Patent Grant
11008028
This disclosure relates generally to railcars and, more particularly, to a railcar coupler system.
Railcars that carry sensitive lading, such as box cars, flat cars, and coil cars, require protection from the high impact forces that can develop when railcars are impacted into one another in classification yards. This protection is provided by two distinct types of “shock absorbing” devices. For railcars where the lading is not subject to damage, such as coal and grain cars, a short travel (e.g. less than 5″) unit called a draft gear is used. These units predominantly use friction as a means of absorbing the energy of impact. When the lading is more likely to be damaged, such as consumer products, a longer travel unit (e.g. 10″, 15″, or 18″) is used. These units are universally hydraulic and are referred to as an end-of-car cushioning (EOC) units. Hydraulic EOCs are excellent at protecting railcars and lading from impact damage. However, hydraulic EOCs tend to leak, are expensive, and their softness produces excessive train action forces in service. It is desirable to provide a solution that overcomes the problems associated with hydraulic EOCs while providing adequate protection for railcars and lading.
In one embodiment, the disclosure includes a friction end-of-car cushioning (EOC) assembly with a housing coupled to a railcar. The housing has a chamber formed within a bore of the housing that includes a first contact surface at a first end of the chamber and a second contact surface at a second end of the chamber. The friction EOC assembly also includes a center shaft disposed at least partially within the bore of the housing. The center shaft has a head portion at a first end of the center shaft, a coupler interface at a second end of the center shaft, and a rod portion spanning between the head portion and the coupler interface.
The friction EOC assembly also includes a backing wedge disposed within the chamber. The backing wedge is configured such that at least a portion of the backing wedge is in contact with the first contact surface of the chamber. The backing wedge has an angled contact surface and is positioned to allow the rod portion of the center shaft to pass through a bore defined by the angled contact surface of the backing wedge.
The friction EOC assembly also includes a sliding wedge disposed within the chamber. The sliding wedge has a first contact surface tapered toward the first contact surface of the housing, a second contact surface perpendicular to the bore of the housing, and a third contact surface parallel to the bore of the housing. The sliding wedge is positioned to allow the rod portion of the center shaft to pass through a bore defined by the third contact surface of the sliding wedge. The sliding wedge is also configured such that the first contact surface of the sliding wedge is positioned to apply a force onto the angled contact surface of the backing wedge and the third contact surface of the sliding wedge is positioned to apply a frictional force to the rod portion of the center shaft.
The friction EOC assembly also includes a load spring disposed within the chamber. The load spring is positioned to allow the rod portion of the center shaft to pass through a bore of the load spring. The load spring is compressed between the second contact surface of the chamber and the second contact surface of the sliding wedge and is positioned to apply a compressive force onto the second contact surface of sliding wedge toward the angled contact surface of the backing wedge. The load spring is configured to not further compress as the center shaft moves within the bore of the housing.
In another embodiment, the disclosure includes a damping method that involves configuring a friction EOC assembly on a railcar in a first configuration. In the first configuration, a head portion of a center shaft is positioned adjacent to a chamber formed within a bore of a housing. The method further involves applying a force onto a coupler interface portion of the center shaft in a direction toward the first end of the chamber to transition the friction end-of-car cushioning assembly to a second configuration. Applying the force onto the center shaft moves the head portion of the center shaft away from the chamber and moves the coupler interface portion of the center shaft toward the chamber.
In yet another embodiment, the disclosure includes a damping method that involves configuring a friction EOC assembly on a railcar in a first configuration. In the first configuration, a coupler interface portion of a center shaft is positioned adjacent to a chamber formed within a bore of a housing. The method involves applying a force onto the coupler interface portion of the center shaft in a direction away the first end of the chamber to transition the friction end-of-car cushioning assembly to a second configuration. Applying the force onto the center shaft moves a head portion of the center shaft toward the chamber and moves the coupler interface portion of the center shaft away the chamber.
Disclosed herein are various embodiments of a friction EOC assembly for a railcar that provide several technical advantages. After a rapid rise in force, the force generated by the friction EOC assembly is essentially constant since the spring is pre-compressed and the compression on it does not change significantly during the stroke. In one embodiment, the friction EOC assembly is entirely mechanical and does not involve hydraulics, which allows the friction EOC assembly to be less expensive and more reliable than hydraulic EOCs. In one embodiment, the friction EOC assembly can be incorporated into a draft sill and does not require an additional housing, which may reduce weight and cost. The friction EOC assembly force levels can be adjusted by changing spring stiffness, spring pre-compression, and/or wedge angles. The friction EOC assembly design allows the friction EOC assembly to have any length of draft gear travel, and does not restrict travel of draft gear unlike existing systems.
Certain embodiments of the present disclosure may include some, all, or none of these advantages. These advantages and other features will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings and claims.
For a more complete understanding of this disclosure, reference is now made to the following brief description, taken in connection with the accompanying drawings and detailed description, wherein like reference numerals represent like parts.
Conventional friction draft gears use friction wedges backed by a spring that compresses as the draft gear is compressed. These types of friction draft gears cannot be extended to have significantly longer travel. As the spring is compressed, the spring applies a force on the wedges and the friction resisting compression of the draft gear increases. The force generated by these systems is a roughly linear increase of force with compression. However, the design of conventional draft gear limits its travel to about 4″ to 5″ due to the maximum practical compression of the spring. Conventional hydraulic end-of-car cushionings (EOCs) exhibit a rapid rise in force to an approximately constant level. This application of force allows hydraulic EOCs to absorb more energy than conventional friction draft gears. Hydraulic EOCs are more effective than even multiple friction draft gears in tandem.
Disclosed herein are various embodiments of a friction EOC assembly for a railcar. After a rapid rise in force, the force generated by the friction EOC assembly is essentially constant since the spring is pre-compressed and the compression on it does not change significantly during the stroke. In one embodiment, the friction EOC assembly is entirely mechanical and does not involve hydraulics, which allows the friction EOC assembly to be less expensive and more reliable than hydraulic EOCs. In one embodiment, the friction EOC assembly can be incorporated into a draft sill and does not require an additional housing, which may reduce weight and cost. The friction EOC assembly force levels can be adjusted by changing spring stiffness, spring pre-compression, and/or wedge angles. The friction EOC assembly design allows the friction EOC assembly to have any length of draft gear travel, and does not restrict travel of draft gear unlike existing systems.
In some embodiments, the friction EOC assembly can be used as a direct replacement for existing hydraulic EOCs. The friction EOC assembly may be configured to integrate with existing end fittings for hydraulic EOCs. For example, the friction EOC assembly may be configured with the same interface on the ends of the center shaft to allow the friction EOC assembly to be retrofitted to existing systems.
The housing 202 comprises an axial bore 203 that allows the center shaft 210 to move within the bore 203 of the housing 202. The housing 202 may be constructed using metals or any other suitable material. The housing 202 structure may be a square, circular, hexagonal, or any other suitable shape along the length of the housing 202. In one embodiment, the housing 202 is supported by a draft stop welded to the draft sill, which allows the housing 202 to remain in a fixed position as the center shaft 210 slides through the housing 202.
The center shaft 210 comprises a head portion 209, a rod portion 211, and a coupler interface portion 213. The head portion 209 is located at a first end of the center shaft 210. The coupler interface portion 213 is located at a second end of the center shaft 210. The rod portion 211 spans between the head portion 209 and the coupler interface portion 213 of the center shaft 210. In one embodiment, the head portion 209 and/or the coupler interface portion 213 have a circumferential diameter larger than the diameter of the rod portion 211 of the center shaft 210. The coupler interface portion 213 of the center shaft 210 is coupled to a coupler 212 which may be used to connect a railcar with the friction EOC assembly 200 to another railcar. The coupler 212 may be any suitable type of coupler for connecting railcars.
The center shaft 210 is disposed at least partially within the bore 203 of the housing 202. The center shaft 210 is positioned such that at least a portion (e.g. the rod portion 211) of the center shaft 210 passes through the chamber 205 of the housing 202. In
The center shaft 210 may have any suitable length 220 and/or stroke length 222. For example, the center shaft 210 may have a length 220 of about 30 inches (in) and a stroke length 222 of about 10 in. In other examples, the center shaft 210 may be any other suitable length 220 and/or stroke length 222. The center shaft 210 structure may be a square, circular, hexagonal, or any other suitable shape along the length of the center shaft 210.
The housing 202 comprises a chamber 205 configured to house the load spring 204, the sliding wedge 206, and the backing wedge 208. The chamber 205 is formed within the bore 203 of the housing 201. The chamber 205 is configured to allow a rod portion 211 of the center shaft 210 to pass through an opening or bore formed by the chamber 205.
The backing wedge 208 is disposed within the chamber 205 such that at least a portion of the backing wedge 208 is in contact with a first contact surface 215 at a first end of the chamber 205. The backing wedge 208 comprises an angled contact surface 219. The angled contact surface 219 is a surface that tapers away from the first end of the chamber 205. The angled contact surface 219 may have suitable angle or rate of tapering. The backing wedge 208 is positioned to allow the rod portion 211 of the center shaft 210 to pass through a bore or opening defined by the angled contact surface 219 of the backing wedge 208.
The sliding wedge 206 is disposed within the chamber 205. The sliding wedge 206 comprises a first contact surface 224 tapered toward the first contact surface 215 of the chamber 205. The first contact surface 224 of the sliding wedge 206 is positioned to apply a force (e.g. a compressive force and/or a frictional force) onto the angled contact surface 219 of the backing wedge 208. The sliding wedge 206 comprises a second contact surface 226 configured substantially perpendicular to the bore 203 of the housing 202. The sliding wedge 206 comprises a third contact surface 228 configured substantially parallel to the bore 203 of the housing 202. The sliding wedge 206 is positioned to allow the rod portion 211 of the center shaft 210 to pass through a bore or opening defined by the third contact surface 228 of the sliding wedge 206. In addition, the third contact surface 228 is at least partially in contact with the rod portion 211 of the center shaft 210 and is positioned to apply a frictional force onto the rod portion 211 of the center shaft 210.
The load spring 204 is disposed within the chamber 205. The load spring 204 is positioned to allow the rod portion 211 of the center shaft 210 to pass within a bore or opening defined by the load spring 204. The load spring 204 is configured to be pre-compressed within the chamber 205. The load spring 204 is compressed between a second contact surface 216 at a second end of the chamber 205 and the second contact surface 226 of the sliding wedge 206. In such a configuration, the load spring 204 is configured to apply a compressive force to the second contact surface 226 of the sliding wedge 206 toward the angled contact surface 219 of the backing wedge 208.
Unlike conventional friction draft gears which use a spring that is initially unloaded, the load spring 204 is configured to be preloaded (i.e. pre-compressed) which constantly applies a force to the sliding wedge 206. Although the load spring 204 is shown as an elastomeric spring, the load spring 204 may be any other suitable type of spring or mechanism. The force applied to the end of the sliding wedge 206 causes the sliding wedge 206 to apply a force to both the angled contact surface 219 of the backing wedge 208 and the rod portion 211 of the center shaft 210. The force applied to the center shaft 210 by the sliding wedge 206 results in friction between the center shaft 210 and the sliding wedge 206. In one embodiment, the load spring 204 is configured to not further compress as the center shaft 210 moves within the bore 203 of the housing 202. In other words, the compression of the load spring 204 remains substantially constant when the center shaft 210 moves within the bore 203 of the housing 202.
In one embodiment, the friction EOC assembly 200 comprises a draft spring 214 disposed within the housing 102. The draft spring 214 is positioned between the head portion 209 of the center shaft 210 and a third contact surface 217 at the first end of the chamber 205. The draft spring 214 is configured such that the rod portion 211 of the center shaft 210 passes through the draft spring 214. The draft spring 214 is configured to provide cushioning to the center shaft 210 by applying a force to the head portion 209 of the center shaft 210 when the center shaft 210 extends out of the housing 202. Without the draft spring 214, the head portion 209 of the center shaft 210 would make contact with the third contact surface 217 of the chamber 205 which would cause the center shaft 210 to stop abruptly at full travel. Although the draft spring 214 is shown as an elastomeric spring, the draft spring 214 may be any other suitable type of spring or mechanism. In some embodiments, the draft spring 214 is optional.
In one embodiment, the sliding wedge 206 comprises a plurality of sliding wedge segments 902 and a plurality of elastomer lining segments 904. Each of the plurality of elastomer lining segments 904 may be disposed between a pair of sliding wedge segments 902 from the plurality of sliding wedge segments 902. In this example, the sliding wedges 902 are evenly spaced by inserting a soft elastomer 904 between the sliding wedges 902. The sliding wedge 206 may comprise any suitable number of sliding wedge segments 902 and/or elastomer lining segments 904. In addition, the elastomer lining segments 904 may have any suitable thickness.
At step 1002, an operator configures the friction EOC assembly 200 on a railcar in a first configuration. In the first configuration, the friction EOC assembly 200 may be configured with the center shaft 210 positioned similar to the configuration shown in
At step 1004, a first force is applied onto the coupler interface portion 213 of the center shaft 210 in a first direction toward the first end of the chamber 205 to transition the friction EOC assembly 200 to a second configuration. For example, as the railcars begin to engage each other, the coupler 212 attached to the coupler interface portion 213 of the center shaft 210 may experience a force that moves the coupler interface portion 213 of the center shaft 210 toward the chamber 205 and moves the head portion 209 of the center shaft 210 away the chamber 205. In the second configuration, the friction EOC assembly 200 may be configured with the center shaft 210 positioned similar to the configuration shown in
At step 1006, a second force is applied onto the coupler interface portion 213 of the center shaft 210 in a second direction away from the first end of the chamber 205 to transition the friction EOC assembly 200 back to the first configuration. For example, as the railcars begin to separate from each other, the coupler 212 attached to the coupler interface portion 213 of the center shaft 210 may experience a force that moves the coupler interface portion 213 of the center shaft 210 away the chamber 205 and moves the head portion 209 of the center shaft 210 toward the chamber 205. In one embodiment, the second force is applied to the coupler interface portion 213 of the center shaft 210 by a return spring (e.g. return spring 402). In another embodiment, the second force is applied to the coupler interface portion 213 of the center shaft 210 by the coupler 212 pulling away from the friction EOC assembly 200. In other embodiments, the second force is applied to the coupler interface portion 213 of the center shaft 210 by any other suitable method as would be appreciated by one of ordinary skill in the art upon viewing this disclosure.
While several embodiments have been provided in the present disclosure, it should be understood that the disclosed systems and methods might be embodied in many other specific forms without departing from the spirit or scope of the present disclosure. The present examples are to be considered as illustrative and not restrictive, and the intention is not to be limited to the details given herein. For example, the various elements or components may be combined or integrated in another system or certain features may be omitted, or not implemented.
In addition, techniques, systems, subsystems, and methods described and illustrated in the various embodiments as discrete or separate may be combined or integrated with other systems, modules, techniques, or methods without departing from the scope of the present disclosure. Other items shown or discussed as coupled or directly coupled or communicating with each other may be indirectly coupled or communicating through some interface, device, or intermediate component whether electrically, mechanically, or otherwise. Other examples of changes, substitutions, and alterations are ascertainable by one skilled in the art and could be made without departing from the spirit and scope disclosed herein.
To aid the Patent Office, and any readers of any patent issued on this application in interpreting the claims appended hereto, applicants note that they do not intend any of the appended claims to invoke 35 U.S.C. § 112(f) as it exists on the date of filing hereof unless the words “means for” or “step for” are explicitly used in the particular claim.
The present application claims benefit of U.S. Provisional Patent Application No. 62/473,165 filed Mar. 17, 2017 by Shaun Richmond, and entitled “Friction End-of-Car Cushioning Assembly,” which is incorporated herein by reference as if reproduced in its entirety.
| Number | Name | Date | Kind |
|---|---|---|---|
| 2023922 | Hall | Dec 1935 | A |
| 2817445 | Campbell | Dec 1957 | A |
| 3178036 | Cardwell | Apr 1965 | A |
| 3480268 | Fishbaugh | Nov 1969 | A |
| 3741406 | Anderson | Jun 1973 | A |
| Number | Date | Country | |
|---|---|---|---|
| 20180265103 A1 | Sep 2018 | US |
| Number | Date | Country | |
|---|---|---|---|
| 62473165 | Mar 2017 | US |
