permitted to axially expand from the compressed position they were disposed when in the full buff position (FIGS. 15 and 16). As such, the free end191of the wedge member190of each draft gear assembly181and181′ axially projects beyond the respective draft gear housing192and resiliently presses against the respective follower168,168′.

In the full draft position of the energy absorption/coupling system120, and after the distance D2is collapsed by movement of the yoke160to the left as illustrated inFIGS. 17 and 18, the multiple co-planar forward-facing stopping surfaces177,177′ and178,178′ on the stop members174,174′ and176.176′ operably engage with the confronting surface on the front stops123whereby halting further movement of the yoke160toward the left. In the embodiment shown by way of example inFIGS. 17 and 18, the multiple co-planar forward-facing stopping surfaces177,177′ and178,178′ defined by the stop members174,174′ and176,176′ allow the second embodiment of the energy absorption/coupling system120to travel about 3.5 inches from the neutral position to a full draft position. By halting further movements of the yoke160, the stop members174,174′ and176,176′ ensure against over extension of the cushioning assemblies180,180′ and limit draft travel while maximizing buff travel and limit total combined travel of the energy absorption coupling system120while furthermore preventing inadvertent separation of the railcars and unwarranted braking and/or separation of the air hoses17(FIG. 1).

In this second embodiment, the energy absorption/coupling system120will have a combined travel in both buff and draft directions of about 10.0 inches. It should be readily appreciated from the above disclosure, however, the travel of the yoke160during the draft operation of the energy absorption/coupling system120can be modified to change the combined travel in both buff and draft directions to less than 10.0 inches simply by relocating the multiple co-planar inboard-facing stopping surfaces177,177′ and178,178′ defined by the stop members174,174′ and176,176′ from that disclosed to allow the energy absorption/coupling system120to travel a total of less than 10.0 inches by limiting draft travel without detracting or departing from the true spirit and novel concept of this invention disclosure.

From the foregoing, it will be observed that 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 exemplifications which are not intended to limit the disclosure to the specific embodiments illustrated. 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.