MXPA00008841A - Spring tab shim support in rotary shank coupler - Google Patents

Abstract

A coupler (10) is provided for a railroad rotary dump car (2, 4 and 6). The coupler (10) comprises a housing (16), a coupler head (12), a buff loading shim (90), and as most preferred, a plurality of spring tab fasteners (212). The coupler housing (16) defines a coupler cavity with a cavity end (216). The coupler head (12) has a spindle (14), is mounted to the coupler housing (16), and is adapted for rotary movement relative to the housing (16). The spindle (14) has a spindle end (72) adjacent the cavity end (216). The shim (90) interposes the spindle (14) and the cavity end (216). The spring tabs (202) are spaced one from another. Each includes a spring portion (210) and a fastener portion (212). The fastener portions (212) provide for removable fastening of the spring tabs (202) to the coupler housing (16). The spring portions (210) bias the shim against the cavity end (216) and away from the spring tabs (202). The spring portions (210) are curved relative to the fastener portions (212). The spring tab fasteners (202) removably fasten the spring tabs (202) along the fastener portions (212) to the coupler housing (16) adjacent the shim (90). Among other advantages, the shim (90) is positioned and spring biased for abutment by the spindle end (72) and against the cavity end (216) in buff loading and upward and against the cavity end (216) for increased life and reduced wear and damage. Also, the spring tabs (202) may be removed and the shim (90) removed and replaced as necessary due to wear of all components.

Description

BACKGROUND OF THE INVENTION BACKGROUND OF THE INVENTION This invention relates generally to railway wagons, and in particular, to rotating wagon couplers. Rotary wagons and couplings for such wagons are shown in U.S. Pat. No. 4,595,109 issued June 17, 1986 to Cari McClurg and originally issued to Buckeye International, Inc. of Columbus, Ohio. As exemplified and shown in this patent, rotating tilting wagons have long been used in railway wagons. The wagons can be placed on tilting sites and rotated about the longitudinal axes of aligned couplers to unload the contents of the wagon at adjacent sites and below the wagons. Also, as shown in this patent, a desirable coupler for engaging in rotating tilting wagons includes a coupler head with an axle in a housing. The shaft has external support surfaces arranged for rotating contact with a housing during the rotation of the car in relation to the adjacent wagons. The shaft of the coupler also includes an elongated flange to support the shaft against the housing for pulling or lifting loads. In the firm load, the free end of the shaft comes into contact with a diaphragm which comes into contact with the housing, thereby supporting the firm load. The general structure of the identified patent has been highly desirable and continues in substantial commercial production. Experience has shown that replacement of the diaphragm with time is desirable since wear occurs on the coupler structure. That is to say, thicker diaphragms are suitable for installation in used couplings. As a result, although U.S. Pat. No. 4,595,109 discloses a casting for closing the bottom 40 welded to a housing 16, referring to Figure 3 of the patent, in the area to the left of the elongated portion 70 of the shaft 14 and at the bottom of the structure, the casting to close the bottom 40 has been replaced in the past with tabs, which are held releasably in place by screws. The use of bolted tabs has allowed the replacement of the diaphragms over time. However, the use of bolted tabs has also resulted in damage to the screws and loss of the tabs and diaphragms, which is undesirable. To overcome bolt damage and loss of diaphragms, the 3/8"(9.52 mm) size screws initially used have been replaced with 1/2" (12.7 mm) grade 8 screws and then bolts 1/2"(12.7 mm) grade 9. However, the damage to the screws continued and loss of the tabs and diaphragms has been experienced, US Patent No. 4,595,109 is incorporated by reference.

BRIEF DESCRIPTION OF THE INVENTION An object of the present invention is to overcome the damage to the bolted tabs experienced in the last structure that has included screwed tabs. Another object of the invention is to continue the advantage of being able to remove and replace the diaphragms when necessary to increase the thickness of the diaphragms to accommodate wear. In a principal aspect then, the invention comprises a coupling substantially as described in U.S. Pat. No. 4,595,109, and which includes the tongue-and-groove enhancement bolted to the underside of the coupling housing to hold the diaphragm in place. The most preferred elastic tabs take the form of elastic steel tabs formed to provide upwardly curved sections, which deflect the diaphragms upwardly in the diaphragm space and also toward the innermost face of the cavity of the diaphragm housing. In another main aspect, and more formally, the invention includes a rotary railway tipping wagon coupler, for a rocking, rotary, rail wagon, having separate couplers aligned along an axis, and for providing the wagon rotation in relation to the axle of the wagon couplers. The coupler comprises a coupler housing, a coupler head, a firm load diaphragm, a plurality of elastic tabs and elastic tongue fasteners. The coupler housing defines a cavity for the coupler with one end of the cavity transverse to the axis. The coupler head has an axis and is adapted for rotary movement relative to the coupler housing. The axis has one end of the axis transverse to the axis, the end of the axis being adjacent to the end of the cavity. The firm load diaphragm is interposed between the end of the e and the end of the cavity, the diaphragm being substantially flat, transverse to the axis. The elastic tongues are included in a plurality, separated one from the other. Each includes an elastic portion and a holding portion. The clamping portions provide the removable attachment of the elastic tabs to the coupler housing. The elastic portions deflect the diaphragm against the end of the cavity and away from the elastic tabs. As above, the elastic portions are curved in relation to the holding portions. The clips of the elastic tab removably hold the elastic tabs along the holding portions to the coupler housing adjacent the diaphragm. With a structure as described, the diaphragm is positioned and elastically deviated to contact the end of the shaft and against the end of the cavity in the firm load and up and against the end of the cavity to increase life and reduce the wear and damage. Also, the elastic tabs can be removed and the diaphragm can be removed and replaced. The entire range of objects, aspects and advantages of the invention is appreciated only by a complete reading of this specification and a complete understanding of the invention. Therefore, to complete this specification, a detailed description of the invention and the preferred embodiment follows, after a brief description of the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS The preferred embodiment of the invention will be described in relation to the accompanying drawings. In these drawings, the following figures have the following general nature: Figure 1 is a schematic side view of a typical rotary railway tilting wagon, placed over a discharge area, taken from the Patent No. 4,595,109 which employs the improved coupler of that patent and the invention; Figure 2 is a top plan view of the improved coupler of this invention; Figure 3 is a side view; Figure 4 is a partial bottom view taken along line 4-4; Figure 5 is a cross section taken from Figure 3 along line 5-5; Figure 6 is a cross section also taken from Figure 3, along line 6-6; Figure 7 is a detailed view, partially cut away, of the side of one of the elastic tabs of the invention in location with a diaphragm and the surrounding structure; and Figure 8 is a plan view of an elastic tongue of the invention; In the accompanying drawings, similar reference numbers were used throughout the different figures for identical structures. In the following detailed description, terms such as "upper" and "lower" are used in relation to the common orientation of the structure described and explained when in service. The terms of the orientation are not incorporated in the claims except as expressly employed in the claims.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES Referring to Figure 1, the rotating tilting wagons 2, 4 and 6 are interconnected by couplers, at least one of which includes this invention. The couplers are designated generally as 10. In the operation of the rotating tilting wagons, a desired wagon is placed on or adjacent to a unloading site, such as the tilting wagon 4 found in Figure 1. A tilting mechanism of the scale (not shown) secures the wagon to a segment of the rails, and causes the wagon and the rail segment to rotate about the longitudinal axis of the couplers, to discharge the content of the wagon at the unloading site. The immediate front and rear wagons remain vertical during unloading. Thus, at least one of the couplings 10 must be a rotating coupling, and must hold the compressive and tension loads normally applied during the firm loading and pulling of the wagons, and must also allow and sustain the load of the rotary movement of the wagons. a tilting wagon, in relation to its front and rear wagons. Although US Patent No. 4,595,109 provides a desirable structure, however, as above, the replacement of the diaphragm of the patented structure with a thicker diaphragm (and perhaps the replacement of replacement diaphragms with additional thicker diaphragms) with the time is desirable, since wear occurs on the coupler structure. As a result, although U.S. Patent No. 4,595,109 discloses a casting for closing the bottom 40 welded to the housing 16, which refers to Figure 3 of that patent, in the area to the left of the elongated portion 70 of the rod 14 and the bottom of the structure, the fused part that closes the bottom, welded, has been replaced in the past with the tongues, which are releasably held in place by screws. The use of bolted tabs has allowed replacement of the diaphragms over time. However, the use of welded tabs has also resulted in damage to the screws and loss of the tabs and diaphragms. To overcome bolt damage and losses, 3/8"(9.5 mm) size bolts initially used have been replaced by 1/2 inch (1.27 cm) grade 8 screws and then by 1/2 bolts. 2 inch (1.27 cm) grade 9. However, damage to bolts and losses has continued to be experienced. Consistent with the foregoing aspects, the preferred embodiment of this invention includes a rotating, rail, improved, wagon coupler 10. As with the couplers of the past, the coupler of the invention comprises a coupler housing 16, a coupler head 12, and a firm load diaphragm 90, all substantially as shown in the figures of the accompanying drawings, especially Figure 3, and also as shown and described in the patent? 109. Referring to Figures 4 and 7, the preferred embodiment again includes a plurality of resilient tabs 202. As with the flat tabs of the past, the preferred embodiment also includes retaining plates 203 and tongue fasteners 204 in the form of screws. More preferably, the elastic tabs 202, the retaining plates 203, and the fasteners 204 are present in amounts of two, each transversely spaced from each other through the bottom of the coupler housing. In addition, the elastic tabs 202 and the fasteners 204 are equidistant from each other through the vertical center line of the coupling. Referring to Figures 7 and 8, each elastic tab 202 includes an elastic portion 210 and a holding portion 212. The holding portions 212 include openings for screws 214, which provide the removable attachment of the elastic tabs 202 to the coupler housing 16 with the fasteners 204. The elastic portions 210 are bent outwardly from the planes of the fastening portions 212. The elastic tabs 202 are formed of type 302 stainless steel, 0.015 inch (0.38 mm) thick. The elastic tabs are formed first, and then the curvature of the elastic portions 210 is formed. The elastic tabs 202 deflect the diaphragm, referred to as 90, against the end of the cavity 216 of the coupler housing 16 and away from the retainer plate. 203, as shown in FIG. 7. As above, the elastic portions 210 are bent relative to the fastening portions 212. The fasteners of the elastic tab 204 removably hold the elastic tabs 202 along the portions of FIG. fastener 212 to the housing of the coupler 16 adjacent the diaphragm 90. The diaphragm 90 is positioned and biased by a spring to contact the shaft end 72 of the shaft 14 and against the end of the cavity 216 in the firm load and upwardly and against the end of the cavity 216 to increase life and reduce wear and damage. During loading, the elastic portions 210 are flexible in relation to the fastening portions 212 for movement between the "initial" or rest position shown in the solid lines in Figure 7, and positions that fluctuate toward and through the position. "extended" shown in the dashed line in Figure 7. When bent, the elastic portions 210 store force and return to the initial positions when the load that has exceeded the elasticity of the elastic portions 210 decreases. In this way, the elastic portions 210 elastically load the diaphragm 90 against the end of the cavity 216 of the end of the housing of the coupler 16, for the movement of the diaphragm 90 when necessary during the coupling load, and for the retention of the diaphragm. 90 in the preferred position in the absence of coupling load. The elastic tabs 202 as described substantially reduce the damage of the coupling structure, especially the damage to the fasteners 204. As a consequence, the damage to the coupling structure, including the loss of the elastic tabs and diaphragms, is substantially eliminated. Also, the elastic tabs 202 can be easily removed, and the diaphragm 90 easily removed and replaced when worn and the coupling structure makes the necessary or desirable replacement. The coupler can be produced with the structure invented to meet the specifications of the AAR and service requirements. It can be applied to any design and precursor to apply to the rotating applicator, and identical nozzles can be used at both ends of the wagons. The coupler eliminates the erratic area of a square rod by rotating on a flat carrier. The resistance of the rod end of the "standard" F-type coupler is maintained, and control of excessive diaphragm clearance is provided. The preferred embodiments of the invention are now described in a complete, clear, concise and accurate language to enable a person skilled in the art to make and use same. Variations of the preferred embodiment are possible without escaping the scope of the present invention. Therefore, to particularly point out and claim in a different manner the subject matter considered as the invention, the following claims conclude they are specification. The details in the preferred embodiments described above are incorporated in the claims insofar as they are consistent with the law. It is noted that in relation to this date, the method known by the applicant to carry out the aforementioned invention is the conventional method for the manufacture of the objects to which it refers.

Claims (10)

1. CLAIMS Having described the invention as above, the content of the following claims is claimed as property. A rotary railroad wagon coupler, for a rotary railway wagon, having separate couplers and a rotation axis, and for providing rotation to the wagon in relation to the shaft, characterized in that it comprises: a coupler housing that defines the coupler load with one end of the cavity; and a coupler head having an axis y is mounted to the coupler housing and adapted to rotatably move relative to the coupler housing, the shaft has a shaft end, and the end of the shaft is adjacent to the end of the cavity of the coupler housing; diaphragm means interposed between the end of the shaft and the end of the cavity; and diverting means for diverting the diaphragm means, the diverting means are mounted to the coupler, whereby the diaphragm means are positioned to be in contact with the end of the shaft and against the end of the cavity in the firm load and against wear and damage.
2. 2. The coupler according to claim 1, characterized in that the means include elastic means.
3. 3. The coupler according to claim 1, characterized in that the deflection means include at least one elastic tongue.
4. The coupler according to claim 1, characterized in that the deflection means includes a plurality of elastic tabs mounted to the coupler housing.
5. The coupler according to claim 3 or claim 4, characterized in that the elastic tongues are removably attached to the coupler housing; so the tabs can be removed and the diaphragm media replaced.
6. The coupler according to claim 1, characterized in that the biasing means includes a plurality of spaced apart elastic tabs, the elastic tabs include elastic portions and holding portions, the holding portions provide the removable hold of the elastic tabs to the housing of the coupler and the elastic portions deflect the diaphragm means against the end of the cavity.
7. 7. The coupler according to claim 6, characterized in that the elastic portions also deflect the elastic means away from the elastic tongues.
8. 8. A rotary railroad wagon coupler, for a railway, swiveling, rail wagon, having separate couplers aligned along an axis, to provide rotation to the wagon in relation to the axis of the wagon couplers, characterized because it comprises: a coupler housing defining the coupler load with one end of the cavity; and a coupler head having an axis y is mounted to the coupler housing and adapted to rotatably move relative to the coupler housing, the shaft has a shaft end, and the end of the shaft is adjacent to the end of the cavity of the coupler housing; diaphragm means interposed between the end of the shaft and the end of the cavity; and a plurality of spaced apart elastic tabs, the elastic tabs include elastic portions and holding portions, the holding portions provide a removable hold of the elastic tabs to the coupling housing and the elastic portions deflect the diaphragm against the end of the cavity and away of the elastic tongues, the elastic tongues are mounted in the housing; so the diaphragm is positioned to contact the end of the shaft and against the end of the cavity in the firm load and up and against the end of the cavity to increase life and reduce wear and damage.
9. The coupler according to claim 8, characterized in that it also comprises means for removably attaching the elastic tabs to the coupling housing; so the tabs can be removed and the diaphragm removed and replaced.
10. 10. A rotary wagon coupler, rotary rail, for a tilting, rotary rail wagon, having separate couplers aligned along an axis, to provide rotation to the wagon in relation to the axle of the wagon couplers, characterized in that comprises: a coupler housing defining a coupler cavity with one end of the cavity transverse to the axis; a coupler head having an axis and is mounted to the coupler housing and adapted for rotational movement relative to the coupler housing, the shaft has one end of the shaft transverse to the axis, and the end of the shaft is adjacent to the end of the shaft. cavity; a firm load diaphragm interposed between the end of the shaft and the end of the cavity, the diaphragm being substantially flat, transverse to the axis; and a plurality of spaced apart elastic tabs, the elastic tabs each include an elastic portion and fastening portions, the fastening portions provide the removable fastening of the elastic tabs to the coupling housing and the elastic portions deflect the diaphragm against the end of the coupling. the cavity and away from the elastic tabs, the elastic portions are curved in relation to the clamping portions; elastic tab fasteners that removably hold the elastic tabs along the holding portions to the coupler housing adjacent the diaphragm; whereby the diaphragm is positioned and is elastically biased to come into contact with the end of the shaft and against the end of the cavity of the firm load and up against the end of the cavity to increase life and reduce wear and damage; and so that the elastic tabs can be removed and the diaphragm removable and replaced. SUMMARY OF THE INVENTION A coupler (10) is provided for a rocking, rotary, railway wagon (2, 4 and 6). The coupler (10) comprises a housing (16), a coupler head (12), a firm load diaphragm (90), and most preferably, a plurality of elastic tongue fasteners (212). The coupler housing (16) defines a cavity of the coupler with one end of the cavity (216). The coupler head (12) has an axis (14), mounted to the coupler housing (16), and is adapted for the rotary movement in relation to the coupler (16). The shaft (14) has an adjacent shaft end (72) at the end of the cavity (216). The diaphragm (90) is interposed to the shaft (14) and the end of the cavity (216). The elastic tongues (202) are separated from one another. Each includes an elastic portion (210) and a holding portion (212). The holding portions (212) provide the removable attachment of the elastic tabs (202) to the coupler housing (16). The elastic portions (210) deflect the diaphragm against the clips of the elastic tab (202) removably hold the elastic tabs (202) along the holding portions (212) to the coupler housing (16) adjacent the diaphragm (90) Among other advantages, the diaphragm (90) is elastically positioned and biased to come into contact with the end of the shaft (72) and against the end of the cavity (216) in the firm load and upwards and against the end of the cavity. (216) to increase life and reduce wear and damage. Also, the elastic tabs (202) can be removed and the diaphragm (90) removed and replaced as necessary due to the wear of all the components.