Abstract: A railroad car including a plurality of penetration resistant and protective structures including a penetration resistant and protective underframe, penetration resistant and protective first end, second end, and center bulkheads, penetration resistant and protective first, second, third, and fourth side walls, and protective first and second roof hatches, all configured to protect internal cylinder assemblies, the pipes that communicate the gas from the cylinders of the cylinder assemblies, and the safety critical valves, regulators, and other equipment connected to such cylinders and pipes of the railroad car in an accident (such as a derailment, crash and/or roll-over).

Abstract: A railroad car including a plurality of penetration resistant and protective structures including a penetration resistant and protective underframe, penetration resistant and protective first end, second end, and center bulkheads, penetration resistant and protective first, second, third, and fourth side walls, and protective first and second roof hatches, all configured to protect internal cylinder assemblies, the pipes that communicate the gas from the cylinders of the cylinder assemblies, and the safety critical valves, regulators, and other equipment connected to such cylinders and pipes of the railroad car in an accident (such as a derailment, crash and/or roll-over).

Abstract: A railroad car including a plurality of penetration resistant and protective structures including a penetration resistant and protective underframe, penetration resistant and protective first end, second end, and center bulkheads, penetration resistant and protective first, second, third, and fourth side walls, and protective first and second roof hatches, all configured to protect internal cylinder assemblies, the pipes that communicate the gas from the cylinders of the cylinder assemblies, and the safety critical valves, regulators, and other equipment connected to such cylinders and pipes of the railroad car in an accident (such as a derailment, crash and/or roll-over).

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: The present invention provides a joint for transferring load from the underframe of a locomotive to the cant rail of its car body. The joint includes a base connected to the underframe of the locomotive with a body portion attached thereto. This body portion carries a generally diagonally situated member connected to the cant rail of the car body of the locomotive, such that the load from the underframe is transferred to the base of the joint, through the body portion of the joint, to the diagonally situated member and to the cant rail during bending of the underframe of the locomotive. In another aspect of the present invention, a joint is provided which is generally flexible to accommodate bending of the car body and underframe of the locomotive relative to their respective stiffnesses.

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: The present invention provides a joint for transferring load from the underframe of a locomotive to the cant rail of its car body. The joint includes a base connected to the underframe of the locomotive with a body portion attached thereto. This body portion carries a generally diagonally situated member connected to the cant rail of the car body of the locomotive, such that the load from the underframe is transferred to the base of the joint, through the body portion of the joint, to the diagonally situated member and to the cant rail during bending of the underframe of the locomotive. In another aspect of the present invention, a joint is provided which is generally flexible to accommodate bending of the car body and underframe of the locomotive relative to their respective stiffnesses.

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: The adhesion between a locomotive drive wheel and supporting rail can be substantially increased by application of a powder mixture that contains a hard particle constituent preferably including alumina, a soft particle constituent preferably including titania, and an iron oxide constituent. The mixture may be in the form of a dry powder, a paste with water or alcohol vehicle, or a metal composite that includes the powder.

Abstract: An axle sprung motor assembly for driving a locomotive includes a motor selectively driving a rotatable drive gear. A wheelset assembly includes a pair of flanged wheels mounted on an axle with an axle bearing housing rotatably supported on the axle. A set of resilient bushings is carried between the axle bearing housing and the motor housing. The motor assembly is resiliently secured to the wheelset through the interposed resilient bushings. A resilient gear has a hub fixed to the axle and includes a ring gear that engages the drive gear and is mounted to the hub through a set of flex bushings and a set of snubber bushings. Loads transferred from the motor to the wheelset are reduced by relative rotation between the ring gear and the hub that compresses elastomeric material of the flex bushings, with movement limited by the snubber bushings.

Abstract: At least one powered disc is suspended from a locomotive and applied to a rail surface for treating the rail surface ahead of driven locomotive wheels to increase adhesion between the driven wheels and the rail surface. Torque applied to the disc varies the rate of rotation of the disc away from that of a freely-rotating disc so that a significant level of creep may be maintained between the disc and the rail surface with substantially no angle of attack between the disc and the longitudinal axis of the rail. The torque may be generated through a second disc contacting the rail and coupled to the first disc with the first and second discs rotating with differing rates of rotation, or may be generated through a passive or active actuator coupled directly to the disc. The amount of creep between the disc and the rail surface and the direction of the creep may be varied in accordance with the level of contamination of the rail and the disc may be disengaged from the rail when cleaning is not required.