Crash energy management systems for car coupling systems of rail cars
AssigneeAmsted Rail Company, Inc.
InventorScott A. Keener
Life of this patent
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Abstract
A car coupling system for a rail vehicle includes a draft sill, and a crash energy management system disposed within the draft sill. The crash energy management system includes a first end plate, a second end plate, and a central tube disposed between the first end plate and the second end plate. The central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold. Deformation of the central tube attenuates at least a portion of the force.
Claims21
A car coupling system for a rail vehicle, the car coupling system comprising:
- a draft sill;
- a first stop within the draft sill;
- a second stop within the draft sill;
- a draft gear having a yoke within the draft sill;
- and
- a crash energy management system disposed between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
- a first end plate abutting against a rear face of an aft end of the draft gear;
- a second end plate abutting against a front face of a fore end of the second stop;
- a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate, wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, and wherein deformation of the central tube attenuates at least a portion of the force;
- and
- a supplemental tube within an internal chamber of the central tube.
A method of forming a car coupling system for a rail vehicle, the method comprising:
- disposing a first stop within a draft sill;
- disposing a draft gear having a yoke within the draft sill;
- disposing a second stop within the draft sill;
- disposing a crash energy management system between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
- a first end plate abutting against a rear face of an aft end of the draft gear;
- a second end plate abutting against a front face of a fore end of the second stop;
- and
- a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate,
- wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, and wherein deformation of the central tube attenuates at least a portion of the force;
- and
- disposing a supplemental tube within an internal chamber of the central tube.
A car coupling system for a rail vehicle, the car coupling system comprising:
- a draft sill;
- a coupler extending outwardly from a first end of the draft sill;
- a first stop within the draft sill;
- a draft gear having a yoke within the draft sill, wherein the coupler connects to the draft gear;
- a second stop within the draft sill;
- and
- a crash energy management system disposed between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
- a first end plate abutting against a rear face of an aft end of the draft gear;
- a second end plate abutting against a front face of a fore end of the second stop;
- a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate, wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, wherein deformation of the central tube attenuates at least a portion of the force, wherein the central tube has a length, an outer diameter, and a wall thickness, and wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1;
- and
- a supplemental tube within an internal chamber of the central tube.
Dependencies are inferred from the claim text.