Scale test car

Abstract: Preparations are ongoing for a full-scale train-to-train impact test of crash-energy management (CEM) equipment, during which a cab car-led passenger consist, initially moving at 30 mph, will impact a standing locomotive-led consist. The colliding consists will be of approximately equal masses. This test is planned for November 2005. The purpose of the full-scale testing program is to define the crashworthiness performance of conventional and CEM passenger equipment. In the train-to-train test of conventional equipment, the lead cab car crushed by nearly 22 feet and overrode the standing locomotive. In the train-to-train test of CEM equipment, the leading end of the impacting cab car is expected to crush by approximately 3 feet and distribute crush to the successive car interfaces. The car consist is expected to remain in-line, with no lateral buckling and override modes of deformation. This paper describes the steps being taken to develop a CEM cab car crush zone design, based upon the recently developed and tested coach car crush zone design. The components required for an effective CEM cab car design include a push-back coupler, energy absorbing elements, a crushable anti-climber to manage the interaction with the locomotive, and a cage for preserving the operator's space. Preliminary predictions of the dynamic response of the two consists include the distribution of crush among the cars in the train and the decelerations of the cars. These predictions are compared with the measurements made during the conventional train-to-train test. While the CEM design preserves occupant volume, the secondary impact velocities in the lead cab car and the first coach car may be more severe. Five occupant experiments will be included on the cab car and first coach car of the full-scale train-to-train impact test to ensure that the occupants are protected during the collision. These occupant experiments will include modified versions of forward-facing intercity seats, forward- and rear-facing commuter seats, and facing commuter seats with intervening workstation tables.

Abstract: There is currently an active program within the United States to improve the passive safety of train systems. In particular, the Volpe Center is supporting the Federal Railroad Administration's research that includes numerous analytical studies and laboratory tests. The Center is managing a series of full-scale passenger car collision tests. Three tests of conventional equipment have been completed, and two other tests are planned for the spring. After completion of these tests, the next phase will be to carry out full-scale collisions of passenger cars equipped with modern crashworthiness features, such as an integrated crash management system. Such systems, incorporating crush zones in vehicle ends, have been applied to passenger cars around the world, and have been shown to be highly effective in protecting car occupants from injury in a collision. The objective of the work reported here is to develop a detailed final design of a crash energy management system that can be installed into an existing passenger coach car and subjected to a full-scale collision test. Elements in the program are to develop and evaluate strategies for the proposed system, prepare and analyze a preliminary design, fabricate and test critical components of the design, and finalize the design in the light of test and analysis results. The end product will be detailed drawings for a design ready to be fabricated and installed on the selected test vehicle.

Abstract: OF THE DISCLOSURE A system is provided for weighing railroad cars coupled in motion by providing a first scale and a second scale located forward of the first scale. The railroad cars are moved over the first and second scales, the rear trucks of the railroad cars are weighed on the first scale and the weight is stored. While the rear truck of a railroad car under consideration is on the first scale, the front truck of the railroad car under consideration plus the rear truck of the just preceding railroad car are weighed on the second scale. The weights on the first and second scales are totaled and the stored weight of the rear truck of the just preceding railroad car is subtracted to obtain the full draft weight of the railroad car under consideration. The railroad car under consideration may be loaded while it is being weighed and in motion. A preload compensating amount is added to the totaled weights on the first and second scales to compensate for the weight of material that will continue through the chute after the chute is closed. A plurality of discrete weighings is performed during loading of the railroad car under con-sideration. after the loading is terminated, a final weight reading is performed to obtain the full draft weight of the loaded car under consideration. Loading of the railroad car is terminated when either the full draft weight reaches a predetermined amount or when the rear truck of the railroad car under consideration reaches a preselected location on the first scale.

Abstract: A novel method and apparatus is disclosed for measuring the successive distances between the wheels of cars in a train and processing said measurements to locate a given axle of a car, such as the first axle of a truck of a car or the first axle of the car.