US20130277325A1

US20130277325A1 - Knuckle pin for railway car coupler

Info

Publication number: US20130277325A1
Application number: US13/867,547
Authority: US
Inventors: John P Hanaway
Original assignee: General Bearing Corp
Current assignee: General Bearing Corp
Priority date: 2012-04-23
Filing date: 2013-04-22
Publication date: 2013-10-24

Abstract

An improved knuckle pin for use in a railway car coupling is illustrated and described. In one example, the pin comprises a shank extending along a longitudinal axis and having a first end. A head is positioned on the first end of the shank, and includes an abutment surface and a top surface opposite the abutment surface. At least one lug extends from the top surface of the head along the longitudinal axis to provide a point of engagement for a hand or hand tool to allow rotation of the pin about the longitudinal axis.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority benefit to U.S. Provisional Patent Application No. 61/636,841, filed Apr. 23, 2012, which is incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

This invention generally relates to a knuckle pin for exemplary use in a railway car coupler assembly.

BACKGROUND OF THE INVENTION

Knuckle coupler assemblies are well known in the railway industry to attach one railway car to another. Each railway car to be connected to another railway car has a coupler. The two couplers of adjacent railway cars to be coupled each have a knuckle mortised into a body of the coupler, which is pivotally attached to the coupler body with a knuckle pin slipped through respective axially aligned apertures of the coupler body and the knuckle. When the couplers are brought into engagement, the knuckles each pivot about a respective knuckle pin and snap closed on each other to connect the railway cars. In this arrangement, there are two couplers, with two knuckles and two thereby formed apertures for the knuckle pins to slip into. A railroad pin is inserted into through apertures in the knuckles to lock shut the knuckles and secure the connection between the two railway cars.
Over time, it may become difficult to attain alignment of the apertures formed by the connection of the two knuckles and coupler bodies because of metal wear in the knuckle pin. Misalignment of the apertures of the knuckle and coupler body reduces the area size of the overall aperture for receiving the railroad pin, making installation of the railroad pin more difficult for the railroad worker during connection of the railway cars. Replacement of the knuckle pins may therefore be desirable.
However, the knuckle pins may become stuck or jammed by friction within the apertures of the knuckle and coupler body during normal operation due to forces applied on the pin and the positioning of the railway cars, making the knuckle pins difficult to remove. In some instances, the knuckle pin may be loosened for rotation and removal through rotation of the knuckle pin relative to the knuckle and coupler body. The traditional dome or pan-shaped heads of conventional knuckle pins, however, make it difficult to manipulate or rotate the knuckle pin.
Cotter pins have been previously used to hold the knuckle pin within the aperture of the railway car coupler. The continued motion of the railway cars can wear into a specific area of the cotter pin which can cause fatigue and breakage of the cotter pin material. Advances in devices used to replace cotter pins have been developed, including that disclosed in U.S. Pat. No. 7,896,179, which is assigned to the assignee of the present invention.
Still, cotter pins are widely used, and it is desirable for a railroad worker to have easy access to the cotter pin to manipulate the cotter pin for removal. During normal operation and movement of the railway cars, the knuckle pins often rotate, which can in turn rotate the cotter pin into a position where it is difficult for a railroad worker to access the cotter pin for removal. Once again, however, the traditional dome or pan-shaped heads of conventional knuckle pins make it difficult to manipulate or rotate the knuckle pin into a position where the cotter pin is easily accessible.
It would be advantageous to provide an improved knuckle pin which solves these long standing difficulties with conventional knuckle pins. It would be further advantageous to provide an improved knuckle pin that is readily applied to conventional railway car couplers and is relatively easy and efficient to manufacture.

SUMMARY OF THE INVENTION

The present invention provides an improved knuckle pin for use in railway car coupler assemblies.
The improved knuckle pin may include a shank that is sized for occupying a through aperture formed between a knuckle and a coupler body of the railway car knuckle coupler, and configured to pivotally connect the knuckle to the coupler body. A head is provided at a first end of the shank that includes an abutment surface for abutting a surface of the coupler body, and a top surface opposite the abutment surface. A second end of the shank, opposite the first end, can be adapted to receive a retaining member, such as a spring loaded retaining member or a cotter pin, to retain the knuckle pin in the knuckle coupler.
The head can be constructed with one or more lugs to provide engagement surfaces atop the top surface. The engagement surfaces are adapted to be engaged by a railroad worker, for example by hand or with a hand tool, for rotation of the knuckle pin about a longitudinal axis to manipulate the position of the knuckle pin. In one application, the improved knuckle pin allows easy engagement for rotation of the knuckle pin to access the retaining member for ease of installation and removal of the retaining member to secure or release the knuckle pin from the coupler. In another application, the improved knuckle pin allows easy engagement for rotation of the knuckle pin to free the knuckle pin from a stuck or jammed condition within the knuckle coupler.
In one example of an improved knuckle pin, the engagement surfaces are defined by a pair of diametrically opposed lugs atop the head, and the lugs define a recess into which a tool can be received. In another example, a pair of opposed engagement surfaces are defined by a lug extending centrally across a width of the head. In another example, a plurality of pairs of opposed engagement surfaces are defined by a lug, and each of the pairs are oriented differently and adapted to be engaged for rotation of the knuckle pin.
Other examples and applications for the improved knuckle pin expressly described and illustrated below known by those skilled in the art following the description below are further included.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying drawings wherein like reference numerals refer to like parts throughout the several views, and wherein:

FIG. 1 is a schematic cross-sectional view of a railway car coupler incorporating an example of an improved knuckle pin having a pair of lugs;

FIG. 2 is a side view of the example of the knuckle pin illustrated in FIG. 1;

FIG. 3 is an enlarged view of the portion of the knuckle pin circled in FIG. 2;

FIG. 4 is a top view of the knuckle pin shown in FIG. 3;

FIG. 5 is a partial side view of an alternate example of an improved knuckle pin shown in FIG. 1;

FIG. 6 is a top view of the alternate knuckle pin shown in FIG. 5;

FIG. 7 is a partial side view of an alternate example of an improved knuckle pin shown in FIG. 1; and

FIG. 8 is a top view of the alternate knuckle pin shown in FIG. 7.

DETAILED DESCRIPTION OF EXAMPLES OF THE INVENTION

Referring to FIGS. 1-8, several examples of an improved knuckle pin for exemplary use in railway car couplings are illustrated and described below.
Referring to FIG. 1, an example of an improved knuckle pin 10 is shown in use with a conventional railway knuckle coupler 20 configured for connecting two railway cars.
Conventional railway car coupler or knuckle couplers 20 can include a coupler body 26 and knuckle 30. The knuckle 30 is mortised into the coupler body 26, and the coupler body 26 and the knuckle 30 are pivotally interconnected and secured together by the knuckle pin 10. As shown, the coupler body 26 and the knuckle 30 interconnect to form a through aperture 36 therebetween for receiving the knuckle pin 10. When an opposed pair of railway car coupler joints 20 are brought into engagement, the knuckles 30 each pivot about a respective knuckle pin 10 and snap closed on each other to connect the railway cars, while allowing relative pivotal motion of the connected railway cars.
Referring to FIGS. 1-4, the example knuckle pin 10 includes an elongate, smooth walled shank 40 defining a longitudinal axis 42 and having a diameter 44 and a length 48. The knuckle pin 10 includes a head 50 having a width 52 positioned at a first end 46 of the shank 40 and a retaining member 60 which is positioned near the second end 56 of the shank 40. Retaining member 60 may be in the form of a conventional cotter pin or may take other forms, for example, as described and illustrated in U.S. Pat. No. 7,896,179, assigned to the assignee of the present invention. Other retaining members known by those skilled in the art, for example cotter pins, may alternatively be used.
The knuckle pin 10 may be adapted for exemplary use with Association of American Railroads (AAR) knuckle coupler types (e.g., Type E, Type E/F or Type F). According to this example, the diameter 44 of the shank 40 may be approximately 1⅝ inches, the length 48 of the shank 40 may be approximately 13⅜ inches, and the retaining member 60 may be positioned approximately 12⅞ inches from the abutment surface 70 on the underside of the head 50. In other examples, the knuckle pin 10 may be adapted for use in other standard railway knuckle couplers, or in non-standard or proprietary railway knuckle couplers. The knuckle pin 10 can also be used in other applications known by those skilled in the art.
In assembly of the knuckle coupler 20, the coupler body 26 and the knuckle 30 are positioned and aligned to form the through aperture 36, and are pivotally interconnected by inserting the knuckle pin 10 within the through aperture 36. Once the knuckle pin 10 in inserted within the through aperture 36, the retaining member 60 is installed at the second end 56 of the shank 40 to retain the knuckle pin 10. With additional reference to FIGS. 2-4, the head 50 of the knuckle pin 10 includes an abutment surface 70 on the underside of the head 50 that projects radially from the shank 40 to define a periphery 54 which abuts adjacent structures of the coupler body 26, as generally shown in FIG. 1. The width 52 of the head 50 is greater than the aperture 36, preventing the knuckle pin 10 from further movement through the knuckle coupler 20. The head 50 further includes a top surface 76 opposite the abutment surface 70.
Replacement of a used knuckle pin 10 involves removal of the retaining member 60 from the second end 56 of the shank 40, and further, often requires freeing of the used knuckle pin 10 from a stuck or jammed condition before removal from the knuckle coupler 20. Once a replacement knuckle pin 10 is in place, a retaining member 60 must be installed at the second end 56 of the shank 40 to retain the knuckle pin 10 in the knuckle coupler 20. However, conventional knuckle pins with traditional domed or pan-shaped heads are difficult to manipulate or rotate as desired, and railroad workers often contend with awkward or undesirable positioning of the retaining member 60 for removal and installation, as well as difficulties in freeing a used knuckle pin 10.
The exemplary knuckle pin 10 is adapted to permit rotation or other manipulation of the knuckle pin 10 within the knuckle coupler 20 to reorient the retaining member 60 for easy access, and/or to un-stick the knuckle pin 10 if the knuckle pin 10 is jammed within the knuckle coupler 20. In the exemplary knuckle pin 10, the head 50 of the knuckle pin 10 includes a lug 80. The exemplary lug 80 extends upward along the longitudinal axis 42 from the head 50 beyond the top surface 76, and is engageable by hand or hand tool to permit manipulation of the knuckle pin 10.
In a preferred example lug shown in FIGS. 1-4, lug 80 includes a first lug 86 and a second lug 90 positioned diametrically opposed from one another as best seen in FIG. 4. As shown, each lug 86 and 90 are positioned to extend upward from the head periphery 54 well beyond top surface 76 so a tool 126 (shown in phantom lines) may be adequately positioned or permit a firm grasp by a railroad worker's hand.
Referring to FIGS. 3 and 4, each of the exemplary first 86 and second 90 lugs include a height 96, a width 100 and a length 110 which define a first engagement surface 114 and a second engagement surface 120 as generally shown. In the example shown, first 86 and second 90 lugs are positioned or oriented so that a tool 126 can be positioned between the first 86 and second 90 lugs thereby engaging at least a portion of the first 114 and second 120 engagement surfaces of the respective lugs and through rotational force applied, rotate the knuckle pin 10 about the pin axis 42 to reorient the knuckle pin 10 or, for example, achieve an alternate rotational position of the retaining member 60 for easy access and manipulation by a railroad worker. Although the example lug 80 in FIGS. 1-4 shows two lugs 86 and 90 as described above, it is understood that where more than one lug is used, the size, shape, location and orientation of the individual lugs with respect to one another can take different forms to suit the particular application or performance requirements as understood by those skilled in the art.
Referring to FIGS. 5 and 6, an alternate example of knuckle pin 10 and lug 80 is shown. In the example, a lug 130 is a unitary member that extends upward from the head 50 of the knuckle pin 10 generally as described with reference to FIGS. 1-4. In the example, the lug 130 extends centrally and radially across the width 52 of the head 50 between opposing portions of the periphery 54, as generally shown. The lug 130 defines a first 114 and second 120 outboard engagement surface on opposing sides of the lug 130 for a tool, a railroad worker's hand or other means to engage the lug 130 and manipulate the knuckle pin 10 as generally described. It is understood that lug 130 may take other sizes, shapes, forms and orientations to suit the particular application or performance requirements as known by those skilled in the art.
Referring to FIGS. 7 and 8, an alternate example of the knuckle pin 10 and a lug 80 is illustrated. In the example, a unitary lug 140 is centrally positioned on top surface 76 or forms a portion of the top surface 76. In the example, lug 140 extends upward from the top surface 76 and includes first 114 and second 120 outboard engagement surfaces as well as additional facets 150, for example a hex head-type of structure as generally shown. The facets 150 are arranged as a plurality of diametrically opposed parallel pairs of engagement surfaces 114 and 120 that are each relatively differently oriented about the longitudinal axis 42. The lug 140 provides increased ability to engage the lug at any rotational position that the knuckle pin 10 may be in and lends itself to engagement with common tools, such as wrenches and pliers. It is understood that lug 140 may take other sizes, shapes, forms, locations and orientations about the top surface 76 of the head 50 than that specifically illustrated.
In all of the above examples, the knuckle pin 10 is preferably made from solid steel in a forging manufacturing process. In a preferred example, the lug 80 is an integral portion of the head 50 either through a forging process or a machining process. It is understood that other ways to manufacture the knuckle pin 10 with lug 80 may be used, for example the lug or lugs could be welded to the head 50 or secured by other methods known by those skilled in the art. The knuckle pin 10 and lug 80 may further be made from different materials to suit the particular application or performance specifications as known by those skilled in the art.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiments but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as is permitted under the law

Claims

What is claimed is:

1. A knuckle pin for use in a railway car coupling, the pin comprising:

a shank extending along a longitudinal axis and having a first end;

a head positioned on the first end of the shank, the head having an abutment surface and a top surface opposite the abutment surface; and

at least one lug extending upwardly from the top surface of the head along the longitudinal axis and adapted to be engaged for rotation of the pin about the longitudinal axis.

2. The knuckle pin of claim 1 wherein the at least one lug comprises a pair of lugs extending upwardly from the top surface to define a recess between the lugs and positioned above the top surface of the head, the lugs positioned and adapted for receipt of a tool in the recess to engage the pin for rotation about the longitudinal axis.

3. The knuckle pin of claim 2 wherein the lugs are diametrically opposed from one another about the top surface.

4. The knuckle pin of claim 2 wherein the lugs each define an engagement surface transverse to the top surface engageable for rotation of the pin about the longitudinal axis when the tool is received in the recess.

5. The knuckle pin of claim 1 wherein the at least one lug comprises a single lug extending upwardly from the top surface to define at least two outboard engagement surfaces oriented transverse to the top surface and engageable for rotation of the pin about the longitudinal axis.

6. The knuckle pin of claim 5 wherein the lug extends centrally across a width of the top surface to define the at least two outboard engagement surfaces.

7. The knuckle pin of claim 6 wherein the at least two outboard engagement surfaces comprise a pair of opposing outboard engagement surfaces extending across the width of the top surface.

8. The knuckle pin of claim 5 wherein the at least two outboard engagement surfaces comprise a plurality of pairs of diametrically opposed engagement surfaces, each of the pairs oriented angularly apart about the longitudinal axis and engageable for rotation of the pin about the longitudinal axis.

9. The knuckle pin of claim 1 wherein the top surface of the head has a generally domed profile and the least one lug extends upwardly from the top surface beyond the domed profile.

10. A method of rotating a knuckle pin having a longitudinal axis and pivotally connecting a knuckle and a coupler body in a railway car knuckle coupler, the pin having a head with an abutment surface abutting a surface of the coupler body and a top surface opposite the abutment surface, the method of rotating comprising the steps of:

engaging at least one lug extending upwardly from the top surface of the head and adapted to be engaged for rotation of the pin within the aperture about the longitudinal axis; and

rotating the pin about the longitudinal axis.

11. The method of claim 10 wherein the step of engaging further comprises:

receiving a tool within a recess defined between a pair of lugs extending upwardly from the top surface; and

engaging the tool with respective engagement surfaces defined by the pair of lugs.

12. The method of claim 11 wherein the step of engaging further comprises receiving the tool within a recess defined between a pair of lugs extending upwardly from the top surface that are diametrically opposed from one another about the top surface.

13. The method of claim 10 wherein the step of engaging further comprises engaging at least two outboard engagement surfaces defined by the at least one lug.

14. The method of claim 13 wherein the step of engaging further comprises engaging at least two outboard engagement surfaces defined by the at least one lug that comprise a pair of opposing outboard engagement surfaces extending across a width of the top surface.

15. The method of claim 13 wherein the step of engaging further comprises engaging at least two outboard engagement surfaces defined by the at least one lug that comprise a plurality of pairs of diametrically opposed engagement surfaces each oriented angularly apart about the longitudinal axis and engageable for rotation of the pin about the longitudinal axis.

16. The method of claim 10 further comprising:

reorienting a retaining member located at an end of the pin opposite the head and protruding from the coupler body.

17. The method of claim 16 further comprising:

removing the retaining member from the end of the pin.

18. The method of claim 17 further comprising:

removing the knuckle pin from the railway car knuckle coupler.

19. A knuckle pin for extending through an aperture formed between a knuckle and a coupler body in a railway car knuckle coupler to pivotally connect the knuckle to the coupler body, the knuckle pin comprising:

an elongate shank having a shank diameter smaller than a diameter of the aperture and a head positioned at a first end, the head including an abutment surface radially projecting from the shank for abutting a surface of the coupler body, a top surface opposite the abutment surface, and at least two engagement surfaces projecting transversely from the top surface and adapted to be engaged by a hand or a hand tool for rotation of the pin within the through aperture.

20. The knuckle pin of claim 17 wherein the shank diameter is approximately 1⅝ inches.

21. The knuckle pin of claim 17 wherein the shank has a length of approximately 13⅜ inches.