YOKE-MOUNTED COUPLER SUPPORT

Abstract

A yoke for a railway car is provided with a coupler support protruding from a top wall of the yoke into an interior space in the yoke to contact the coupler shank when the coupler head is deflected downward to prevent the coupler from drooping after prolonged use.

Claims

1-19. (canceled)

20. A yoke for a railway car, the yoke comprising: an open front end configured to receive a coupler shank therethrough; a rear wall opposite the open front end; two walls connecting the open front end with the rear wall; and a coupler support extending from an interior surface of one wall from the two walls into an interior space of the yoke between the open front end and the rear wall.

21. The yoke of claim 20, further comprising two additional walls, each additional wall from the two additional walls connected with each wall from the two walls.

22. The yoke of claim 21, further comprising a key slot through a thickness of the each additional wall.

23. The yoke of claim 20, further comprising two side walls, each side wall from the two side walls connected with each wall from the two walls.

24. The yoke of claim 20, wherein the coupler support comprises: a block; and holes through a thickness of one wall to attach, with fasteners, the block to the interior surface of the one wall.

25. The yoke of claim 24, further comprising a wear plate on the block, the wear plate configured to contact the coupler shank.

26. The yoke of claim 20, wherein the coupler support comprises: a hole through a thickness of the one wall; and a block fastened to the interior surface of the one wall with a fastener passed through the hole, the block configured to contact a coupler shank.

27. The yoke of claim 20, wherein the coupler support comprises: a protrusion integrally formed with the yoke on the interior surface of the one wall; and a wear plate on the protrusion, the wear plate configured to contact the coupler shank.

28. The yoke of claim 20, further comprising a wear plate on the coupler support, the wear plate configured to contact the coupler shank.

29. The yoke of claim 28, further comprising another wear plate on an opposite wall from the two walls, the another wear plate positioned closer to the open front end than to the coupler support.

30. The yoke of claim 20, further comprising a lateral guide.

31. An end-of-car cushioning apparatus, comprising: a yoke, the yoke comprises an open front end configured to receive a coupler shank therethrough, a rear wall opposite the open front end, and two walls connecting the open front end with the rear wall; and a coupler support, the coupler support comprises a protrusion extending from an interior surface of one wall from the two walls into an interior space of the yoke between the open front end and the rear wall, and a wear plate on the protrusion, the wear plate configured to contact the coupler shank.

32. The end-of-car cushioning apparatus of claim 31, further comprising: a coupler-receiving member disposed within the interior space; a first stack of elastomeric units positioned between the coupler-receiving member and the rear wall of the yoke; and a second stack of elastomeric units positioned external to the rear wall of the yoke.

33. The end-of-car cushioning apparatus of claim 32, wherein each elastomeric unit comprises a metal plate and an elastomeric pad.

34. The end-of-car cushioning apparatus of claim 32, wherein the first stack of elastomeric units configured to compress in a response to buff and draft loads on a coupler of a railway car.

35. The end-of-car cushioning apparatus of claim 32, wherein the first stack of elastomeric units configured to absorb buff loads on a coupler of a railway car.

36. The end-of-car cushioning apparatus of claim 31, further comprising a frictional draft gear received in the interior space, the frictional draft gear comprising a housing, an elastic element received in the housing and a piston or a friction clutch compressing the elastic element in a response to buff and draft loads on a coupler of a railway car.

37. The end-of-car cushioning apparatus of claim 31, further comprising a hydraulic unit positioned external to the rear wall of the yoke, the hydraulic unit having a piston received in a recess of the yoke external to the rear wall of the yoke, and a cylinder filled with a fluid and receiving the piston, wherein the fluid is adapted to dissipate forces during a movement of the piston in the cylinder in a response to loads on a coupler of a railway car.

38. An end-of-car cushioning apparatus for a railway car, comprising: a coupler with a coupler shank; a yoke, the yoke comprises an open front end configured to receive the coupler shank therethrough, a rear wall opposite the open front end, and two walls connecting the open front end with the rear wall; and a coupler support, the coupler support comprises a protrusion extending from an interior surface of one wall from the two walls into an interior space of the yoke between the open front end and the rear wall; a center of gravity of the yoke and the coupler disposed between the open front end and the rear wall and inboard of an end of the railway car.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0013] 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:

[0014] FIG. 1 is a perspective view of a cushioning apparatus according to an embodiment of the invention;

[0015] FIG. 2 is a cutaway view of an apparatus according to an embodiment of the invention showing the engagement of the yoke with a coupler;

[0016] FIG. 3 is cutaway view according to another embodiment of the invention;

[0017] FIG. 4 is a cutaway view showing a coupler support incorporated into a hydraulic EOCC unit according to an embodiment of the invention;

[0018] FIG. 5 depicts a standard draft gear with an E-Type yoke having a coupler support feature according to an embodiment of the invention; and

[0019] FIG. 6A and FIG. 6B depict locations of the center of gravity on a selective cushioning unit apparatus and a hydraulic EOCC unit, respectively.

[0020] 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

[0021] 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. 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 and the “vertical plane” is perpendicular to the longitudinal axis. “Horizontal” is a plane parallel to the surface the train travels on. “Up” and “upward” mean toward the sky and “down” and “downward” mean toward the ground.

[0022] 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.

[0023] “Droop” is downward deflection of the coupler head with respect to a horizontal orientation.

[0024] “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.

[0025] “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, e.g., 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 or buff travel, permitted by the draft gear, by the one or more stacks of elastomeric units or by a hydraulic unit, as the case may be.

[0026] 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 38¾ 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 48¾ 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.

[0027] As used herein the term “E-Type” refers to a yoke connected to a coupler by a coupler key (also called a “draft 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 longer than a standard E-Type yoke used with a hydraulic unit, but the configuration would be recognizable as “E-Type” to a person having ordinary skill in the art and would be interoperable with railway car components configured for use with a conventional E-Type yoke. In some embodiments, the selective cushioning apparatus fits into a standard sill pocket for a hydraulic unit.

[0028] 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 an inside area of yoke 12 in front portion 120 forward of vertical wall 11 and behind 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 and issued patents of the inventors herein.

[0029] In the cutaway detail view of FIG. 2, E-Type yoke 12 is adapted to receive coupler shank 16. Yoke 12 has a front (or “nose”) end 18 opposite rear wall 11 (shown in FIG. 1), 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. 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. Top wall 15 and bottom wall 19 each have an interior surface facing coupler shank 16 defining inside area of yoke 12.

[0030] In the embodiment shown in FIG. 2, coupler support 23 protrudes from the interior surface of top wall 15 and retains coupler shank 16 when an end of the coupler extending from the railway car is deflected downward. In FIG. 2, coupler 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 embodiments, support 23 is a formation on the inside of top wall 15 without forming an indentation on the outer surface of yoke 12. In embodiments, a wear plate (shown in FIG. 4) may be provided on coupler support 23, attached with a frictional snap-on fit, or with a fastener. In another embodiment depicted in FIG. 3, at least one hole is provided in top wall 15 to receive fastener 31, so that coupler support 231 can be fastened to interior surface of top wall 15. In this way, coupler support 231 may be made removable and adjustable and existing yokes can be modified to include a coupler support by drilling holes and attaching a block to the interior surface of top wall 15.

[0031] In embodiments, one or more stacks 14 of elastomeric units may be provided behind the yoke to absorb buff loads on the coupler. As in the aforesaid patents and co-pending applications by the inventors herein, these “buff” stack(s) 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 first stack 17 and second stack 14 permits buff travel in a range of about 6 to 18 inches. In embodiments, where the apparatus is adapted to fit 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 fit 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. Thus, in embodiments, the selective cushioning apparatus is retrofit for a pocket designed for an EOC-7 or EOC-8 end of car arrangement, replacing a draft gear or hydraulic unit.

[0032] A first or “draft” stack of elastomeric units 32 may be provided in area 120 in front of tail wall 11 of yoke 12 behind coupler follower 13. Each elastomeric unit 32 comprises a metal plate and at least one elastomeric pad, and at full travel, metal-to-metal contact is made between adjacent metal plates to control the amount of travel and prevent over-compression of the elastomeric pads. Lateral guide 33 may be provided to assist in the alignment of elastomeric units 32 in yoke 12. In the embodiment shown, coupler follower 13 is also provided with a notch to avoid lateral guide 33.

[0033] FIG. 4 depicts an embodiment of the invention adapted for use with a hydraulic unit, wherein coupler 16 is received in the front end of yoke 12 and the butt end of coupler 16 abuts vertical rear wall 11 of yoke 12, compressing piston 42 of a hydraulic unit 43 as loads are applied to coupler 16. Piston 42 is received in a recess 44 behind vertical rear wall 11 of yoke 12 and compresses fluid in cylinder 41 to dissipate energy of loads applied to coupler 16. In the embodiment shown, coupler support 23 is an integral feature formed on the inner surface of top wall 15 of yoke 12. A friction wear plate 47 may be provided as part of coupler support 23 and may be removable, i.e. snapped on, or attached with fasteners. Conventional geometry provides support for coupler 16 at the bottom lip at the opening of the yoke. The entire apparatus may be sized to fit in a standard EOC 8 pocket.

[0034] FIG. 5 depicts a yoke-mounted coupler support in combination with a draft gear which may be configured to fit an EOC 7 pocket. Coupler shank 16 is received in the front end of the yoke abutting a coupler follower 13 positioned inside yoke 12 adapted to move responsive to loads on coupler 16. A conventional design for yoke 12 includes a tapered nose section, with walls 15, 19 tapering toward coupler 16. Coupler support 23 extending from top wall 15 into an interior space of the yoke at the front end is adapted to contact coupler shank and reduce downward deflection of the coupler. Frictional draft gear 51 is received in the interior space in the yoke and may comprise a housing, an elastic element received in the housing and a piston or friction clutch 56 compressing the elastic element in response to buff and draft loads on the coupler.

[0035] FIG. 6A depicts a coupler 16 and yoke 12 configured for a selective cushioning unit system, comprising a stack of elastomeric units 17 in an inside area of yoke 12, and one or more second stacks 14 behind yoke 12. The position of the center of gravity 110 of the combined coupler and yoke in this embodiment is moved inboard of the end of the car (represented by the dashed line 112) by extending the tail of the yoke in a rearward direction. This positioning of the center of gravity 110 inboard, compared with a conventional floating yoke depicted in FIG. 6B, is in an amount sufficient to place the center of gravity of the yoke inboard of the end of the car to prevent excess vertical forces on the draft key and to prevent the coupler from drooping. Center of gravity 110′ in FIG. 6B is approximately 8 inches outboard of the end of the car, which places more torque on the draft key 30.

[0036] 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.