Miner Enterprises, Inc.

Powerbrace Corporation

Andy R Kries

Erich A Schoedl

Kenneth A James

Donald E Wilt

Bradley J Haymond

Brian A Senn

Erik D Jensen

Paul B Aspengren

Keith A Salis

Steve R White

Michael D VanMaldegiam

Richard M Charney

Adam J Merges

Paul B Aspengen

Mark W Stanek

Richard B Biehl

Jeff Ballerini

Robert J Worthington

Michael D Vanmaldegiam

A railroad freight car draft gear includes a friction clutch assembly with friction members arranged in operable combination with an actuator. Each friction member has an outer friction surface which slides along a mating friction surface. A spring assembly is provided for absorbing, dissipating, and returning energy imparted to the draft gear. Recesses are provided on the respective mating friction surfaces of the draft gear. A uniquely designed preformed friction modifying insert is pressed into each recess on the clutch assembly components. Each insert includes an elongated leg having projections extending radially outward from opposed surfaces on the insert leg. Each friction modifying insert is furthermore configured to include a convex inner contact surface to facilitate insertion and active contact along with flared inner edges to improve fit between the insert and related draft gear components.

Railroad freight car draft gear friction modifying insert

Railcar draft gear friction modifying insert

An energy absorption system for a railcar having an elongated sill with front and rear stops defining a pocket therebetween. To facilitate use of known railcar structures, the energy absorption system can be used in combination with a railcar also having a sill with center stops disposed between the front and rear stops. A coupler having a head portion and a shank portion is arranged in operable combination with the energy absorption system. The energy absorption system also includes a first cushioning assembly positioned in the sill pocket. A first follower is urged toward and engageable with the front stops under the influence of the first cushioning assembly and is operably engageable with a free end of the shank portion of the coupler. A second cushioning assembly is positioned in generally axial alignment with first cushioning assembly. A second follower is positioned and normally urged by the energy absorption system toward and configured to engage with the center stops. An axially elongated yoke encompasses the first and second cushioning assemblies, terminates in an open forward end, and is coupled to the shank portion of the coupler. The first and second cushioning assemblies act in series relative to each other to absorb and cushion impact forces directed against them when the energy absorption system operates in a buff direction. Advantageously, the second follower acts in concert with the center stops and the second cushioning assembly to minimize excessive system cycles while better dissipating train action energy when the energy absorption system operates in a draft direction.

Railcar energy absorption system and related method for absorbing energy on a railcar

A railroad freight car coupling system utilizing purely mechanical cushioning assemblies at opposed ends of the car. Each cushioning assembly includes an elongated draft gear assembly including two individually operable and axially spaced assemblies for absorbing both buff and draft forces. Each draft gear assembly includes an axially elongated and hollow metal housing with a first open end and a second open end disposed in longitudinally spaced relation relative to each other. The draft gear assembly is provided with first and second spring biased assemblies at opposed open ends of the housing for absorbing, storing and returning energy directed against a railroad freight car with which the draft gear assembly is arranged in operable combination.

Railroad freight car coupling system

H-shaped railcar follower

Railcar follower

A railroad car coupling system including a draft sill with front and rear stops, a coupler along with an energy management assembly for receiving and dissipating external forces experienced by the coupler. A yoke also forms part of the coupling system and is operably coupled to the coupler. The yoke includes top and bottom walls which each include two forward facing stops. A follower is mounted substantially between the top and bottom walls of the yoke for receiving forces experienced by the coupler. The follower is configured with two laterally spaced vertical extensions disposed toward opposed upper corners of the follower and two laterally spaced vertical extensions disposed toward opposed lower corners of the follower. Forward facing surfaces on the follower extensions arc arranged in generally coplanar relationship relative to each other. Rearward facing surfaces on the follower extensions are arranged in generally coplanar relationship with each other and operably engage with the forward facing stops on the yoke to enhance the distribution of forces when the follower engages the front stops on the center sill when the coupling system is in a full draft condition.

Railroad car coupling system

Railcar cushioning assembly follower

A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member or spring seat and a movable second member or top cap carried by the first member. A spring resiliently urges the cap members toward railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on the housing in response to a vertical load acting on the friction contacting surface on the cap. At least the top cap is structured to establish a coefficient of friction ranging between about 0.4 and about 0.9 with the railcar during operation of the side bearing assembly.

Railcar constant contact side bearing assembly

A low profile discharge gate assembly having a frame defining a discharge opening and including a gate slidably mounted on the frame for controlling the discharge of commodity through the gate assembly. Structure carried by and extending inwardly from three sides of the frame is arranged beneath a lower surface on the gate and boot flanges defined by the gate assembly frame further restrict the flow of commodity from the gate assembly. Less than 7.5 vertical inches separates a lower surface on the boot flanges from an upper surface on the mounting flanges of the gate assembly frame. An operating shaft assembly selectively controls movement of the gate between open an closed positions. Support structure further enhances rigidity and support for an end frame member through which the gate slidably moves.

Low profile discharge gate assembly for a railroad hopper car

Growing community of inventors

Elgin, IL, United States of America

Andy R Kries