Crash energy management systems for car coupling systems of rail cars

Patent metadata

Field	Value
Publication number	US-2022242462-A1
Application number	US-202117399137-A
Country	US
Kind code	A1
Filing date	Aug 11, 2021
Priority date	Jan 29, 2021
Publication date	Aug 4, 2022
Grant date	—

Abstract

A crash energy management system is configured to be disposed within a draft sill of a car coupling system for a rail vehicle. The crash energy management system includes a front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs. A rear sub-assembly is coupled to the front sub-assembly, and includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

First claim

What is claimed:

1 . A crash energy management system configured to be disposed within a draft sill of a car coupling system for a rail vehicle, the crash energy management system comprising:
a front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs; and a rear sub-assembly coupled to the front sub-assembly, wherein the rear sub-assembly includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

2 . The crash energy management system of claim 1 , wherein the guide legs extend from the front end plate at corners.

3 . The crash energy management system of claim 1 , wherein each of the stop walls comprises:
a forward end secured between interior edges surfaces of neighboring ones of the guide legs; and a rear end that extends toward the rear sub-assembly.

4 . The crash energy management system of claim 1 , wherein one or more of the stop walls comprises a recess pocket that exposes one or more weld lines of the front central plate and the rear central plate.

5 . The crash energy management system of claim 1 , wherein the stop walls are welded to the front central plate and the rear central plate.

6 . The crash energy management system of claim 1 , wherein one or more of the guide legs includes a first beam connected to a second beam, which is orthogonal to the first beam.

7 . The crash energy management system of claim 1 , wherein the guide legs are configured to move over portions of the front central plate and the rear central plate as the front central tube deforms.

8 . The crash energy management system of claim 1 , wherein each of the front central plate and the rear central plate is half the thickness of each of the front end plate and the rear end plate.

9 . The crash energy management system of claim 8 , wherein the front central plate is welded to the rear central plate.

10 . The crash energy management system of claim 1 , wherein one or both of the front end plate or the front central plate comprises a front central bore that allows for welding to an inner diameter of the front central tube, and wherein one or both of the rear end plate or the rear central plate comprises a rear central bore that allows for welding to an inner diameter of the rear central tube.

11 . The crash energy management system of claim 1 , wherein each of the front central tube and the rear central tube has a length, an outer diameter, and a wall thickness, 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.

12 . A method of forming a car coupling system for a rail vehicle, the method comprising:
disposing a crash energy management system within a draft sill, wherein the crash energy management system comprises:
a front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs; and
a rear sub-assembly coupled to the front sub-assembly, wherein the rear sub-assembly includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

13 . The method of claim 12 , further comprising:
extending a coupler outwardly from a first end of the draft sill; disposing a first stop within the draft sill; disposing a draft gear having a yoke within the draft sill; connecting the coupler to the draft gear; and disposing a second stop within the draft sill, wherein the crash energy management system is disposed between the draft gear and the second stop.

14 . 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 front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs; and
a rear sub-assembly coupled to the front sub-assembly, wherein the rear sub-assembly includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

15 . The car coupling system of claim 14 , wherein the guide legs extend from the front end plate at corners.

16 . The car coupling system of claim 14 , wherein each of the stop walls comprises:
a forward end secured between interior edges surfaces of neighboring ones of the guide legs; and a rear end that extends toward the rear sub-assembly.

17 . The car coupling system of claim 14 , wherein one or more of the stop walls comprises a recess pocket that exposes one or more weld lines of the front central plate and the rear central plate, and wherein the stop walls are welded to the front central plate and the rear central plate.

18 . The car coupling system of claim 14 , wherein the guide legs are configured to move over portions of the front central plate and the rear central plate as the front central tube deforms.

19 . The car coupling system of claim 14 , wherein each of the front central plate and the rear central plate is half the thickness of each of the front end plate and the rear end plate, and wherein the front central plate is welded to the rear central plate.

20 . The car coupling system of claim 14 , wherein one or both of the front end plate or the front central plate comprises a front central bore that allows for welding to an inner diameter of the front central tube, and wherein one or both of the rear end plate or the rear central plate comprises a rear central bore that allows for welding to an inner diameter of the rear central tube.

Assignees

• Amsted Rail Co Inc

Inventors

• Keener Scott A

Classifications

• B61G11/16 Primary

  absorbing shocks by permanent deformation of buffer element · CPC title

• B61G3/04

  with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type · CPC title

• B61G11/12 Primary

  with fluid springs or shock-absorbers; Combinations thereof · CPC title