Crash energy management systems for car coupling systems of rail cars
A car coupling system for a rail vehicle includes a draft sill, and a crash energy management system disposed within the draft sill. The crash energy management system includes a first end plate, a second end plate, and a central tube disposed between the first end plate and the second end plate. The central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold. Deformation of the central tube attenuates at least a portion of the force.
1. A car coupling system for a rail vehicle, the car coupling system comprising:
a draft sill;
a first stop within the draft sill;
a second stop within the draft sill;
a draft gear having a yoke within the draft sill; and
a crash energy management system disposed between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
a first end plate abutting against a rear face of an aft end of the draft gear;
a second end plate abutting against a front face of a fore end of the second stop;
a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate, wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, and wherein deformation of the central tube attenuates at least a portion of the force; and
a supplemental tube within an internal chamber of the central tube.
2. The car coupling system of claim 1 , further comprising a coupler extending outwardly from a first end of the draft sill, wherein the coupler connects to the draft gear.
3. The car coupling system of claim 1 , wherein the crash energy management system is formed of steel.
4. The car coupling system of claim 1 , wherein the central tube has a length, an outer diameter, and a wall thickness, wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1.
5. The car coupling system of claim 1 , wherein the supplemental tube has a length, an outer diameter, and a wall thickness, wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1.
6. The car coupling system of claim 1 , wherein the supplemental tube is coaxial with the central tube.
7. The car coupling system of claim 1 , wherein the crash energy management system further comprises one or more supplemental tubes outside of the central tube.
8. A method of forming a car coupling system for a rail vehicle, the method comprising:
disposing a first stop within a draft sill;
disposing a draft gear having a yoke within the draft sill;
disposing a second stop within the draft sill;
disposing a crash energy management system between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
a first end plate abutting against a rear face of an aft end of the draft gear;
a second end plate abutting against a front face of a fore end of the second stop; and
a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate,
wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, and wherein deformation of the central tube attenuates at least a portion of the force; and
disposing a supplemental tube within an internal chamber of the central tube.
9. The method of claim 8 , further comprising:
extending a coupler outwardly from a first end of the draft sill; and
connecting the coupler to the draft gear.
10. The method of claim 8 , wherein the central tube has a length, an outer diameter, and a wall thickness, wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1.
11. The method of claim 8 , wherein the supplemental tube has a length, an outer diameter, and a wall thickness, wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1.
12. The method of claim 8 , further comprising disposing one or more supplemental tubes outside of the central tube.
13. A car coupling system for a rail vehicle, the car coupling system comprising:
a draft sill;
a coupler extending outwardly from a first end of the draft sill;
a first stop within the draft sill;
a draft gear having a yoke within the draft sill, wherein the coupler connects to the draft gear;
a second stop within the draft sill; and
a crash energy management system disposed between the draft gear and the second stop within the draft sill, wherein the crash energy management system comprises:
a first end plate abutting against a rear face of an aft end of the draft gear;
a second end plate abutting against a front face of a fore end of the second stop;
a central tube disposed between the first end plate and the second end plate, wherein the central tube has a first end secured to the first end plate, and a second end secured to the second end plate, wherein the central tube is configured to deform in response to a force exerted into the car coupling system that exceeds a predetermined force threshold, wherein deformation of the central tube attenuates at least a portion of the force, wherein the central tube has a length, an outer diameter, and a wall thickness, and wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1; and
a supplemental tube within an internal chamber of the central tube.
14. The car coupling system of claim 13 , wherein the crash energy management system is formed of steel.
15. The car coupling system of claim 13 , wherein the supplemental tube has a length, an outer diameter, and a wall thickness, wherein a ratio of the length to the outer diameter is 2:1, and wherein a ratio of the outer diameter to the wall thickness is 8:1.
16. The car coupling system of claim 13 , wherein the crash energy management system further comprises one or more supplemental tubes outside of the central tube.
17. The car coupling system of claim 1 , wherein the first end is secured to the first end plate at a first weld line, and the second end is secured to the second end plate at a second weld line.
18. The method of claim 8 , wherein the first end is secured to the first end plate at a first weld line, and the second end is secured to the second end plate at a second weld line.
19. The car coupling system of claim 12 , wherein the first end is secured to the first end plate at a first weld line, and the second end is secured to the second end plate at a second weld line.
20. The car coupling system of claim 1 , wherein the first end plate is secured to the rear face of the aft end of the draft gear.
21. The car coupling system of claim 20 , wherein the second end plate is secured to the front face of the fore end of the second stop.