MXPA97006658A - Member of lock with reduced clearance for a tip railway engine - Google Patents

Abstract

The present invention relates to a lock member for an E-type rail freight car hitch, characterized in that the lock member comprises: a cast piece of ductile iron tempered beinitically, as it comes out of casting, having a head portion with an "A" dimension within a range generally of between approximately 4.00 inches (10.16 cm) and approximately 4.063 + 0.015 inches (10.32 + 0.038 cm) and a "B" dimension within a general range of between approximately 3.00 inches (7.62 cm) and approximately 3.035 + 0.15 inches (7.78 + 0.038 cm), the tail of ductile iron tempered bainiticamente, as it leaves the casting, in addition a minimum tensile strength, in general, of approximately 140 ksi (9851.8 kg / cm2) and a minimum yield strength, generally of approximately 110 ksi (7740.7 kg / cm2) and a minimum elongation of 2 inches (50.08 cm), in general, of approximately 4% and a BHN within a range, in g General, between approximately 321 and approximately 3

Description

LOCKING MEMBER WITH REDUCED CLEARANCE FOR A RAILWAY ENGINEERING OF TYPE E FIELD OF THE INVENTION The present invention relates, in general, to railway-type latch lock members and, more particularly, this invention relates to a new and improved type E rail latch member, which not only it is more resistant than the latch members of the same type of the prior art, but it is also significantly lighter in weight, which contributes to savings in fuel, and can be manufactured to much narrower tolerances to reduce significantly the clearance between components within the hitch, which also contributes not only to fuel savings, but also to reduce damage to the rolling stock and the load, increasing the useful life of the equipment. Even more particularly, this invention relates to a lock member > of new and improved Type E rail hitch, which can be produced with a ductile tempered bainitic iron, of low alloy and high strength, which is castable to much narrower tolerances thus allowing the dimensions of the head portion such which sneaks are slightly more P1014 / 97MX greater than those specified by the American Association of Railroads, which contributes significantly to the reduction of clearance and, due to the increased strength, easily allows the redesign of the lock member to eliminate unnecessary mass and reduce weight of the same.

BACKGROUND OF THE INVENTION With increasing fuel costs, there is a concerted effort in the railway industry to increase productivity. Historically, this increase has been achieved by increasing the rolling stock in the composition of the train and, additionally, the capacity of the same rail cars. However, the practical load limit of current railroad systems in general has already been reached, so that attention is now being directed to other areas, such as lightening the weight of the rolling stock, which includes the substitution of Novelty materials of lighter weight, where possible, without sacrificing resistance or increasing costs in an irrational way. In addition, the practical train lengths and practical speeds at which the train traffic can be operated in a relatively safe manner without improving stability and stability have been achieved.

P1014 / 97MX ride quality. Hence, the basic equipment designs are being re-evaluated not only to lighten the weight, but to improve performance, stability and ride quality, for example by reducing the slack that has been common in most the coupling designs. Although making small improvements may seem trivial, the overall benefits obtained may be significant, especially when taking into consideration that in 1994, for example, the North American rail industry transported approximately 1.2 billion tons-miles of cargo in a fleet of 1.5 million cars, with an annual income of $ 31 billion dollars. Even for individual trains, it is evident that in a train composition consisting of 100 cars, a reduction of 4 pounds (1,816 kg) per hook, results in a reduction of 800 pounds (363.2 kg) per train, and a reduction of 1 / 8 inches (0.318 cm) in the slack by engagement, will result in a global slack reduction of more than 2 feet (61 cm) throughout the 100-car train. In 1932, the Type E hitch was adopted by the ARA, American Rail and Association (predecessor of the AAR, Association of American Railroads) as the standard hitch for rail freight cars. Although P1014 / 97MX modified periodically since then to meet the changing requirements imposed by changing demands, and other hitch designs have been developed for special applications, the Type E hitch is still currently the standard hitch for freight type service. As a standard coupling, all producers of these couplings in the United States are expected to produce the coupling with the standard specification, so that these couplings are completely interchangeable without considering the manufacturer. It is well known to those well informed in the art that the Type E hitch has a vertical pivot hinge adapted to engage with a similar vertical hinge in an adjacent hitch, so that when the hitch contacts each other, both joints pivot to a latching position of the latch. Each latch includes a gravity activated latching member adapted to slide downwardly after engaging the latch to lock virtually each joint in its engaged position. To allow the hitch to be uncoupled, each hitch lock member must be raised within its side channel, so that a pulling load on the hitch will tend to separate the trucks, which causes P1014 / 97MX that the joints pivot away from each other and thus disengage. The Type E rail hitch further includes a cast iron hitch head at the front end that extends from a shaft adapted to join a yoke, which ensures engagement with the rail car. The front end of the coupling head is generally V-shaped, in horizontal cross-section, with the aforementioned vertical joint vertically bolted to a leg of the "V" and adapted to engage with an identical vertex joint in a carriage adjacent, in the manner described above. The vertical articulation, adapted for a pivoting movement about a vertical bolt, generally has a hook-shaped section having a front face, a nose, a throat and a pulling face, at the front end, and an arcuate tail mass, at the trailing end, adapted to pivot within an engaging arcuate channel, within the head of the catch, together with a pivoting movement of the joint. The latch of the latch includes a sliding lock member having an exceptionally complex configuration that includes a leg that is P1014 / 97MX extends downward from a lock head portion, within the portion of the lockhead located for vertical sliding movement within a vertical channel within the head of the hitch, such that the head portion When the lock member of the lock member moves to its lowest position, it will receive or rest in the path of the tail portion of the joint, thus preventing the hitch joint from pivoting to the open position. Only by slidably repositioning the lock member of the hitch upwards, with the head portion remote from the hinge, can the hinge be pivoted to the open position, such that the tail portion of the hitch hitch is free to pivot inside the lock head. These and other operating parts of the Type E rail hitch are well known to those familiar with the technique and have been since 1932, so that a detailed description is not considered necessary. However, it is noted that, while the lock member is normally used in its casting condition, the specifications of the AAR require that the latch lock be manufactured from cast steel or P1Ü14 / 97MX forged to the dimensions illustrated in Figures 7-12 of the accompanying drawings. Because the hitch head, the hinge and the lock member are used in their condition as they are cast or forged, the specification tolerances have to ensure a sufficiently loose fit so that the components function as intended without any binding and, as a result, a considerable degree of slack is naturally incorporated. While machining to have narrower tolerances would essentially eliminate the considerable degree of slack, it is readily apparent that the rather complicated shapes presented by the three components are such that the cost of machining would be excessive and prohibitive.

SUMMARY OF THE INVENTION This invention is based on the development of a new and improved Type E latch member, with better operating characteristics and lower cost, which, although modified in material and dimensions, retains its required characteristics of replacement The new and improved lock member of this invention is not only stronger than lock members of the prior art of the same type, but is also P1014 / 97MX significantly lighter weight, which contributes to fuel savings; In addition, it can be manufactured to much narrower tolerances in order to significantly reduce the clearance between components. This slack reduction contributes not only to fuel savings, but serves to reduce the damage to the rolling stock and the load and increases the useful life of the railway equipment. In essence, the lock member of this invention is produced from a ductile tempered bainitic iron, of low alloy and high strength, which, in the casting condition, will have dimensions of the head portion slightly larger than those specified by the American Association of Railroads. The slightly larger dimensions in the head portion ° contribute significantly to the reduction of clearance and. because bainitically tempered ductile iron has a higher strength than steel as it is cast from the prior art, the lock member of the invention easily allows the redesign thereof to eliminate and reduce the unnecessary mass and reduce the weight of the same, reducing the amount of material required in its manufacture. Specifically, because the base material is more resistant, in the lock member portions to be cut or removed can be designed to further improve the reduction of P1014 / 97MX weight and material without any sacrifice in strength and safety.

OBJECTS OF THE INVENTION In accordance with the foregoing, a main objective of the present invention is to provide a new and improved Type E rail lock member that will exhibit significantly reduced clearance compared to Type E latch locks that are currently use. Another object of the present invention is to provide a Type E rail-lock fastener member that is stronger than the Type E latch locks currently in use. A further object of the present invention is to provide an improved Type E rail latch member that is lighter in weight than the Type E latch locks currently used. A further object of the present invention is to provide an improved Type E rail latch lock member, which is made of a sturdier base material, which in this way allows cut or removed portions to be designed in the lock member for Improve weight and material reduction essentially without sacrificing resistance and safety.

P1014 / 97MX A further object of the present invention is to provide an improved Type E rail fastening lock member, which is made of a more resistant base material, namely a low strength, high strength, ductile, bainitically tempered iron, which is can be moved to narrower tolerances, thus allowing a head portion to have slightly larger dimensions to reduce clearance and, due to the superior strength of the metal, allows cut or removed portions to be designed in the lock member to reduce the Weight and material without sacrificing resistance and safety. In addition to the above-described objects and advantages of the latching lock member of this invention, various other objects and advantages of the present invention will be more readily apparent to those persons with experience in this field and in related fields, from the following description. of the invention, particularly when this description is taken in conjunction with the Figures of the accompanying drawings and with the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is an elevation view of the right side of a Type E latch lock member.

P1014 / 97MX in accordance with a currently preferred embodiment of this invention; Figure 2 is a front elevation view of the Type E latch lock member shown in Figure 1; Figure 3 is an elevation view of the left side of the Type E latch member shown in Figures 1 and 2; Figure 4 is a top view of the Type E latch member shown in Figures 1, 2 and 3; Figure 5 is a rear elevation view of the Type E latch member shown in Figures 1, 2, 3 and 4; Figures 6-10 are substantially the same as the previous Figures 1-5, respectively, but illustrate the prior art Type E latch lock member which primarily shows the dimensions of the AAR specification thereof; and Figure 11 is a cross-sectional view of the leg portion of the lock member shown in Figures 1-5, taken on line XI-XI, illustrating a portion cut or removed to reduce mass and weight thereof. .

P1014 / 97MX BRIEF DESCRIPTION OF THE CURRENTLY PREFERRED MODALITY AND OF VARIOUS ALTERNATIVE MODALITIES OF THE INVENTION Figures 1-5 illustrate the coupling lock members, currently preferred in accordance with this invention, which for all intents and purposes are essentially the same to those of the prior art, as illustrated in Figures 7-12. In fact, the latching lock member of the invention, generally designated 10, may be replaced by the lock members of the prior art and includes a lock head 12 having a leg 14 extending downwardly therefrom. The lower end portion of the leg 14 is provided with an oval-shaped opening 16, often referred to as a lever slot, to which a lock-up unit (not shown) can be connected and provides an articulation seat 18. This articulation seat 18 is an arched shoulder formed under the lock head 12 through which the arcuate tail (not shown) of the vertical joint (not shown) can pass when the lock member 10 is placed upwards in the position not locked. The lock lifting unit (not shown) is a mechanism that functions to lift the lock member 10 from the hitch to allow decoupling P1014 / 97MX of two cars, railway type, united. The lock head 12 includes a fulcrum 20 and, on the right side, a lock face 22 against which the arcuate tail (not shown) of the vertical joint (not shown) abuts when the lock member 10 is placed down in the lock position. In essence, the lock member 10 of this invention is substantially the same as those of the prior art in order to maintain the replacement or exchange characteristic, with a first major difference consisting in that when the lock member is being used of the invention, which has been cast with slightly larger dimensions and with narrower tolerances, will work better with a significantly reduced clearance and clearance compared to those lock members of the prior art. In addition, as a second main difference, the latch member 10 of the invention is more resistant and as a result also has a significantly longer service life. As a third major difference, the lock member 10 of the hitch of the invention is significantly lighter in weight, particularly in view of the cut or removed portions described below, to contribute to both fuel savings and material cost. More specifically, the lock member 10 P1014 / 97MX of this invention differs from the cast steel latch locks of the prior art, firstly, because the latch member 10 of the coupling of the invention is manufactured with a high strength low alloy chemical composition which is subsequently heat treated to form a ductile iron, bainitically tempered, having a tensile strength of about 140 ksi (9851.8 kg / cm) minimum, a yield strength of about 110 ksi (7740.7 kg / cm2) minimum and an elongation of about 4 % by 2 inches (5.08 cm) and a BHN within the range of from about 321 to about 388. Secondly, while the majority of the dimensions of the lock member 10 of the coupling of the invention can be substantially the same as those of the lock members of the prior art, it is essential, in order to obtain the advantages of slack reduction of this i nvention, that certain dimensions of the lock head 12 are slightly larger than those of the prior art. Specifically, with reference to Figures 1-5, the lock member 10 of the hitch of the invention is cast to achieve a casting dimension "A" which ideally is 4,063 inches (10.32 cm) ± 0.015 inches P1014 / 97MX (0.038 cm) or at least greater than the specified dimension! 4.00 inches (10.16 cm) from the prior art; and a casting dimension "B" which is ideally 3.063 inches (7.78 cm) ± 0.015 inches (0.038 cm), or at least greater than the specified dimension of 3.00 inches (7.62 cm) from the prior art. All other dimensions can and should be substantially the same as those specified by the AAR, as exemplified in Figures 6-10. For ideal commercial purposes, the latch members 10 of the invention, described above, are currently produced by Advanced Cast Products, Inc. of Meadville, Pa., From ductile iron tempered bainitically, and sold under the trademark. "CasTuf Grade 2" It is said that this particular grade is a ductile cast iron, heat treated, to which small amounts of nickel, molybdenum or copper have been added to improve the desired hardness characteristic and derive the required properties of strength and hardness described above. More specifically, the presently preferred chemical composition of ductile iron is: carbon, in the range of from about 3.6 to about 3.75% by weight; silicon, in a range of between about 2.4 and about 2.80% by weight; P1014 97MX manganese, in a range of between about 0.18 and about 0.35% by weight; molybdenum, in a range of between about 0.14 and about 0.19% by weight; copper, in a range of between about 0.40 and about 0.60% by weight; magnesium, in a range of between about 0.03 and about 0.05% by weight; and, sulfur, 0.015 maximum and the rest is, of course, iron. After casting, the cast product receives a heat treatment, in which it is first austenitized to dissolve the carbon, that is, it is heated to a substantially uniform temperature above the temperature Ae ^ and then cooled quickly enough to avoid perlite formation up to a temperature in the lower bainite region, exactly above the temperature MSf and is maintained at that temperature for a time which is at least sufficient to cause the transformation in lower bainite, that is, the bainitic tempering for forming a precipitate of acicular ferrite within an austenite matrix. As in all bainitically tempered grades, the carbon is expelled to the austenite, so that the resulting microstructure is acicular ferrite in a carbon-enriched austenite, designated P101 / 97MX often coiro ausferrita. In order to better control the dimensional limits, it is preferred that the castings are produced by the process to the lost foam, where the polymethyl or polyaryrene methacrylate is formed into the shape of a foam replica of the piece, to which foam sprues are attached or connected. Loose sand is vibrated around it to form a mold with sprues into which molten metal will be emptied. When the molten metal is cast into the mold, the foam is vaporized by the molten metal and the hot cast metal takes its place to form the melt into the sand mold. The method of casting lost foam is well known in the field of casting and does not need to be described in more detail. Due to the superior strength of the latch member 10, as it results from bainitic casting and tempering, weight reduction by selectively eliminating any unnecessary portions of the cast is easily possible without having an adverse effect on the strength and / or life of the lock member 10 of the hitch. Specifically, as shown in Figures 1 and 3, a U-shaped portion 42 that may include a depression portion 44 is removed or removed from the center of the upper portion of the head portion 12.

P1014 / 97MX lateral. Because the load on the head portion 12 is mainly compression and against the left side, the slot or cut portion 42 has little adverse effect on the strength of the head portion 12 or on the overall strength of the lock member 10. of engagement, but even the inclusion of this slit or cut portion 42 will reduce not only the weight of the latch lock member 10, but will also serve to reduce the amount of metal needed to cast the latch lock member 10. Similarly, a crescent-shaped wedge portion or cut portion 46 is preferably formed within the leg portion 14, for the same reasons and for the same beneficial result. The leg portion 14 provides an intermediate extension to the lock head 12 and to the lock-up unit (not shown) with which the lock-up unit can lift the lock member 10 into the open or unlocked position. According to the foregoing, the only resistive force acting against the lock lifting unit is the weight of the latch member 10 and the associated friction forces, so that the cut portion 46 does not detrimentally reduce the strength of the latch member. lock 10 Attaching P1014 / 97MX or leg portion 14. While the two cut portions described above are included within the presently preferred embodiment of this inventionOther sliced portions may be included if a further reduction in weight is desired. For example, a generally rectangular aperture or cut portion 40 may be formed horizontally through the head portion 12. Because the load on the head portion 12 is primarily compressive, the aperture or cut portion 40 will have little adverse effect on the resistance of the head portion 12 or on the overall strength of the latch lock member 10, but even the inclusion of these additional cut portions will further serve to further reduce the weight of the latch lock member 10, as well as reduce the amount of metal necessary to try to strain this latch lock member 10. With reference to Figure 11, the cross section of the leg portion 14 will be illustrated to better indicate the nature of this cut portion 46. As will be apparent, the cut portion 42, as well as the portion if incorporated, must be or be located centrally within the body of the head portion 12, so that around it remains natural enough to ensure that the P1014 / 97MX head portion 12 is not excessively weakened. In addition, the intersecting lateral surfaces of any of this cut-out opening or portion should be sufficiently rounded to eliminate the possibility of having to create tension notches or incoming angles that could adversely affect the stiffness of the notch. While in the foregoing only three of these cut portions have been illustrated and described, it will be evident that other cut portions could be included in other locations, with the same purpose of saving in weight, assuming that these cut portions are well designed and placed to ensure that the resistance of the body, where they were placed, does not weaken excessively. The latch lock member 10, as illustrated in Figures 1-5, weighs 12 pounds (5,448 kg), as compared to the 16 pounds (7,264 kg) of the prior art latch type lock member as illustrated in FIG. Figures 6-10. This comprises a significant saving in weight and obviously produces the amount of metal required to cast the piece. Despite the small amount of material, the latch member 10 of the invention has a superior strength compared to the latch lock members of the prior art.

P1014 / 97MX While a preferred embodiment of the latch member of the present invention is now described and illustrated in detail above, it should be apparent to those skilled in the art that various other modalities, adaptations, and modifications could be made to the invention without departing from either the spirit of the invention or the scope of the appended claims, particularly to the extent of incorporating other cut portions for weight saving purposes.

P1014 / 97 X

Claims (14)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property: 1. A lock member for a rail freight car hitch Type E, characterized because the lock member comprises: a cast piece of ductile iron, bainitically tempered, as it comes out of casting, having a head portion with an "A" dimension within a range of generally between about 4. 00 inches (10.16 cm) and approximately 4,063 inches (10.32 cm) i. 0.015 inches (0.038 cm) and one "B" dimension within a general range of between approximately 3.00 inches (7.62 cm) and approximately 3.063 inches (7.78 cm) ± 0.015 inches (0.038 cm), the ductile iron casting, bainitically tempered, as it comes out of the casting, also has a minimum tensile strength, in general, of approximately 140 ksi (9851.8 kg / cm2) and a minimum elastic limit, in general, of approximately 10 ksi (7740.7 kg / cm2) and a minimum elongation of 2 inches (5.08 cm), in general, of about 4% and a BHN within a range, in general, between about 321 and about 388.
2. 2. A lock member for a hitch P1014 / 97MX rail freight cart type E, according to claim 1, characterized in that the dimension "A" of the cast of the lock member for rail freight cart type E is 4,063 inches (10.32 cm) ± 0.015 inches (0.038 cm).
3. 3. A lock member for a rail freight car hitch Type E, according to claim 1, characterized in that the "B" dimension of the lock member cast for this type E rail freight car hitch is 3,063 inches. (7.78 cm) ± 0.015 inches (0.038 cm). A lock member for an E-type rail freight car hitch according to claim 1, characterized in that the casting of the lock member for this Type E rail freight car hitch comprises: carbon 3.60 - 3.75% by weight; 2.40 silicon - 2.80% by weight; manganese 0.18 - 0.35% by weight; molybdenum 0.14 - 0.19% by weight; copper 0.40 - 0.60% by weight; magnesium 0.03 - 0.05% by weight; sulfur 0.015 max% by weight; and the rest essentially iron and other concomitant impurities. P1014 / 97MX 5. A lock member for an E-type rail freight car hitch according to claim 4, characterized in that the casting of the lock member for this type E rail freight car hitch is bainically hardened by the heating of the casting of the rail member. lock to an austenitizing temperature to dissolve the carbon, and then rapid cooling at a rate that is at least sufficient to prevent perlite formation, maintaining a bainitic tempering temperature to form the acicular ferrite within an austenite enriched in carbon. 6. A lock member for an E-rail freight car hitch according to claim 1, characterized in that the casting of the lock member for this type E rail freight car hitch is cast by a process to the lost foam. A lock member for an E-rail freight car hitch according to claim 1, characterized in that the lock member for this Type E rail freight car hitch includes a slot located centrally on the upper central surface of the head portion, in order to reduce the weight of the lock member for the rail freight car hitch Type E. P1014 / 97MX 8. A lock member for an E-type rail freight car hitch according to claim 1, characterized in that the lock member for the rail freight cart type E includes further a leg portion extending from the portion of head, the leg portion includes a half-moon cut portion, on a predetermined side face thereof, for the purpose of reducing the weight of the lock member for this Type E rail freight car hitch. 9. A member of a lock for an E-rail freight car hitch according to claim 8, characterized in that the lateral intersecting surfaces of the half-moon cut portion are rounded, at least sufficiently, to substantially eliminate the notches and incoming tension-generating angles that could adversely affect the stiffness of the lock member notch for the E-type rail freight car hitch. 10. A lock member for an E-rail freight car hitch, according to claim 8, characterized in that the lock member for this type E rail freight car hitch includes in addition a ubiquitous opening. horizontally through the P1014 / 97MX head portion, in order to reduce the weight of the lock member for the rail freight car hitch Type E. 11. A lock member for a rail freight car hitch type E, according to claim 10 , characterized in that the opening located horizontally through the head portion, the lock member for this type E rail freight cart hook, in general, is rectangular in shape. A lock member for an E-rail freight car hitch according to claim 1, characterized in that the lock member for this Type E rail freight car hitch has a generally weight of approximately 10 pounds (4.54 kg) . 13. A lock member for an E-rail freight car hitch according to claim 1, characterized in that the lock member for the E-type rail freight car hitch can be replaced interchangeably with all the lock members of the type used in the prior art for type E rail freight car hitches which are currently used. 14. A lock member for an E-type rail freight car hitch according to claim 1, characterized in that the lock member for the P1014 / 97MX Type E rail freight car hitch will generally provide a reduction of approximately 1/8 inch (0.318 cm) in the hitch clearance while retaining all the angular movement capability required for this freight car hitch Type E rail P1014 / 97MX