U.S. patent application number 16/445364 was filed with the patent office on 2020-12-24 for e-type yoke for a selective cushioning apparatus.
This patent application is currently assigned to Strato, Inc.. The applicant listed for this patent is Stratro, Inc.. Invention is credited to Michael Ring, Jonathan SUNDE.
Application Number | 20200398875 16/445364 |
Document ID | / |
Family ID | 1000004173984 |
Filed Date | 2020-12-24 |
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United States Patent
Application |
20200398875 |
Kind Code |
A1 |
SUNDE; Jonathan ; et
al. |
December 24, 2020 |
E-TYPE YOKE FOR A SELECTIVE CUSHIONING APPARATUS
Abstract
A selective cushioning apparatus for a railway car comprises an
E-Type yoke having a stack of elastomeric units assembled in the
interior space in the yoke absorbing draft and buff loads applied
to a coupler of a railway car. The yoke is provided with butt
support protruding from the top wall of the yoke to prevent the
coupler from drooping after prolonged use.
Inventors: |
SUNDE; Jonathan; (Somerset,
NJ) ; Ring; Michael; (Lake Village, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Stratro, Inc. |
Piscataway |
NJ |
US |
|
|
Assignee: |
Strato, Inc.
Piscataway
NJ
|
Family ID: |
1000004173984 |
Appl. No.: |
16/445364 |
Filed: |
June 19, 2019 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61G 9/06 20130101; B61G
9/22 20130101; B61G 9/10 20130101 |
International
Class: |
B61G 9/06 20060101
B61G009/06; B61G 9/10 20060101 B61G009/10; B61G 9/22 20060101
B61G009/22 |
Claims
1. An end-of-car cushioning apparatus for a railway car,
comprising: a yoke adapted to receive a coupler shank, the yoke
having a length, a front end, and a rear wall opposite the front
end, a top wall and a bottom wall opposite the top wall, a first
side wall connecting the top wall and bottom wall, and a second
side wall opposite the first side wall, the first and second side
walls each having an aligned key slot toward the front end of the
yoke adapted to receive a coupler key laterally, the top and bottom
wall each having an interior surface facing the coupler shank; a
coupler follower adapted to move inside the yoke in response to
forces on the coupler; a first stack of elastomeric units
positioned between the coupler-receiving member and the vertical
wall of the yoke, wherein said first stack of elastomeric units is
compressed in response to buff and draft loads on the coupler; a
butt support protruding from the interior surface of the top wall
and retaining the coupler shank when an end of the coupler
extending from the railway car is subjected to a downward
force.
2. The end of car cushioning apparatus according to claim 1,
comprising holes in the top wall of the yoke receiving fasteners to
attach a block to the interior surface of the top wall to form the
butt support.
3. The end of car cushioning apparatus according to claim 1,
wherein the butt support is integral with the wall of the yoke.
4. The end of car cushioning apparatus according to claim 1,
comprising a second stack of elastomeric units positioned behind
the rear wall of the yoke, wherein said second stack of elastomeric
units is compressed in response to buff loads on the coupler.
5. The end of car cushioning apparatus according to claim 1,
wherein: the first stack of elastomeric units comprises a set of
similarly shaped and sized rigid metal plates adapted to be aligned
in front of the rear wall of the yoke between the top wall and the
bottom wall of the yoke, each metal plate having at least one
elastomeric pad thereon, adapted so that each metal plate contacts
an adjacent metal plate at full compression of the first stack; and
wherein full compression of the first stack of elastomeric units,
allows travel in a range of about 3 to 3.5 inches.
6. The end of car cushioning apparatus according to claim 4,
wherein the second stack of elastomeric units comprises a set of
rigid metal plates, each metal plate having at least one
elastomeric pad thereon, adapted so that each metal plate of the
second stack of elastomeric units contacts an adjacent metal plate
at full compression of the second stack; and wherein full
compression of the first stack and the second stack permits buff
travel in a range of about 6-18 inches.
Description
BACKGROUND OF THE INVENTION
[0001] Railway cars in a train are connected to an adjacent car by
a coupler. The coupler is joined to a yoke and the assembly is
mounted in a railway car center sill. In "cushioned" railway cars,
to prevent damage to the railway cars and the laded goods during
operation, and during assembly of the railway car train in the
yard, various devices have been installed to absorb loads on the
coupler so that impact forces transmitted to the railway car are
reduced. Generally, either frictional draft gear or hydraulic units
are used for this purpose.
[0002] The inventors herein have proposed selective cushioning
apparatuses that may be used instead of, or in addition to,
conventional draft gear and hydraulic units. In some of these
apparatuses, a stack of elastomeric units may be positioned inside
a specially configured yoke, cushioning both buff and draft loads
on the coupler. In embodiments these may provide greater cushioning
than a conventional draft gear. Alternatively, or in addition, a
stack of elastomeric units may be positioned in the sill behind the
yoke to cushion buff loads on the coupler. In combination, these
systems may yield cushioning performance as good or better than a
hydraulic unit, without the drawbacks of a hydraulic cylinder. The
inventors have proposed embodiments wherein the selective
cushioning apparatus, or some component of it, may be used with a
conventional draft gear. In other embodiments, selective cushioning
apparatuses have been designed for installation in a railway car
sill pocket designed to house a hydraulic unit, or a pocket
designed for one or more frictional draft gear units, i.e., as a
retrofit.
[0003] Selective cushioning apparatuses are disclosed in co-pending
U.S. patent application Ser. No. 15/814,853, filed Nov. 16, 2017
(now U.S. Pat. No. ______), Ser. No. 16/133,085, filed Sep. 17,
2018, Ser. No. 16/206,097, filed Nov. 30, 2018, and Ser. No.
16/250,267, filed Jan. 17, 2019, all of which are by the inventors
herein and are incorporated herein by reference in their entirety.
A cushioning apparatus according to the invention and component
parts thereof may have structures disclosed in these co-pending
applications.
SUMMARY OF THE INVENTION
[0004] The invention is directed to a selective cushioning
apparatus for a railway car that absorbs draft and buff loads
applied to the coupler of the railway car. The apparatus may
comprise a first stack of elastomeric units positioned within a
yoke, between the coupler follower and the rear wall of the yoke,
absorbing draft and buff loads on the coupler. In embodiments, the
apparatus comprises an E-Type yoke configured to prevent droop in
the coupler extending from the end of an attached railway car. In
embodiments, a second stack of elastomeric units may be positioned
in the sill behind the yoke, absorbing buff loads on the coupler.
In embodiments, the apparatus is configured for installation in an
EOC-7 or EOC-8 sill pocket.
[0005] In one aspect, an end-of-car cushioning apparatus for a
railway car according to the invention comprises: a yoke adapted to
receive a coupler shank, the yoke having a length, a front end, and
a rear wall opposite the front end, a top wall and a bottom wall
opposite the top wall; a first side wall connecting the top wall
and bottom wall, and a second side wall opposite the first side
wall, the first and second side walls each having an aligned key
slot toward the front end of the yoke adapted to receive a coupler
key laterally; the top and bottom wall each having an interior
surface facing the coupler shank; a coupler follower adapted to
move inside the yoke in response to forces on the coupler; a first
stack of elastomeric units positioned between the coupler follower
and the vertical wall of the yoke, wherein said first stack of
elastomeric units is compressed in response to buff and draft loads
on the coupler. The yoke is provided with a butt support protruding
from the interior surface of the top wall and retaining the coupler
shank when an end of the coupler extending from the railway car is
subjected to a downward force.
BRIEF DESCRIPTION OF THE FIGURES
[0006] The subject matter regarded as the invention is particularly
pointed out and distinctly claimed in the concluding portion of the
specification. The invention, however, both as to organization and
method of operation, together with objects, features, and
advantages thereof, may best be understood by reference to the
following detailed description when read with the accompanying
drawings in which:
[0007] FIG. 1 depicts an apparatus according to the invention,
including a first stack of elastomeric units in the yoke and a
second stack of elastomeric units behind the yoke
[0008] FIG. 2 is a cutaway view of an apparatus according to one
embodiment of the invention showing the engagement of the yoke with
a coupler; and
[0009] FIG. 3 is cutaway view according to another embodiment of
the invention.
[0010] The drawings may not be to scale and features not necessary
for an understanding of the invention are not shown.
DETAILED DESCRIPTION OF THE INVENTION
[0011] Directions and orientations herein refer to the normal
orientation of a railway car in use. Thus, unless the context
clearly requires otherwise, the "front" of a coupler is in a
direction away from the body of the car and "rear" is in a
direction from the front end of the coupler toward the car body.
Likewise, the "longitudinal" axis or direction is parallel to the
rails and in the direction of movement of the railway car on the
track in either direction. The "transverse" or "lateral" axis or
direction is in a horizontal plane perpendicular to the
longitudinal axis and the rail. The term "inboard" means toward the
center of the car, and may mean inboard in a longitudinal
direction, a lateral direction, or both. Similarly, "outboard"
means away from the center of the car. "Vertical" is the
up-and-down direction, "horizontal" is a plane parallel to the
surface the train travels on, and "downward" means toward surface
the train travels on.
[0012] As used herein, the term "about" associated with a numerical
value is understood to indicate a margin of +/-20% of the value. In
embodiments, "about" indicates a range of +/-10% of the stated
numerical value. In still other embodiments, "about" indicates a
range of +/-5% around the stated numerical value. When used to
modify a range of values, "about" indicates +/-20%, +/-10% or +/-5%
of the range.
[0013] "Droop" is defined as a bending in a downward direction by
the coupler shank extending from a railway car. The problem of
droop is especially severe in connection with a "floating yoke",
where it has been observed that the center of gravity of the yoke
is outboard of the end of the railway car.
[0014] "Elastomer" and "elastomeric" refer to polymeric materials
having elastic properties so that they exert a restoring force when
compressed. Examples of such materials include, without limitation,
thermoplastic elastomer (TPE), natural and synthetic rubbers such
as: neoprene, isoprene, butadiene, styrene-butadiene rubber (SBR),
polyurethanes, and derivatives. Thermoplastic copolyesters used in
some conventional draft gear may be used in the stacks of
elastomeric units according to the invention.
[0015] "Travel" refers to a distance traveled by the coupler when
the cushioning elements are fully compressed. "Travel" generally
refers to the full possible extent of such movement, i.e., when the
elastomeric pads in a stack of elastomeric units are compressed and
the metal plates of adjacent elastomeric units contact one another.
Travel may be draft travel, permitted by compression of the first
stack of elastomeric units, in the yoke, or may be buff travel,
permitted by full compression of the first stack and the second
stack of elastomeric units, inside the yoke and behind the yoke. In
some cases, clear from the context, in the case of a specific
impact event, "travel" may refer to an actual amount of
displacement measured.
[0016] A person having ordinary skill in the art has a general
knowledge of standards and procedures established by the
Association of American Railroads ("AAR") and the published AAR
standards cited herein are incorporated by reference as background.
Reference herein to AAR standards refers to standards in effect on
the filing date of this application. In non-limiting embodiments,
the selective cushioning apparatus fits between front and rear
stops of an "EOC-7" pocket of about 383/4 inches described in AAR
standard S-181. In other embodiments, the cushioning unit fits
between front and rear stops of an "EOC-8" pocket, having a pocket
length of about 483/4 inches described in AAR standard S-181. In
other embodiments, the cushioning device may be adapted to fit
other AAR standard or non-standard pocket dimensions depending on
the application.
[0017] As used herein the term "E-Type" refers to a yoke connected
to a coupler by a coupler key inserted laterally and does not
necessarily refer to a standard-dimension yoke. A yoke utilized
with a selective cushioning unit according to the invention will
typically be shorter than a standard E-Type yoke, to accommodate a
stack of elastomeric units behind the yoke, but the configuration
would be recognizable as "E-Type" to a person having ordinary skill
in the art (from the coupler key) and would be interoperable with
railway car components configured for use with a conventional
E-Type yoke.
[0018] A cushioning unit according to one embodiment of the
invention is depicted in the perspective view of FIG. 1, including
a first stack 17 of elastomeric units positioned in front portion
120 forward of vertical wall 11 (not shown in FIG. 1) of the yoke
12, behind the coupler follower 13. In the embodiment shown, a
second stack 14 of elastomeric units is positioned in rear portion
130 behind the first stack 17. In this arrangement, first stack 17
absorbs buff and draft loads on coupler 14, whereas second stack 14
absorbs buff loads only. The configuration and operation of these
components is substantially the same as described in the aforesaid
co-pending applications, incorporated by reference.
[0019] In the cutaway detail view of FIG. 2, The E-Type yoke 12 is
adapted to receive a coupler shank 16, the yoke 12 has a front end
18 opposite rear wall 11, a top wall 15 and a bottom wall 19
opposite top wall 15, a first side wall 21 connecting top wall 15
and bottom wall 19, and a second side wall (not shown in the
cutaway view) opposite first side wall 21, the first and second
side walls each have an aligned key slot toward the front end of
the yoke adapted to receive the laterally inserted coupler key 30.
The top wall 15 and bottom wall 19 each have an interior surface
facing coupler shank 16.
[0020] In the embodiment shown in FIG. 2 a butt support 23
protruding from the interior surface of top wall 15 retains coupler
shank 16 when an end of the coupler extending from the railway car
is subject to droop. In FIG. 1, the butt support 23 is formed
integrally with the wall of the yoke (i.e., as one piece, for
example, formed from an indentation in top wall 15). In another
embodiment depicted in FIG. 3, holes are provided in top wall 15 to
receive fasteners 31, so that butt support 231 can be fastened to
interior surface of top wall 15. In this way, butt support 231 may
be made removable and adjustable.
[0021] The tail of the yoke, including rear wall 11 is lengthened
as compared to a conventional floating yoke in an amount sufficient
to place the center of gravity of the yoke inboard of the end of
the car to prevent the yoke from drooping as well.
[0022] In embodiments, a first stack of elastomeric units 31
positioned in yoke 12 comprises a set of similarly shaped and sized
rigid metal plates 32 configured to be aligned in front of the rear
wall of the yoke between the top wall 15 and the bottom wall 19 of
the yoke. Each metal plate has at least one elastomeric pad
thereon, adapted so that each metal plate contacts an adjacent
metal plate at full compression of the first stack. Metal-to-metal
contact of the plates after a predetermined amount of compression
may serve to prevent over-compression and permanent deformation of
the elastomeric pads. In embodiments, the plates may be provided
with cooperating features that facilitate alignment of the plates
when the stack is fully compressed. Lateral guides 33 may be welded
into the sill to assist in alignment of the elastomeric units in
the yoke. In embodiments, at full compression, the first stack of
elastomeric units allows travel in a range of about 3 to about 3.5
inches, although specific embodiments are not to be deemed as
limiting the invention.
[0023] In embodiments, one or more stacks of elastomeric units may
be provided behind the yoke to absorb buff loads on the coupler. As
in the aforesaid co-pending applications the second ("buff") stack
of elastomeric units may comprise a set of rigid metal plates, each
metal plate having at least one elastomeric pad thereon, adapted so
that each metal plate of the elastomeric units contacts an adjacent
metal plate at full compression of the stack. Preferably, full
compression of the first stack and the second stack permits buff
travel in a range of about 6-18 inches. In embodiments, where the
apparatus is adapted to be retrofit into an EOC-7 pocket, at full
compression of the first stack and the second stack, the apparatus
permits buff travel in a range of about 7 to about 8 inches. In
another embodiment, where the apparatus is adapted to be retrofit
into an EOC-8 pocket, a longer second stack is provided, which
provides buff travel in a range of about 9 to about 10 inches.
[0024] In embodiments, the selective cushioning apparatus is
retrofit for a pocket designed for an EOC-7 or EOC-8 end of car
arrangement.
[0025] As an additional feature to prevent or eliminate "droop",
coupler follower 13 may be provided with a recess to receive
coupler 16. In the embodiment shown, coupler follower 13 is
provided with a notch to avoid the lateral guide 33.
[0026] The description of the foregoing preferred embodiments is
not to be considered as limiting the invention, which is defined
according to the appended claims. The person of ordinary skill in
the art, relying on the foregoing disclosure, may practice variants
of the embodiments described without departing from the scope of
the invention claimed. A feature or dependent claim limitation
described in connection with one embodiment or independent claim
may be adapted for use with another embodiment or independent
claim, without departing from the scope of the invention.
* * * * *