Amsted Industries Inc.

Asf-keystone, Inc.

Keystone Industries, Inc.

Amsted Rail Company, Inc.

Julius I Pershwitz

Thomas R Berg

Horst T Kaufhold

V Terrey Hawthorne

Jay P Monaco

John J Steffen

John F Deppen

Ronald E Barker

Marlin E Clark

Charles E Burkhart

Ralph H Schorr

Nathan Reese

Mark P Scott

Russell J Huggins

Jeffrey Ruback

Jeff Ruback

A tuned spring group with load springs, control springs, and a frictional damping arrangement for a railcar truck assembly provides better ride quality, increased resistance to suspension bottoming, and increased hunting threshold speed of a railroad car. Specifically, this tuned damping and suspension arrangement provides a spring group reserve capacity of less than 1.50. Spring assemblies for different car types are tuned such that a reserve ratio less than 1.50 may be achieved. By reducing the spring assembly reserve capacity for a railcar and truck of a standard weight and configuration to less than 1.50, an unexpected result of a decrease in maximum vertical acceleration as the railcar truck assembly approaches a speed of 55 miles per hour is achieved. The decrease in vertical acceleration allows for improved ride quality, increased resistance to suspension bottoming and increased hunting threshold speed of the railcar.

Railway truck suspension design

An improved three-piece truck system for railroad cars provides long travel side bearings for improved stability, a 'wide' friction shoe design or equivalent to improve sideframe and bolster squareness, a resilient pedestal pad for improved curving performance and enhanced wear resistance, and a suspension system tuned and optimized for rail cars to have a minimum reserve capacity of less than 1.5 to improve motion control and ride quality, increase resistance to suspension bottoming, and increase hunting threshold speed. Such a motion control truck system is able to meet recent, more stringent American Association of Railroads standards, such as M-976, for railcars having a 286,000 lb. gross rail load rating.

Three-piece motion control truck system

A draft gear assembly is disclosed alone and in combination with a draft sill and a coupler. The draft sill has front and rear stops defining a draft gear pocket. The draft gear assembly has a yoke, a coupler follower, a rear follower, a front resilient member and a back resilient member. The yoke has top and bottom stops. The coupler follower is biased against the yoke top and bottom stops. The draft gear assembly also includes a center rod that extends through the yoke, through the back resilient member and through the rear follower. Prior to installation on a railcar, there is a shortening member on the center rod. The length of the assembly between the shortening member and the front of the coupler follower is slightly less than the longitudinal length of the draft gear pocket. After installation, the rear follower is positioned against rear stops of the draft sill. After installation, the yoke, coupler and coupler follower each have a neutral position and a full buff position. The yoke and coupler also have a full draft position. The draft stroke of the coupler and yoke is 1&frac14; inches forward. The buff stroke of the coupler and coupler follower is at least 4&frac14; inches rearward, while the buff stroke of the yoke is 3 inches rearward. The center rod is free from compression throughout buff movement and free from tension throughout draft movement of the coupler and yoke.

Railcar draft gear assembly and system

A rail car buffer includes a standard capsule body and a high pressure hydraulic buffer spring only in the body. The hydraulic spring has a high compression ratio and is charged with very high pressure gas and hydraulic oil.

Rail car buffer

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Grantham, PA, United States of America

Julius I Pershwitz