MXPA96001139A

MXPA96001139A - Improved joint of coupling for carrosde ferrocar

Info

Publication number: MXPA96001139A
Application number: MXPA/A/1996/001139A
Authority: MX
Inventors: T Kaufhold Horst; Terrey Hawthorne V; G Schwinn George
Original assignee: Amsted Industries Incorporated
Priority date: 1995-05-08
Filing date: 1996-03-27
Publication date: 1998-04-01

Abstract

The present invention relates to an improved coupling joint for railway carriages, with a metallic composition, comprising: a rear section, a hub section and a front face section, an orifice hole for pivot pin formed in the section of a hub, wherein the pivot pin orifice opening is formed of generally straight cylindrical side walls with a centrally located relief area, expanded to 108% of the pivot pin opening diameter, wherein the front face section includes a cross section nose and a generally cylindrical opening in an end section of the nose section, of the front face section, the generally cylindrical opening is formed by a face core of the nose section, that face core of the nose section has a section of generally cylindrical core that forms the generally cylindrical opening in the extreme section of the sec Nose section and extended section extending from the generally cylindrical core section, the extended section has a reduced side dimension to provide a greater metal thickness of at least 3.81 cm (1.5") between the pivot pin hole opening and the internal opening formed by the extended section of the face core, which further comprises a transition section joining the rear section to the cube section, the transition section comprises an upper metal section and a lower metal section extending a towards the other, and each of the upper and lower metal sections have a generally parabolic shape, wherein the distance between the upper and lower metal sections is formed by means of a traction fin core and has a constantly decreasing distance when closer to the nearest point of separation between an inner surface of the metal sections top and bottom of the transition sections

Description

ENHANCED COUPLING JOINT FOR RAILROAD TROLLEYS DESCRIPTION OF THE INVENTION BACKGROUND OF THE INVENTION This invention relates generally to rail car couplers and more particularly to an improved coupling joint for rail cars. The invention can be applied to the E-type and F-type couplers of the Association of American Railroads CAAR3 which consist of a stem and a coupling head, the head having a vertical lock chamber and a coupling link pivotally connected. The coupling links for rail cars are shown in the patents 3,670,701, 3,722,708, 3,856,156, 4,090,615 and 4,645,085. The present invention provides an improved re-forcing joint, in which modifications of the articulation structure have resulted in a joint that is paricularly stronger in the transitional airway of the joint and also in the area of pivot pin of the joint. These reinforced areas particularly improve the tensile force of the joint.

These couplers for rail cars and coupler joints generally consist of molten steel, and the interrelation of the mold and cores within the molds is critical to developing and producing an improved coupling joint for rail cars. BRIEF SUMMARY OF THE INVENTION In accordance with the present invention, an improved railcar coupling hinge is provided for use in a railcar coupler assembly. The coupling joint itself consists of integral heel, bucket and back sections. A traction flap core is positioned between the upper and lower sections of the mold in the end section of the hinge. An independent pivot pin core is maintained between the upper and lower mold sections to form the opening of the pivot pin. A front core is also maintained between the upper and lower sections of the mold and forms the interior surfaces of the front face portion of the coupler, and also includes the bead and front traction sections of the coupling joint. Known coupling joints have used a pivot pin core that included a protrusion or area greater radius near the center of the pivot pin core. This protrusion has been significantly reduced in the present invention to provide a pivot pin hole that is formed cylindrically by means of vertical cylindrical walls, with a rest area centrally positioned, expanded to 108% of the diameter of the hole for the pivot. The front core itself has been provided with upper and lower extensions that are respectively received in the upper and lower sections of the mold to support the front core. In addition, the front core has decreased lateral dimensions to allow an increase in the thickness of the metal in the coupling joint itself between the opening for the pin of the pivot and the inner hollow formed by the forntal core. This internal structural wall of the coupler provides greater strength to the end section of the coupling joint wing. The core itself of the traction flap is reconfigured to conform more to the opposite parabolic shape of the upper and lower walls of the transition area between the end of the joint and the front face section of the joint. The upper and lower sections of the mold are also modified to provide the outer surface areas of this transition section of the coupling joint to provide parabolic vertically opposed formations. The effect of the modification of the upper and lower molds and the traction fin core is to provide opposite parabolic shapes of the metal forming the transition aredt between the end portion of the coupler and the front face of the coupler. The metal is configured to include structures in opposite parabolas., the distance between which decreases to the area of the smallest separation between the upper and lower metal surfaces. The upper and lower metal surfaces form the transition area of the joint. The cores of the traction wing and the front of the joint are supported independently by the pivot pin core. The front core is held as indicated above with spigot sections extending upward in the upper and lower sections of the mold. The core of the traction flap is supported with an e row section extending and held between the upper and lower mole sections, and by appropriate clamping using a metal bar extending through the interface upper and lower mold.

It is also part of the present invention to modify the end of the fin section of the coupling joint in such a way as to provide a blunt or flat surface and not a more curved structure. It is also desirable in the manufacture of the improved coupler for railway carriages of the present invention to eliminate any surface discrepancy in the transition zone between the fin and the tail, by means such as grinding. It is also desirable to fire harden or treat these transition areas thermally. It is an object of the present invention to provide a coupling joint for railway carriages having a cylindrical pivot pin opening almost straight. It is also an object of the present invention to provide an improved railcar coupling linkage having more structural metal between the pivot pin opening and the bead section of the link. It is also an object of the present invention to provide parabolic relationships between the structural metal surfaces in the transitional arc of the coupling arculation between the tail and the heel of the a iculation.

BRIEF DESCRIPTION OF THE DRAWINGS IN THE DRAWINGS Figure 1 is a top elevated view of two modified E-couplers that meet to fit in a lateral relationship away from the center line; Fig. 2 is a top elevational view of a coupling hinge for modified railway trolleys according to the present invention. Fig. 3 is a top elevational view, in partial cross-section of a coupling hinge for railway trolleys according to Figs. the present invention showing the internal openings formed by the front core and the core of the pivot pin? Fig. 4 is a side view of a coupling joint for railway carriages according to the present invention partially separated to show the internal structure formed by the traction wing core and the front core; Fig. 5 is a rear view of a coupling joint for railway carriages according to the present invention) Fig. 6 is a section along lines 6-6 of Fig. 1 showing the details of the opening for the hole of the pivot pin. Figure 7 is a cross-sectional dividing cross-sectional view of the coupling joint for railway carriages articulating along the lines 7-7 of Figure 3j. Figure 8 is a side view of the pivot core core used in the manufacture of a coupler for rail cars of the present invention; The figure ? is a side view of a front core used in the manufacture of a coupling joint for rail cars according to the present invention! Fig. 10 is a view of a traction flap core used in the manufacture of a coupling joint for railway wagons in accordance with the present invention, and Fig. 11 is a "vs" perspective of upper and lower mold sections. with assembled cores used in the manufacture of a coupling joint for rail cars according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED MODALITY Referring now to figure 1 of the drawings, two coupling heads of carts of the rail type E are shown in a coupling position slightly from the center. The coupling heads 2 and 3 are identical. The coupling head consists of an arming side 3, and an opposite guard 6 comprises the other side of the coupling head 2. Interconnecting the guard arm 8 with the articulation side 4 in the front part is the front face 8 Note that the coupling head 3 has its articulation 5 in a closed position while the coupling head 2 has its articulation 12 in a fully open position. The details of the closing structure of the coupling and the interaction of the articulation traction flap 14 with the internal locking structures in the coupling head are not parts of the invention., and according to this they are not described in detail. Referring now to Figure 2 of the drawings, joint 12 is shown in greater detail. The coupling joint for rail cars usually consists of steel and is usually manufactured in a melt operation. The unitary structure of the joint 12 is apparent having the joint 12 generally a L-shaped C from the top! the upper part of the L being the end section 18 of the hinge 12, with a raised traction flap 14 at the end section 18 of the hinge 12. The bucket section 30 includes a bucket upper section 31 and a bucket section lower 33 and joins the end section 18 to the bead section 22. The hole for the pivot pin 16 is located in the hub section 20, the forget face 20 of the joint extending through the fin 22. Note that the heel 22 is modified in the present invention to be oma, with the most rounded section previously used shown in dotted line. That section of blunt heel 22 provides greater strength and greater gathering capacity during coupling, especially during coupling out of the center such as that shown in Figure 1. The pulling face 24 of the joint 12 is inwardly of the Such n 22. When two couplers such as 2 and 3 of Figure 1 are coupled with their closed joints, it is observed that the pulling face 24 will couple a similar pulling face on the adjacent coupling head. The transition area 28 extends from the pulling face 24 around the end of the link 18. The transition area 28 is typically an arcuate section, with an increasing radius of curvature from the hinge fin 22 towards the end 18. It is desirable to grind any surface discontinuity of the transition area 28 opposite the pivot pin hole 18. It is also desirable to fire-harden the pull face 24 to a minimum Rockwell hardness of 43Rc. The transition area 28 is required to require an air of at or effort of the coupling joint already during the traction between the closed couplers, it is noted that the load of the pulling face 24 would apply tension to the transition area 28. It should be understood that in a steel melting operation, a top mold section is formed of a melt area, and a bottom mold section is formed of melt sand. Resin or otherwise hardened sand cores are placed in the upper section before closing the molding assembly by placing the upper mold section above the bottom. The molten steel is then poured into the mold, taking up all the space that is open between the upper portion, the lower portion and the cores. After solidifying the mold, the cast part is opened and ejected, with which the cores break and leave designated openings in the piece. Referring now to Figures 3 and 4 of the drawings, the joint 12 is shown in a partially sectioned view in such a way that some of the cores used in the casting of the joint 12 are shown. The front core 32 is seen extending from near the hole for the pivot pin 16 towards the bead 22 of the joint 12. The upper front core pin 36 is observed to form the upper extent of an orifice 26. An extended portion 38 of the The front core 32 extends towards the pivot spindle orifice 16. However, the extension of the distance extending the extended portion 38 of the front core 32 extends towards the pivot pin hole, is such that there is a larger area of molten metal between the depivot tang hole 16 and the internal opening formed by the extended portion 38 of the frontal core 32. This larger area of metal is generally shown as 48. The increase in a typical type E or F coupler is from a thickness in the couplers according to the prior art of a minimum distance F between the pivot pin hole 16 and the front core opening of 3 cm at a minimum approximate thickness 4 cm in the coupler of the present invention. The area 48 provides greater force to the joint 12, especially in the bead section 22 and in the traction front portion 24. The front core 32 also includes rib 44 which results in openings 45 in the cast joint 12. These openings allow the articulation to be a device for Lighter weight but resistant. The front ribs of the joint 44 are formed by the openings 45 in the front core 32. A detailed view of the front core 32 is provided in Figure 9. The pivot pin core is shown within the joint 12 partially in the figure 4 and in detail in Figure 8. The pivot pin core 46 is shown as a generally cylindrical di-positve, generally constructed of a mixture of sand and resin. The tip of the pivot pin core 46 is shown as a thinned stretched portion 52 and the lower portion of the pivot pin core 46 is shown as an extended section with a partial thinning 54. An expanded area is provided at the center of the center. produced diameter 47 having a diameter significantly smaller than expanded area 53 according to the prior art. The tip of the pivot pin core 52 is received in the upper section of the mold and the lower part of the pivot pin core 54 is received in the lower section of the mold. The upper section 72 and the ipferior 74 of the molding assembly are shown in FIGS. 11. The pivot pin core 46 forms the pivot pin opening 16 in the joint 12, the molten metal forming around the pivot pin core 46. .

The expanded area 53 of the pivot pin core 46 results in a large diameter cylindrical recess 17 within the pin arc of the pivot 16. The present invention uses a small diameter expanded area 47 of the pivot pin core 46 that gives as a result a smaller diameter cylindrical hollow inside the pivot pin hole 16. Figure 5 is a rear view of the hinge 12. The rear section 18 is shown protruding from the main body of the hinge 12. The hollow hole of the hinge 16 is visible in this view, such as the core pin of the lower face 34 and the core pin of the upper face 36. Figure 3 is a view along the lines 6-6 of Figure 3. The spike hole of pivot 16 is shown in this view, it being apparent that the pin hole 16 is formed by means of generally straight cylindrical walls of the hub section 30 of the joint 12. The pivot pin structure of the The prior art is shown in dotted lines 17 forming an internally located large diameter cylindrical recess 17 within the pivot pin hole 16. The prior art recess was generally 33X from the opening of the pivot pin. The pivot pin hole 16 of the present invention has a cylindrical recess of smaller diameter 19, the decreased diameter of the recess 19 being up to 108 '/. of the diameter of the pivot pin orifice 16. It is not desirable to make a straight wall pivot pin due to the difficulties that arise in the cleaning operations of the Cesmeri molding. Figure 7 is a sectional view along the lines 7-7 of Figure 3, and shows a detailed view of the end section of the joint 12. The pivot pin hole 16 is seen as a vertical cylindrical opening in the articulation 12. The opening that is evident at the end 18 is formed by the traction fin core 60. The core of the traction fin 60 is shown in detail in Figure 10. The traction fin core 16 is observed as a structure with a surface of two parabolas, formed by the upper parabolic surface 62 and the lower parabolic surface 64. It is observed that these inte surfaces act in a manner that causes the transition area of the traction fin 60 to constantly decrease in thickness when approaching the transition area from any longitudinal direction, to the point of least thickness. A core support end 66 extends outwardly from the transition area and maintains between the upper and lower mold sections 72 and 74 respectively to hold the traction fin core 60. As shown in Figure 11, the core The pull tab 60 is also held by means of a consumable metal pin 77 which is held between the upper mold section 72 and lower 74. It is evident from Figure 7 that the upper transition surface 68 of the joint 12 follows the parabolic shape of the upper parabolic surface 62 of the traction fin core 60. Similarly, the lower transition surface 70 of the joint 12 follows the lower parabola 64 of the traction fin core 60. The non-parabolic surface of the prior art - are shown in dotted form in Figure 7. The parabolic shape of the improved joint of the present invention provides greater strength, especially The end section of the joint 12 is also shown in Figure 11. The front core 32 and the pivot pin core 46 are also shown in Figure 11. It is evident from this view that in the molding assembly, the front core 32 is maintained by means of the lower front core shank 34 extending in the lower mold section 74 and the upper front core shank 36 extending in the upper mold section 72. The front core 32 is observed to be held independently of the others. nuclei.

Similarly, the pivot pin core 46 is maintained independently with its upper section 47 extending into the upper mold 72 and the lower pivot pin core 49 that extends into the lower mold section 74. Accordingly the core The pivot pin 46 is held independently in the molding assembly. The core of the traction flap 60 is supported by a core support end 66 that extends outwardly between the upper and lower mold sections. The consumable metal bar post or support 77 supports the fontal portion of the pull tab core 60 as it extends through the core of the pull tab 60 and having its ends held between the upper and lower mold sections 72 and 74. Generally it is desirable to remove any surface continuity by means such as grinding from the inner transition section 28 of the joint 12 adjacent the adjacent pulling face 24. It is also desirable to harden the pulling face 24 to a minimum Rockwell C Approximately 43 R.

Claims

NOVELTY OF THE INVENTION Having described the present invention as above, the content of the following is claimed as property: CLAIMS i.- A coupling joint for railway carriages of a metallic composition comprising: a rear section, a cube section and a front section, an orifice aperture for pivot pin formed in the cube section, in which the orifice aperture pa to pin pivot is formed of generally straight cylindrical side walls with a centrally located rest teat expanded to 108% of the aperture diameter of the pivot pin.
2. The joint according to claim 1, wherein the front face section includes a bead section and a generally cylindrical opening in the bead section of the face section, the generally cylindrical opening being for- by a front core of the bead section, that front core of the bead section has a generally cylindrical core section forming the general cylindrical opening in the end section of the bead section and an extended section extending from the generally cylindrical core section, the extended section has a reduced lateral dimension to provide a greater thickness of metal between the pivot pin orifice and the internal opening formed by the extended section of the front core.
3. The joint according to claim 1 further comprising a transition section joining the rear section to the cube section, the transition section comprising an upper metal section and a lower metal section extending one towards the other. another, and each of the upper and lower metal sections have a generally parabolic shape.
4. The railway coupling train according to claim 3, wherein the distance between the upper and lower metal sections is formed by means of a traction wing core and has a continuously decreasing distance when approaching. to the point of least separation between an inner surface of the upper and lower metal sections of the transition sections.
5. The rail coupling joint according to claim 3, wherein a general transition section in the interior of the bead section of the front face section and generally laterally outward of the tang hole orifice pivot. is ground to eliminate surface discontinuities
6. The rail coupling joint according to claim 4 in which a portion of the internal transition section is fired at a minimum Rockwell C of 43 Re.
7.- A Improved rail coupling joint of a metal composition comprising! a rear section, a cube section and a front face section, a pivot pin opening formed in the cube section, the front face section includes a bead section, a generally cylindrical aperture indicates in the fin section of the the face section, with the generally cylindrical aperture formed by a front bead section core, that bead section front core having a generally cylindrical core section forming the generally cylindrical bead in the bead section of the bead section. front and an extended section extending from that generally cylindrical core section, that extended section has a reduced lateral dimension to provide a greater thickness of metal between the pivot pin hole opening and the internal opening formed by the extended section of the frontal nucleus.
8. The rail coupling joint according to claim 7, wherein the pivot pin orifice opening is formed by generally straight cylindrical side walls, with a centrally located rest area expanded to 108% of the diameter the opening of the pivot pin hole.
9. The coupling joint for railroad according to claim 7, which further comprises a transition section joining the rear section to the cube section, the transition section comprising an upper metal section and a lower metal section extending one towards the other of the upper and lower metal sections with a shape generally parabolic.
10. The rail coupling joint according to claim 9, wherein the distance between the upper and lower metal sections is formed by a traction fin core and has a constantly decreasing distance when approaching the separation point. closest between an inner surface of the upper and lower metal sections of the transition section.
11. - Coupling coupling for rail according to the rei indication 11 in which an internal transition section generally inside the fin section of the front face section and generally out of the spike hole opening Pivot is ground to eliminate any surface discontinuity.
12. The railway coupling joint according to claim 11, wherein the inner transition section is fire hardened to a minimum Rockwell C of 43 C.
13.- A coupling joint for railroad with a metallic composition that comprising: a rear section, a hub section and a front face section, a pivot pin hole opening formed in the hub section, a transition section joining the rear section to the hub section, the cross section The transition comprises a upper metal section and a lower metal section extending towards each of the upper and lower metal sections in a generally parabolic shape.
14. The rail coupling joint according to claim 13, wherein the distance between the upper and lower metal sections is formed by means of a traction wing core and has a constantly decreasing distance when approaching the point. less separation between an inner surface of the upper and lower metallic sections of the transition sections.
15. The rail coupling joint according to claim 13, wherein the pivotal orifice opening is formed by genertically straight cylindrical side walls, with a centrally located rest area expanded to 108% of the orifice opening diameter of spike pi ote.
16. The rail coupling joint according to claim 13 in which the end face section includes a bead section and a generally cylindrical opening in the bead section, the generally cylindrical opening being formed by a front core of heel section, that bead section front core has a generally cylindrical core section that offers the generally cylindrical opening in the end section of the bead section and an extended section extending from the general cylindrical core section. , the extended section has a reduced side dimension to provide a greater thickness of metal between the pivot pin hole opening and the internal opening formed by the extended section of the front core.
17. A molding assembly for a coupling joint for rail cars comprising: a lower mold section, an upper mold section, a front core having an upper tang end and a lower tang end, the core The front end is supported in the articulation molding assembly by means of the upper shank end of the front core received in the upper section of the mold, and the lower shank end of the front core received in the inner section of the molae, a tang core. With a pivot of a generally cylindrical shape, the pivot pin core has an end tip which is upper and a lower pin end, the pin end is supported in the joint molding assembly by the end of the pivot pin. The spike nucloe upper tang received in the upper section of the mold and the lower spindle end of the pivot pin core is received in the lower section mold.
18. A molding assembly for a coupling joint for railroad cars according to claim 17 in which the front core extends laterally towards the pivot pin core a reduced distance.
19. A molding assembly for a coupling joint for rail cars according to claim 17 further comprising a traction fin core.the trailing fin core having a first end which is supported by the articulation molding assembly between the upper and lower sections when assembled, and the traction fin core has a transition section with a reduced thickness and It is provided by two parabolic sections such that the transition section has a constantly decreasing thickness that approaches its narrowest section.
20. A molding assembly for a rail coupling joint comprising: a lower section and an upper section, a generally cylindrical pivot pin core, a front core and a traction wing core, in which the core of pin whip includes two ends that support the pivot pin core as it extends into the lower section and the upper section, the front core includes two ends that support the front core as it extends into the lower section and the upper section, and the core of the traction flap is held between the lower section and the upper section-independently of the pivot pin core.