A machining fixture for semi-automatically reconditioning an articulated connector is provided. The fixture comprises a housing having at least two side walls, a top plate having a first opening connecting the side walls, and a bottom plate connecting the side walls, the side walls, top plate, and bottom plate defining an interior space. The fixture also includes a clamping mechanism attached to at least one of the side walls, the clamping mechanism comprising a curved hook portion, the curved hook portion being laterally adjustable.

The coupler system of a railway car truck is constructed such that basic overall appearance may be maintained, but the actual material of which it is constructed is changed. According to one embodiment, the coupler is constructed from cast austempered ductile iron; whereas cast iron has a density, 0.26 lbs/in{circumflex over ( )}3, which is approximately 8% less than steel, 0.283 lbs/in{circumflex over ( )}3, thereby allowing for a reduction in weight over steel. A suitable austempering process is used to produce the austempered metal coupler and components thereof. A second benefit of embodiments of the present invention provides for a more efficient use of materials, meaning less metal is used to make the same final shape, as a way of reducing the coupler weight. Both factures combined allow for a lighter weight coupler, while utilizing the standard designs. Alternate coupler configurations are disclosed for further reducing coupler weight.

The coupler system of a railway car truck is constructed such that basic overall appearance may be maintained, but the actual material of which it is constructed is changed. According to one embodiment, the coupler is constructed from cast austempered ductile iron; whereas cast iron has a density, 0.26 lbs/in{circumflex over ( )}3, which is approximately 8% less than steel, 0.283 lbs/in{circumflex over ( )}3, thereby allowing for a reduction in weight over steel. A suitable austempering process is used to produce the austempered metal coupler and components thereof. A second benefit of embodiments of the present invention provides for a more efficient use of materials, meaning less metal is used to make the same final shape, as a way of reducing the coupler weight. Both factures combined allow for a lighter weight coupler, while utilizing the standard designs. Alternate coupler configurations are disclosed for further reducing coupler weight.

An apparatus for mounting an attachment structure (such as an EOT) to a railroad coupler includes a base, a locking member (J-hook), a bolt and one or more spring elements. The base includes a mounting portion for the attachment structure and a sleeve insertable through the attachment structure. The base, the J-hook and the bolt cooperate such that the J-hook is rotated from an unlocked position to a locked position by torque applied via the bolt head. Consequently, the J-hook shaft is pulled inside the sleeve and the J-hook aligns with a clamp face of the base to clamp a portion of the coupler therebetween. Responsive to the applied torque, the one or more spring elements are compressed to allow mechanical engagement between a first surface and a second surface, producing a mechanical torque opposing the applied torque, which reduces axial forces on the J-hook.

An apparatus for mounting an attachment structure (such as an EOT) to a railroad coupler includes a base, a locking member (J-hook), a bolt and one or more spring elements. The base includes a mounting portion for the attachment structure and a sleeve insertable through the attachment structure. The base, the J-hook and the bolt cooperate such that the J-hook is rotated from an unlocked position to a locked position by torque applied via the bolt head. Consequently, the J-hook shaft is pulled inside the sleeve and the J-hook aligns with a clamp face of the base to clamp a portion of the coupler therebetween. Responsive to the applied torque, the one or more spring elements are compressed to allow mechanical engagement between a first surface and a second surface, producing a mechanical torque opposing the applied torque, which reduces axial forces on the J-hook.

A control method for supporting dynamic coupling and uncoupling of a train includes: step A, acquiring stored coupling status information during an initialization phase; step B, loading an off-line configuration of a corresponding composition according to the stored coupling status; step C, collecting three sets of input signals related to the coupling; step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no; step E, determining whether a current coupling status is consistent with the off-line configuration used in step B, then performing step H if yes and performing step G if no; step F, requesting emergency braking, and reporting an alarming error; step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to step A for re-initialization.

A control method for supporting dynamic coupling and uncoupling of a train includes: step A, acquiring stored coupling status information during an initialization phase; step B, loading an off-line configuration of a corresponding composition according to the stored coupling status; step C, collecting three sets of input signals related to the coupling; step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no; step E, determining whether a current coupling status is consistent with the off-line configuration used in step B, then performing step H if yes and performing step G if no; step F, requesting emergency braking, and reporting an alarming error; step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to step A for re-initialization.

The electric vehicle can include: a payload interface, a payload suspension, a chassis, a set of bumpers, a sensor suite, a controller, a chassis suspension, and an electric powertrain. The electric vehicle 100 can optionally include a payload adapter, a power source, a cooling subsystem, and/or any other suitable components. The electric vehicle functions to structurally support a payload, such as a cargo container (e.g., intermodal container, ISO container, etc.), and/or to facilitate transportation of a payload via railway infrastructure.

The electric vehicle can include: a payload interface, a payload suspension, a chassis, a set of bumpers, a sensor suite, a controller, a chassis suspension, and an electric powertrain. The electric vehicle 100 can optionally include a payload adapter, a power source, a cooling subsystem, and/or any other suitable components. The electric vehicle functions to structurally support a payload, such as a cargo container (e.g., intermodal container, ISO container, etc.), and/or to facilitate transportation of a payload via railway infrastructure.

The electric vehicle can include: a payload interface, a payload suspension, a chassis, a set of bumpers, a sensor suite, a controller, a chassis suspension, and an electric powertrain. The electric vehicle 100 can optionally include a payload adapter, a power source, a cooling subsystem, and/or any other suitable components. The electric vehicle functions to structurally support a payload, such as a cargo container (e.g., intermodal container, ISO container, etc.), and/or to facilitate transportation of a payload via railway infrastructure.