CA1258258A - Drawbar assembly for connecting rail cars - Google Patents
Drawbar assembly for connecting rail carsInfo
- Publication number
- CA1258258A CA1258258A CA000463844A CA463844A CA1258258A CA 1258258 A CA1258258 A CA 1258258A CA 000463844 A CA000463844 A CA 000463844A CA 463844 A CA463844 A CA 463844A CA 1258258 A CA1258258 A CA 1258258A
- Authority
- CA
- Canada
- Prior art keywords
- drawbar
- elastomeric pad
- assembly
- wedge
- follower block
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Abstract
ABSTRACT OF THE DISCLOSURE
A drawbar assembly for connecting rail car having a slackless configuration with respect to draft forces, but providing a cushioned or controlled slack in buff pro-vided by an elastomeric pad. A double wedge arrangement eliminates slack, particularly in opposition to draft forces, and tile elastomeric pad reduces wear and accommo-dates manufacturing variation in mating surfaces through limited cushioned movement in buff.
A drawbar assembly for connecting rail car having a slackless configuration with respect to draft forces, but providing a cushioned or controlled slack in buff pro-vided by an elastomeric pad. A double wedge arrangement eliminates slack, particularly in opposition to draft forces, and tile elastomeric pad reduces wear and accommo-dates manufacturing variation in mating surfaces through limited cushioned movement in buff.
Description
DUA~!3AU ASSEMBI.Y FOU CONNLC`rlNC RAIL _~RS
BAC G~OUND 01 Tlll lNVCNr1.0N
lhis invention relates in general to connection systems for rail cars and, in particular, to ;mproved drawbar assemblies.
More specifically, but without restriction to the particular use whicll is shown and descr;.becl, this inven-tion relates to an improved drawbar assembly capable of reducing slack and wear oE components during operation of railway cars. This system of the invention further dimin-ishes the weight of a coupling assembly needed for satis-factorily connecting rail cars with a resultant savings in cost and economy oE operation. The drawbar assembly inven-I tion employs a dual wedge arrangement positioned immeùiately~head of the rear lugs of a car ~ to reduce slack. An elastomeric means is employed resiliently to cushion buff forces to a limil:ed extent and to aid in curve negotiability.
Conventional coupling systems for rail cars have long employed standard draft assemblies having couplers, yokes and draft g~ears, as is well known. Known coupler designs suffer from several problems associated with the heavy impact loads which normally occur in train operations.
The knuckles oE a conventional coupler are subject to brealcage and detrimental slack, causing wear between the components and maintenance problems. In addition, conventional coup-ling systems are unduly heavy and include a multitude ofcomponents contributing to undesirable car costs and weight.
1~5~3~
In some types of rail cars, however, it is not necessary for the cars to be uncoupled frequently in service, particularly in long mileage operations. Such cars may include bottom dump coal cars, intermodel articulated cars with single axle trucks, or other cars not requiring tha capability of conventional couplers. One alternative to normal coupling system components has been to employ a simple bar between cars, but such arrangements have been subject to numerous deficiencies in service due to the Pnormous draft and buff forces encountered. Attempts to modify known drawbar designs to provide satisfactory operations have not been wholly successful. Prior clrawbar systems present the additional problems of wear, poor response in curves, and a lack of versatility for accommodation by both existing and new rail car sills, among many shortcomings.
SUI~ARY OF TEIE INVENTION
The problems of the prior art are overcome by the present invention which provides a drawbar assembly for interconnecting a pair of rail cars, the assembly comprising in combination a drawbar having a pair of opposed ball ends retained in sockets formed in the respective sills of ad~acent rail cars and securement means for removably affixing the ends of the drawbar in their respective sockets. Each socket comprises a first movable follower block having a concave surface for receiving one of the ball ends, an elastomeric pad abutting the first follower block for providing limited cushioning of buffing forces applied to the drawbar, a second LCM:mls 2 ~5~5~
movable follower block abutting the elastomeric pad, and a double wedge assembly including a stationary wedge and a gravity wedge abutting the second follower block. The elastomeric pad may be generally flat-sided and reinforced by a plurality of metal plates embedded therein.
The present invention provides an improved drawbar assembly for reducing slack in a railway coupler. The components in the drawbar system are maintained in a near slackless configuration in response to draft forces, while subject to a limited resilience or cushioning in buff for accommodating manufacturing variations in mating surfaces and permitting a more freely pivotal drawbar. The drawbar connection of the application reduces wear and maintenance problems in service and attains economical operation by virtue of a reduction of cax weight by a double-wedge design that cooperates with an elastomeric pad in a novel and improved manner DESCRIPTION OF THE DRAWINGS
Further features of the invention and advantages accruing therefrom, will be apparent from the following description of a preferred embodiment of the invention; which is shown in the accompanying drawings with like reference numerals indicating corresponding parts throughout, wherein:
FIG. 1 is a side elevational view of the drawbar assembly of the invention;
LCM:mls 3 - 4 ~ 8'~5~
FIG. 2 is an enlarged fragmentary top plan view with the lower portion thereof shown in horizontal section;
and FIG. 3 is a fragmentary vertical sectional view taken substantially along the line 3-3 of Fig. 2.
DESCRIPTION OF TLE PREF~RRED EMBODINENT
Referring now to Figs. 1-3, there is illustrated the improved drawbar assembly of the invention for coupling rail cars, such as bottom dump unit train cars and the like to replace conventional automatic couplers. The drawbar assembly of the invention is generally designated by reference numeral 2 and is mounted within a typical draft sill casting 4 or other sill cons~,ruction. The drawbar assembly 2 includes a symmetrical drawbar 6 having a pair of enlarged heads 8 interconnected to a necked down portion 6', Fig. 1.
Inasmuch as the construction of the drawbar assembly 2 is identical at both ends, details of the construction of the invention are described with reference to one of the ends in Fios. 2 and 3. In the plan view of Fig. 2, the drawbar head 8 includes an outermost portion 10. A pair of side surfaces 12 are inclined inwardly and terminate with a spherical buffing surface 14. As best seen in Fig. 3, the top and bottom surfaces 16 of the head are flat and a key or pin opening 18 extends laterally through the drawbar head 8. A drawbar pin or key 20 A. projects through the drawbar head 8 for attachment to the ,i draft sill 4. As can be seen LCM/MLS
5~3 in Fig. 3, the pin opening 18 has nn elongated longitu-clinal configurntion s;gnificanLly greater in length than the diallleter c)[ pin 2() clncl a vertical heiglli slightly greater. Ihis .shape permits Ihe drawbar 6 to pivot freely S in curves.
The pin 20 is retained on the draEt sill casting 4 by means oE a pin retainer fabrication 22 disposed on each end of Lhe drawbar p;n 20, as best shown in Figs. I
and 2. The pin retainer fabrication 22 inc].udes an inner plate 24 upon wllich a rib-like supporting structure 26 is welded. An opening is provided through plate 24 in which a sleeve or tube 28 is welded to the plate 24. The pin 20 is retained at each end by means of a pin retniner and cotter pin 30.
A pocket 32 opens into pin opening 18 and receives a pin bearing block 34 which is resiliently mounted by means oE a pair of a lower and upper spring 36, as seen in Fig. 3.
The pin bearing block 34 possesses a concave surEace 40 arranged to contact a portion of the periphery of drawbar pin 20 and generally convex surface 34', as seen in Fig. 3.
The spherical bu:cEing surEace 14 oE the drawbar heacl 8 is arranged to cooperate with the concave surEace 42 provided in a cast follower block 44 movably positioned adjacent the end oE the drawbar 6. ~n elastomeric pad 46 is mounted on the opposite side oE the Eollower block 44 from the encl of the drawbar 6. The elastomeric pad 46 is formed with an elastomeric rnaterial 48 sandwiched between a pair of ... _ . .. .. . . . . . . . _ _ .. . _ .
~ 6~ .
~5~3~5f~
end plates 48a and reinforcecl by i.nternal metallic plaLes 48b. Tlle elastomeric pad 46 acts to respollcl to buffing forces arld prc)vitle a cusllioning errect, with tlle pacl bring disposed between the cast follower 44 anr1 a rllovable rear Eollower block 50. The elastomeric pad 46 allows [or better pivotillg of the drawbar and alltomatically compen-sates [or surrace variations of rnating surfaces, sucrl as caused by irregularj.ties in the surfaees of the ball and mating parts.
The rear follower block 50 is supported between the elastomerie pacl 46 and a wedge assembly. The rear wedge 54 whieh has an inclined faee 56 eooperates with an oppositely oriented, generally ;dentieal gravity wedge 58 having an inelinecd faee 60 and being relatively movable to take up slaek. Thus, the wedges aet to remove slaek in the drawbar eonneetion by the cooperative action of the two inelined wedge surfaees 56, 60.
The inboard wedge 54 forms a poeket 62 with rear follower block 50 in whicll the gravity take-up wedge 58 operates. The design of the gravity wedge 58 provides a slope adequate to insure that the wedge 58 will have a downward resultant force so it will tend to move down under all conditions, including buff. The wedges will also com-pensate for a significant amount of wear among the rnating parts. The elastomeric pad 46 provides relief and resulting reduction in frietion between rllating surfaees when movernent takes plaee, sueh as in pivoting.
~s~
While tlle invention has been described with reE-erence to a prcEerred elllbodiment, it will be understood by tho~se skilled in the art that various cllallges m.ly be made and e(lu iva I en ts may be subs t i tu ted f or e I emen ts 5 thereoE wi thout departine Erom the scope oE the invent;on.
~n addition, m.lny modiEications may be made to adapt a particular situation or material to the teachings oE the invent;on wi thout departing Erom the essential scope thereoE~ ThereEore, it is intended that the invention 10 not be limited to tlle particular embodiment disclosed as tlle best mode contemplated Eor carrying out this inven-tion, but tllat the invention will include all embodiments Ealling witllill the scope oE the appended claillls.
BAC G~OUND 01 Tlll lNVCNr1.0N
lhis invention relates in general to connection systems for rail cars and, in particular, to ;mproved drawbar assemblies.
More specifically, but without restriction to the particular use whicll is shown and descr;.becl, this inven-tion relates to an improved drawbar assembly capable of reducing slack and wear oE components during operation of railway cars. This system of the invention further dimin-ishes the weight of a coupling assembly needed for satis-factorily connecting rail cars with a resultant savings in cost and economy oE operation. The drawbar assembly inven-I tion employs a dual wedge arrangement positioned immeùiately~head of the rear lugs of a car ~ to reduce slack. An elastomeric means is employed resiliently to cushion buff forces to a limil:ed extent and to aid in curve negotiability.
Conventional coupling systems for rail cars have long employed standard draft assemblies having couplers, yokes and draft g~ears, as is well known. Known coupler designs suffer from several problems associated with the heavy impact loads which normally occur in train operations.
The knuckles oE a conventional coupler are subject to brealcage and detrimental slack, causing wear between the components and maintenance problems. In addition, conventional coup-ling systems are unduly heavy and include a multitude ofcomponents contributing to undesirable car costs and weight.
1~5~3~
In some types of rail cars, however, it is not necessary for the cars to be uncoupled frequently in service, particularly in long mileage operations. Such cars may include bottom dump coal cars, intermodel articulated cars with single axle trucks, or other cars not requiring tha capability of conventional couplers. One alternative to normal coupling system components has been to employ a simple bar between cars, but such arrangements have been subject to numerous deficiencies in service due to the Pnormous draft and buff forces encountered. Attempts to modify known drawbar designs to provide satisfactory operations have not been wholly successful. Prior clrawbar systems present the additional problems of wear, poor response in curves, and a lack of versatility for accommodation by both existing and new rail car sills, among many shortcomings.
SUI~ARY OF TEIE INVENTION
The problems of the prior art are overcome by the present invention which provides a drawbar assembly for interconnecting a pair of rail cars, the assembly comprising in combination a drawbar having a pair of opposed ball ends retained in sockets formed in the respective sills of ad~acent rail cars and securement means for removably affixing the ends of the drawbar in their respective sockets. Each socket comprises a first movable follower block having a concave surface for receiving one of the ball ends, an elastomeric pad abutting the first follower block for providing limited cushioning of buffing forces applied to the drawbar, a second LCM:mls 2 ~5~5~
movable follower block abutting the elastomeric pad, and a double wedge assembly including a stationary wedge and a gravity wedge abutting the second follower block. The elastomeric pad may be generally flat-sided and reinforced by a plurality of metal plates embedded therein.
The present invention provides an improved drawbar assembly for reducing slack in a railway coupler. The components in the drawbar system are maintained in a near slackless configuration in response to draft forces, while subject to a limited resilience or cushioning in buff for accommodating manufacturing variations in mating surfaces and permitting a more freely pivotal drawbar. The drawbar connection of the application reduces wear and maintenance problems in service and attains economical operation by virtue of a reduction of cax weight by a double-wedge design that cooperates with an elastomeric pad in a novel and improved manner DESCRIPTION OF THE DRAWINGS
Further features of the invention and advantages accruing therefrom, will be apparent from the following description of a preferred embodiment of the invention; which is shown in the accompanying drawings with like reference numerals indicating corresponding parts throughout, wherein:
FIG. 1 is a side elevational view of the drawbar assembly of the invention;
LCM:mls 3 - 4 ~ 8'~5~
FIG. 2 is an enlarged fragmentary top plan view with the lower portion thereof shown in horizontal section;
and FIG. 3 is a fragmentary vertical sectional view taken substantially along the line 3-3 of Fig. 2.
DESCRIPTION OF TLE PREF~RRED EMBODINENT
Referring now to Figs. 1-3, there is illustrated the improved drawbar assembly of the invention for coupling rail cars, such as bottom dump unit train cars and the like to replace conventional automatic couplers. The drawbar assembly of the invention is generally designated by reference numeral 2 and is mounted within a typical draft sill casting 4 or other sill cons~,ruction. The drawbar assembly 2 includes a symmetrical drawbar 6 having a pair of enlarged heads 8 interconnected to a necked down portion 6', Fig. 1.
Inasmuch as the construction of the drawbar assembly 2 is identical at both ends, details of the construction of the invention are described with reference to one of the ends in Fios. 2 and 3. In the plan view of Fig. 2, the drawbar head 8 includes an outermost portion 10. A pair of side surfaces 12 are inclined inwardly and terminate with a spherical buffing surface 14. As best seen in Fig. 3, the top and bottom surfaces 16 of the head are flat and a key or pin opening 18 extends laterally through the drawbar head 8. A drawbar pin or key 20 A. projects through the drawbar head 8 for attachment to the ,i draft sill 4. As can be seen LCM/MLS
5~3 in Fig. 3, the pin opening 18 has nn elongated longitu-clinal configurntion s;gnificanLly greater in length than the diallleter c)[ pin 2() clncl a vertical heiglli slightly greater. Ihis .shape permits Ihe drawbar 6 to pivot freely S in curves.
The pin 20 is retained on the draEt sill casting 4 by means oE a pin retainer fabrication 22 disposed on each end of Lhe drawbar p;n 20, as best shown in Figs. I
and 2. The pin retainer fabrication 22 inc].udes an inner plate 24 upon wllich a rib-like supporting structure 26 is welded. An opening is provided through plate 24 in which a sleeve or tube 28 is welded to the plate 24. The pin 20 is retained at each end by means of a pin retniner and cotter pin 30.
A pocket 32 opens into pin opening 18 and receives a pin bearing block 34 which is resiliently mounted by means oE a pair of a lower and upper spring 36, as seen in Fig. 3.
The pin bearing block 34 possesses a concave surEace 40 arranged to contact a portion of the periphery of drawbar pin 20 and generally convex surface 34', as seen in Fig. 3.
The spherical bu:cEing surEace 14 oE the drawbar heacl 8 is arranged to cooperate with the concave surEace 42 provided in a cast follower block 44 movably positioned adjacent the end oE the drawbar 6. ~n elastomeric pad 46 is mounted on the opposite side oE the Eollower block 44 from the encl of the drawbar 6. The elastomeric pad 46 is formed with an elastomeric rnaterial 48 sandwiched between a pair of ... _ . .. .. . . . . . . . _ _ .. . _ .
~ 6~ .
~5~3~5f~
end plates 48a and reinforcecl by i.nternal metallic plaLes 48b. Tlle elastomeric pad 46 acts to respollcl to buffing forces arld prc)vitle a cusllioning errect, with tlle pacl bring disposed between the cast follower 44 anr1 a rllovable rear Eollower block 50. The elastomeric pad 46 allows [or better pivotillg of the drawbar and alltomatically compen-sates [or surrace variations of rnating surfaces, sucrl as caused by irregularj.ties in the surfaees of the ball and mating parts.
The rear follower block 50 is supported between the elastomerie pacl 46 and a wedge assembly. The rear wedge 54 whieh has an inclined faee 56 eooperates with an oppositely oriented, generally ;dentieal gravity wedge 58 having an inelinecd faee 60 and being relatively movable to take up slaek. Thus, the wedges aet to remove slaek in the drawbar eonneetion by the cooperative action of the two inelined wedge surfaees 56, 60.
The inboard wedge 54 forms a poeket 62 with rear follower block 50 in whicll the gravity take-up wedge 58 operates. The design of the gravity wedge 58 provides a slope adequate to insure that the wedge 58 will have a downward resultant force so it will tend to move down under all conditions, including buff. The wedges will also com-pensate for a significant amount of wear among the rnating parts. The elastomeric pad 46 provides relief and resulting reduction in frietion between rllating surfaees when movernent takes plaee, sueh as in pivoting.
~s~
While tlle invention has been described with reE-erence to a prcEerred elllbodiment, it will be understood by tho~se skilled in the art that various cllallges m.ly be made and e(lu iva I en ts may be subs t i tu ted f or e I emen ts 5 thereoE wi thout departine Erom the scope oE the invent;on.
~n addition, m.lny modiEications may be made to adapt a particular situation or material to the teachings oE the invent;on wi thout departing Erom the essential scope thereoE~ ThereEore, it is intended that the invention 10 not be limited to tlle particular embodiment disclosed as tlle best mode contemplated Eor carrying out this inven-tion, but tllat the invention will include all embodiments Ealling witllill the scope oE the appended claillls.
Claims (8)
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A drawbar assembly for interconnecting a pair of rail cars, said assembly comprising, in combination, a drawbar having a pair of opposed ball ends retained in sockets formed in the respective sills of adjacent rail cars, securement means for removably affixing the ends of said drawbar in their respective sockets, and each of said sockets comprising a first movable follower block having a concave surface for receiving one of said ball ends, an elastomeric pad abutting said first follower block for providing limited cushioning of buffing forces applied to said drawbar, a second movable follower block abutting said elastomeric pad on a side opposite said first follower block, and a double wedge assembly including a stationary wedge and a gravity wedge abutting said second follower block, said elastomeric pad being generally flat-sided and reinforced by a plurality of metal plates embedded therein.
2. A drawbar assembly as defined in Claim 1 where said elastomeric pad is a unitary, homogeneous mass, in which said metal plates embedded therein occupy only peripheral areas of said elastomeric pad.
3. A drawbar assembly as defined in Claim 1 where said elastomeric pad is generally flat-sided and includes a pair of metal plates on opposite sides of said pad.
4. A drawbar assembly as defined in Claim 1 where said stationary wedge and said gravity wedge are substantially identical in structure.
5. A drawbar assembly for interconnecting a pair of rail cars, said assembly comprising, in combination, a drawbar having a pair of opposed ball ends retained in sockets formed in the respective sills of adjacent rail cars, securement means for removably affixing the ends of said drawbar in their respective sockets, each of said sockets comprising a first movable follower block having a concave surface for receiving one of said ball ends, an elastomeric pad abutting said first follower bock for providing limited cushioning of buffing forces applied to said drawbar, a second movable follower block abutting a rear side of said elastomeric pad, and a double wedge assembly abutting said second follower block, said double wedge assembly including a stationary wedge and a gravity wedge which are substantially identical in structure.
6. A drawbar assembly as defined in Claim 5 where said elastomeric pad is generally flat-sided and includes a pair of metal plates on opposite side thereof and a plurality of metal plates embedded inside said pad.
7. A drawbar assembly for interconnecting a pair of rail cars, said assembly comprising, in combination, a drawbar having a pair of opposed ball ends retain d in sockets formed in the respective sills of adjacent rail cars, securement means for removably affixing the ends of said drawbar in their respective sockets, and each of said sockets comprising a movable follower block having a concave surface for receiving one of said ball ends, an elastomeric pad abutting said follower block for providing limited cushioning of buffing forces applied to said drawbar, a second movable follower block abutting said elastomeric pad, and a double wedge assembly including a stationary wedge and a gravity wedge abutting said second follower block, said elastomeric pad being generally flat-sided and reinforced by a plurality of metal plates embedded therein, said elastomeric pad being a unitary, homogeneous mass, in which said metal plates embedded therein occupy only peripheral areas of said elastomeric pad and extend in a plane generally normal to the direction of buffing forces.
8. The drawbar assembly of Claim 7 in which said stationary wedge and gravity wedge are substantially identical in structure.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US57722884A | 1984-02-06 | 1984-02-06 | |
| US577,228 | 1984-02-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1258258A true CA1258258A (en) | 1989-08-08 |
Family
ID=24307818
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000463844A Expired CA1258258A (en) | 1984-02-06 | 1984-09-24 | Drawbar assembly for connecting rail cars |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA1258258A (en) |
| MX (1) | MX162145A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU617113B2 (en) * | 1987-11-27 | 1991-11-21 | Bsc Acquisition, Inc. | Slackless drawbar |
| US5131548A (en) * | 1991-05-23 | 1992-07-21 | National Castings, Inc. | Slackless, resilient drawbar system for a railway car |
| US5190173A (en) * | 1992-01-28 | 1993-03-02 | Mcconway & Torley Corporation | Adjustable blockout apparatus |
| US5246135A (en) * | 1991-04-19 | 1993-09-21 | Amsted Industries Incorporated | Limited slack railcar connector having elastic space member |
| US5312007A (en) * | 1992-12-04 | 1994-05-17 | Amsted Industries Incorporated | Slackless railway coupler with draft/buff gear |
| US5360125A (en) * | 1992-07-14 | 1994-11-01 | Ttx Company | Draw bar connection having a relatively rigid filling member to allow about one half inch of travel |
| US5360124A (en) * | 1993-07-27 | 1994-11-01 | Mcconway & Torley Corporation | Slackless buff gear connection system with sliding yoke casting |
| US5593051A (en) * | 1994-11-14 | 1997-01-14 | National Castings Incorporated | Slackless cushioning device for railroad cars |
| US6360906B1 (en) | 2000-07-21 | 2002-03-26 | Amsted Industries Incorporated | Slackless railway coupler with buff/draft gear |
-
1984
- 1984-09-24 CA CA000463844A patent/CA1258258A/en not_active Expired
- 1984-10-23 MX MX20314984A patent/MX162145A/en unknown
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU617113B2 (en) * | 1987-11-27 | 1991-11-21 | Bsc Acquisition, Inc. | Slackless drawbar |
| US5246135A (en) * | 1991-04-19 | 1993-09-21 | Amsted Industries Incorporated | Limited slack railcar connector having elastic space member |
| US5131548A (en) * | 1991-05-23 | 1992-07-21 | National Castings, Inc. | Slackless, resilient drawbar system for a railway car |
| US5190173A (en) * | 1992-01-28 | 1993-03-02 | Mcconway & Torley Corporation | Adjustable blockout apparatus |
| US5360125A (en) * | 1992-07-14 | 1994-11-01 | Ttx Company | Draw bar connection having a relatively rigid filling member to allow about one half inch of travel |
| US5312007A (en) * | 1992-12-04 | 1994-05-17 | Amsted Industries Incorporated | Slackless railway coupler with draft/buff gear |
| US5360124A (en) * | 1993-07-27 | 1994-11-01 | Mcconway & Torley Corporation | Slackless buff gear connection system with sliding yoke casting |
| US5593051A (en) * | 1994-11-14 | 1997-01-14 | National Castings Incorporated | Slackless cushioning device for railroad cars |
| US6360906B1 (en) | 2000-07-21 | 2002-03-26 | Amsted Industries Incorporated | Slackless railway coupler with buff/draft gear |
Also Published As
| Publication number | Publication date |
|---|---|
| MX162145A (en) | 1991-04-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |