Miner Enterprises, Inc.

William P O'Donnell

Paul B Aspengren

Erik D Jensen

Donald E Wilt

Michael D VanMaldegiam

Michael S Dillon

Keith A Salis

Bradley J Haymond

Robert J Pokorski

Adam J Merges

Mark W Stanek

Kris C Jurasek

Paul A Perlongo

Rosie Galindo

Raymond E DeGraw

Joseph M Ingraham

A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle &#x3b8; relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle &#x3b2; relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles &#x3b8; and &#x3b2; of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100 KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120 mm.

Friction/elastomeric draft gear

A railroad car energy absorption apparatus is disclosed. The railroad car energy absorption apparatus includes a spring assembly having an elastomer spring element arranged in operable combination with structure for inhibiting localized heat deterioration of the elastomer spring element.

Railroad car energy absorption apparatus

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 and a movable second member carried by the first member. A portion of the second member extends beyond the housing and defines a friction surface for the cap. A spring resiliently urges the friction surface of the cap into frictional contact with 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 said housing in response to a vertical load acting on the friction contacting surface on the cap.

Railcar constant contact side bearing assembly

A railroad car hatch cover including a high strength and highly rigid laminate panel having an inner aluminum member, an outer aluminum member, and a solid plastic core. A cross-section of the laminate panel includes a center section with two generally parallel and generally vertical sides. Each generally vertical side of the panel is joined to center section of the panel along a longitudinally elongated curved corner having a radius of less than 1.5 inches. Moreover, compressible gasket structure is secured to an underside of the center section of the laminate panel in the vicinity of each corner for engaging and pressing against a top rim of railcar coaming to seal the hatch cover whereby inhibiting contaminants from passing between the closed clover and the coaming on the railcar. Additionally, the laminate panel is provided with longitudinally spaced structure, arranged inwardly from the opposed ends of and secured across the laminate panel, for adding further strength and rigidity to the hatch cover.

Railroad hopper car hatch cover

A constant contact side bearing assembly for a railcar having a bolster with an upper surface and a walled receptacle upstanding from the upper surface of the bolster. An inner surface of the walled receptacle defines an open-top cavity wherein the side bearing assembly is accommodated. The constant contact side bearing assembly includes a spring and a base. The side bearing assembly base is configured to loosely fit within the walled receptacle and a gap is defined between an outer surface of the side bearing assembly base and the inner surface of the walled receptacle. A railcar engaging surface portion on a friction member is biased by the spring against an underside of the railcar. An adapter is configured to fit between the side bearing assembly base and the walled receptacle to, at least partially, fill the gap between the side bearing assembly base and the interior surface of the walled receptacle thereby positively positioning, both laterally and longitudinally, the side bearing assembly while reducing horizontal shifting movements side bearing assembly relative to the bolster to optimize performance of the side bearing assembly.

Constant contact side bearing assembly for a railcar

A constant contact side bearing assembly configured for insertion into a walled receptacle provided on an upper surface of a railcar bolster. The side bearing assembly includes a housing assembly including a base and cap receivable within the open top walled receptacle on the bolster. The base has laterally spaced sides and longitudinally spaced ends. The cap is guided for movements relative to the base and has a generally flat railcar body engaging portion along with structure which combines with the sides and ends on the base to define an internal void for the side bearing assembly. A longitudinally elongated and generally rectangularly-shaped elastomeric compression spring is arranged in the internal void within the side bearing assembly for absorbing, dissipating, and returning energy imparted to the side bearing assembly during a work cycle. During a side bearing assembly work cycle, the spring is configured to deform in a predetermined manner and such that, upon maximum spring deformation, the spring maintains an operable relationship relative to the housing assembly of the side bearing assembly.

A constant contact side bearing assembly configured for insertion into a walled receptacle on an upper surface of a railcar bolster. The constant contact side bearing assembly includes a housing defining a cavity. A cap is positioned by and overlies an end of the spring. The cap is mounted for reciprocatory guided movements by and relative to the housing, with a generally flat railcar body engaging portion on the cap being positioned relative to the housing and the walled receptacle by the spring. The side bearing assembly housing and the walled receptacle are configured to accommodate an apparatus used to locate and secure the side bearing assembly housing within the walled receptacle on the railcar bolster.

Measuring tool

An elastomer spring element arranged in operable combination with structure for inhibiting localized heat deterioration of the elastomer spring element.

A constant contact side bearing assembly configured for insertion into a walled receptacle on an upper surface of a railcar bolster. The constant contact side bearing assembly includes a housing defining a cavity and a spring. A cap is positioned by and overlies an end of the spring. The cap is mounted for reciprocatory guided movements by and relative to the housing, with a generally flat railcar body engaging portion on the cap being positioned relative to the housing and the walled enclosure by the spring. The side bearing assembly further includes an apparatus for securing the housing of the side bearing assembly within the walled receptacle on the railcar bolster.

The present invention discloses a method for manufacturing an energy absorption apparatus including an elastomeric spring for a railroad car. The method involves the step of creating a predetermined wear condition in the elastomeric spring for the energy absorption apparatus preferably prior to the energy absorption apparatus being arranged in operable combination with the railroad car. A conditioning process effects permanent deformation of the elastomeric spring while maintaining the preload force developed for the energy absorption apparatus to remain at a substantially stabilized level whereby simulating a predetermined wear condition for the energy absorption apparatus.

Method of manufacturing a railroad car apparatus

The present invention discloses a method for manufacturing an elastomeric spring adapted for use in combination with a railroad car energy absorption apparatus. The method of the present invention involves the step of stabilizing the elastomeric spring prior to insertion of the energy absorption apparatus on the railroad car. Stabilization of the elastomeric spring is effected by submitting the elastomeric member to a predetermined repetitive compression pattern comprised of a series of individual compression cycles. Cyclically compressing the elastomeric member in the predetermined repeat pattern prior to installation of the energy absorption apparatus on the railroad car effects permanent deformation of the elastomeric member while maintaining the preload force developed for the energy absorption apparatus to remain at a substantially constant maximized level simulating a predetermined wear condition for the energy absorption apparatus.

Growing community of inventors

Aurora, IL, United States of America

William P O'Donnell