US3637089A - Railway car coupler - Google Patents

Railway car coupler Download PDF

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Publication number
US3637089A
US3637089A US1696A US3637089DA US3637089A US 3637089 A US3637089 A US 3637089A US 1696 A US1696 A US 1696A US 3637089D A US3637089D A US 3637089DA US 3637089 A US3637089 A US 3637089A
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United States
Prior art keywords
coupler
knuckle
roof
vertical
couplers
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Expired - Lifetime
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US1696A
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English (en)
Inventor
Karl John Jwuc
Donald Willison
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Midland Ross Corp
National Casting Inc
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Midland Ross Corp
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Publication of US3637089A publication Critical patent/US3637089A/en
Assigned to NATIONAL CASTINGS INC., A CORP. OF DE reassignment NATIONAL CASTINGS INC., A CORP. OF DE ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: NATIONAL CASTINGS INC., A CORP. OF IL
Assigned to CONGRESS FINANCIAL CORPORATION reassignment CONGRESS FINANCIAL CORPORATION SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NATIONAL CASTINGS INC., A DE CORP.
Anticipated expiration legal-status Critical
Assigned to NATIONAL CASTINGS INC. A CORP. OF DE reassignment NATIONAL CASTINGS INC. A CORP. OF DE RELEASED BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). Assignors: CONGRESS FINANCIAL CORPORATION (CENTRAL)
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/04—Couplings for special purposes not otherwise provided for for matching couplings of different types, i.e. transitional couplings

Definitions

  • the intercoupled type E and F car couplers could become vertically misaligned to the extent permitting the knuckle of the E coupler to vertically slip out of the F coupler knuckle-receiving recess to cause accidental disengagement of the couplers.
  • the hazard of fire, explosion and/or the escape of poisonous gas is substantially increased since the opposed car couplers of the adjacent separated and derailed cars could overlap each other sufiiciently to permit the E coupler on the freight car to puncture or rupture the shell structure of the tank car.
  • Another object is to provide an interlock hood on an A.A.R. type F car coupler that overlies the knuckle-receiving recess of the coupler which will prevent a worn knuckle of an A.A.R. Standard E car coupler from slipping out of the knucklereceiving recess of the F coupler.
  • a further object of the invention is to provide an interlock hood on an A.A.R. type F car coupler with a roof that may deform under a fully loaded condition resulting from vertical displacement, coupler twist and vertical angular movements between intercoupled type B and F car couplers during railway car train derailments and yet prevent vertical disengagement of the couplers.
  • a corollary object to the preceding object is to provide the roof of the interlock hood with a safety ledge which provides further interference between a worn knuckle of an E coupler and the roof of the interlocking hood on the F coupler during a railway car train derailment.
  • FIG. 1 is a front elevational view of an A.A.R. Alternate Standard type F railway car coupler illustrating an interlock hood integrally connected to the upper side of the coupler head;
  • FIG. 2 is a fragmentary side elevational view taken along line 2-4 in FIG. 1 showing the hood from the guard arm side of the coupler head;
  • FIG. 3 is a top plan view of the F coupler shown in FIG. I intercoupled with an A.A.R. Standard E railway car coupler, with the coupler heads being illustrated under a buff condition;
  • FIG. 4 is a side elevational view of the couplers shown in FIG. 3 taken along the guard arm side of the F car coupler, except illustrating the maximum condition of misalignment according to A.A.R. specifications between the Standard E type car coupler and the Alternate Standard F type car coupler under a pull condition and illustrating the position of the knuckle of the E coupler as it just contacts the hood of the F coupler;
  • FIG. 5 is an enlarged fragmentary side elevational view, in cross section, of the E knuckle contacting the hood of the F coupler shown in FIG. 4;
  • FIG. 6 is a top plan view similar to FIG. 3 showing a worn F coupler intercoupled with a worn E-type car coupler and with the coupler heads being illustrated under a pull condition;
  • FIG. 7 is a top plan view of the intercoupled couplers shown in FIG. 6, with the E coupler being illustrated in a vertical misalignment and coupler twist condition during initial railway car train derailment and illustrating the interlock hood with a safety ledge;
  • FIG. 9 is a fragmentary side elevational view of the hood shown in FIG. 8 taken along line 9-9;
  • FIG. 10 is a sectional view taken along line 10- ld in FIG. 7 showing the various contact points between the E and F couplers during an initial railway car train derailment;
  • FIG. 11 is a sectional view similar to FIG. 10 showing the roof in a distorted condition, with the .E knuckle engaging the safety ledge to prevent coupler separation;
  • FIG. 12 is a modification of the invention shown in side elevation.
  • FIGS. 1, 2 and 3 of the drawings there is shown a railway car coupler which is of the interlocking type known as the A.A.R. Alternate Standard type F car coupler.
  • the type F car coupler comprises a head 15 having a shank 16 integrally united therewith and is shown in FIG. 3 in mating engagement, under a buff condition, with.
  • a noninterlocking type of coupler known as the A.A.R. Standard E car coupler.
  • a longitudinal central axis L-L is indicated as extending through both the E and F car couplers.
  • head 15 has a guard arm 17 on one side and, on the other side, a pair of vertically spaced bearing lugs 18, 18.
  • a knuckle 20 having a buffing face 21 and a pulling face 23 is joumaled to the bearing lugs by a pivot pin 25 for rotation about the pin in the usual manner.
  • a buffing section 30 connects the rearward ends of the bearing lugs and guard arm to form with knuckle 20 a vertical knuckle'receiving recess 31 having a forwardly facing buffing surface 32 between the guard arm and bearing lugs.
  • Coupler head 15 further comprises a forwardly projecting nose 33 which extends longitudinally outwardly from the forward end of guard arm 17 as defined by top and bottom vertical coplanar surfaces 34 and 35.
  • head 15 On the knuckle side of the F coupler, head 15 has a pair of vertically spaced aligning wings 36 and 37 disposed laterally outwardly of the bearing lugs 18, 18. Wings 36 and 37 are adapted to cooperate with nose 33 of another type F railway car coupler to afiord vertical interlock between two opposed type F couplers when the two couplers are brought together during a coupling operation.
  • the A.A.R. Standard E coupler head shown intercoupled to the F coupler in FIG. 3 comprises a head 39 provided with an integral guard arm 40 and pivoted knuckle 41 having a buffing face 42, pulling face 43, heel 44 and a nose 45.
  • Knuckle 41 is secured to the head by a vertically disposed pin 46 which is connected to a pair of vertically spaced pivot lugs 47, 47.
  • the guard am and pivot lugs are disposed on opposite sides of the longitudinal central axis L-L of the coupler to define therebetween an opening similar to recess 31 of the F coupler for receiving therein knuckle 20 of the mating F coupler.
  • the E and F car couplers each have a coupling plane C-C and C -C, respectively.
  • Each coupling plane is normal to the central axis of the coupler and traverses the axis forwardly of the knuckle pivot pin axis to define, when two opposed new couplers are in mating buff engagement, the amount of Iongitudinal slack between the couplers.
  • the distance between two coupling planes of two new mated couplers in buff condition corresponds to the amount of longitudinal slack between the opposed knuckle pulling faces of the coupled couplers.
  • FIG. 3 clearly shows the amount of longitudinal slack available between the knuckles of the opposed new coupled couplers and any clearance between knuckle 41 of the E coupler and the contour of the F coupler.
  • Coupler head is further provided with a generally horizontal transversely extending shelf 50.
  • Shelf 50 is disposed directly under vertical recess 31 of the head and has a forward edge 51 on the knuckle side of the longitudinal axis. Edge 51 is positioned rearward of the coupling plane and in close spaced parallel relationship therewith. Shelf 50 terminates on the guard arm side of the longitudinal axis with a concave contour edge 52 rearward of forward edge 51.
  • the function of the shelf is for supporting knuckle 41 of an opposed mated E coupler when the shank of the E coupler fails during service; thereby maintaining a coupled relationship between the couplers and thus preventing the E coupler from falling onto the railway track bed.
  • coupler head 15 is provided on its upper side with a hood 55 having a roof 56 that overlies the vertical recess 31 of the head. Roof 56 is connected on both sides and rear to an upstanding web 57. Web 57 extends from the upper bearing lug 18, following the contour of vertical recess 31, to the guard arm 17 and terminates near vertical surface 34. The vertical inner surface of web 57 is offset a small amount away from buffing surface 32, as seen in FIG. 5. The web is reinforced by ribs 58 and 59 which extend from the top of the hood downwardly and rearwardly to the top of coupling head 15.
  • the forward portion of roof 56 terminates with a concave contour edge 60 on the guard arm side of the longitudinal axis L-L and is shaped as shown in FIG. 3.
  • Edge 60 joins forward edge 61 of the roof on the guard arm side of the longitudinal axis near the central portion of knuckle-receiving recess 31.
  • Edge 61 lies in a vertical plane parallel to coupling plane C'C' and is spaced approximately one inch rearwardly therefrom.
  • Edge 61 is also rearward of an intermediate vertical parallel plane that contains the axis of the knuckle pivot pin 25.
  • FIG. 4 there is illustrated the maximum vertical and angular misalignment, under a pull condition, between the new E and F car couplers shown in FIG. 3.
  • the shank of the E coupler remains in contact with the bottom portion of the supporting striker casting 65 since a type E car coupler, according to A.A.R. specifications, is not considered to angle vertically relative to the car.
  • the forward portion of the F coupler shank is, under normal conditions, supported by a spring supported coupler carrier 66 which is carried in the lower portion of striker housing 67.
  • shank 16 is angled upwardly to the limit of its vertical swing about is pivotal connection within the center sill structure (not shown) of the railway car and is in contact with upper portion 68 of the striker housing.
  • FIG. 5 shows the position of knuckle 41 within the knucklereceiving recess 31 of the Fcoupler under the maximum condition of misalignment of the mated couplers illustrated in FIG. 4.
  • bottom forward edge 70 of buffing face 42 of knuckle 41 engages the buffing surface 32 of the F coupler
  • top forward edge 71 on knuckle 41 engages undersurface 72 of hood 55.
  • FIGS. 4 and 5 clearly illustrate the maximum allowable vertical displacement between the two mated couplers at the coupling plane. This displacement, as indicated as d in FIG. 4, corresponds to the maximum allowable vertical coupler centerline offset of 7% inches between two noninterlocking type car couplers as presently specified by A.A.R.
  • FIG. 6 Advancing to FIG. 6 there is illustrated an F coupler intercoupled with an E-type car coupler, with the F coupler worn almost to condemning limits under A.A.R. standards and the E coupler guard arm and knuckle approaching the condemning limits under A.A.R. standards due to guard arm wear, knuckle wear and knuckle stretch, and with the coupler heads being shown under a pull condition.
  • the two coupling planes of the E and F couplers are not in a condition of coincidence, thus the amount that roof 56 of hood 55 overlaps knuckle 41 of the E coupler is substantially reduced when compared to the amount of overlap indicated in FIG. 3.
  • amount of overlap between knuckle 41 and the hood on the F coupler is further reduced.
  • a safety ledge 74 is integrally formed onto the forward portion of roof 56 as shown in FIGS. 7, 8 and 9.
  • Safety ledge 74 extends forwardly of roof 56 above the level of undersurface 72 in spaced parallel relationship therewith, to define a recess 75 along the forward edge 61 and concave contour edge 60 of the roof.
  • the safety ledge terminates on the knuckle side of the longitudinal center axis with a forward edge 76 in coplanar relation with edge 51 on shelf 50.
  • the safety ledge terminates with a concave contour edge 77 rearward of edge 76 and in coplanar relation with edge 52 on shelf 50.
  • Edge 77 is substantially of the same contour as bearing lug 47 on the E coupler to provide for the reception thereof in the event that the E coupler is vertically offset an exceptional amount when the opposed couplers are moved towards a coupling position.
  • heel 44 of worn knuckle 41 engages web 57, as nose 45 engages roof 56 at the intersection of forward edge 61 and undersurface 72, and as designated as point 80.
  • Point is spaced further from the knuckle side of web 57 than the point at which a new knuckle for an E coupler would engage the roof under similar conditions, and for this reason it is the critical loading point for the roof.
  • the roof of the F coupler is designed to deform before the F coupler shank 16 fails in the area where the shank engages upper portion 68 of striker 67, as shown in FIG. 4.
  • Additional design requirements which control the location of point 80 are: the thickness of the roof (which is preferably 1 inch); the minimum distance between undersurface 72 of the roof and the longitudinal central axis of the F coupler (which is preferably l0 inches); and the length of the moment arms from the loading point 80 to the web of the hood and to the striker face, coupled with the section modulus of both the roof and the coupler shank at its point of engagement with the strikenface.
  • a modified safety ledge 74a there is illustrated a modified safety ledge 74a.
  • the only distinguishable structural feature of ledge 74a over ledge 74 is its downwardly facing surface 79 which extends forwardly of roof S6 in an upwardly tapering direction away from the forward extremity of undersurface 72.
  • Surface 79 terminates forwardly of roof 56 at its juncture with edges 76a and 77a, which edges correspond in peripheral outline to forward edge 76 and concave contour edge 77, respectively, of safety ledge 74.
  • An interlocking knuckle-type car coupler comprising:
  • said hood comprises a continuous vertical web joining said roof to said head, said web commencing at one end in line with said flat portion of the roof and extending to said guard arm at the lateral extremity of said curved portion of the roof, said web conforming substantially to the contour of said knuckle-receiving recess and having its inner side offset slightly in a direction away from said contour.
  • the forward portion of said roof forms a safety ledge, said ledge having its undersurface offset upwardly relative to the undersurface of the rearwardly adjacent section of the roof so as to be of lesser thickness than said adjacent section, said offset undersurface of said ledge assuring that only said adjacent section of the roof will engage with the knuckle of a noninterlocking mated coupler to limit relative vertical movement between the couplers, said ledge being engageable with the knuckle of the noninterlocking mated coupler under the aforesaid conditions of maximum relative vertical displacement and twist of the couplers sufficient to cause deformation of said adjacent section.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
US1696A 1970-01-09 1970-01-09 Railway car coupler Expired - Lifetime US3637089A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US169670A 1970-01-09 1970-01-09

Publications (1)

Publication Number Publication Date
US3637089A true US3637089A (en) 1972-01-25

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US1696A Expired - Lifetime US3637089A (en) 1970-01-09 1970-01-09 Railway car coupler

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US (1) US3637089A (fr)
JP (1) JPS542443B1 (fr)
BE (1) BE761339A (fr)
BR (1) BR7100112D0 (fr)
CA (1) CA1001120A (fr)
GB (1) GB1284619A (fr)
ZA (1) ZA708570B (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4129219A (en) * 1975-06-09 1978-12-12 Amsted Industries Incorporated Railway car coupler
US4245747A (en) * 1975-07-14 1981-01-20 Buckeye International, Inc. Coupler
US20090289022A1 (en) * 2008-05-22 2009-11-26 Smerecky Jerry R Railway coupler body improvements to improve knuckle rotation
US20090289024A1 (en) * 2008-05-23 2009-11-26 Nibouar F Andrew Railway coupler core structure for increased strength and fatigue life of resulting knuckle
US20090289023A1 (en) * 2008-05-23 2009-11-26 Marchese Thomas A Knuckle formed from pivot pin and kidney core and isolated finger core
US20090294396A1 (en) * 2008-05-22 2009-12-03 Smerecky Jerry R Central datum feature on railroad coupler body and corresponding gauges
US20090327416A1 (en) * 2008-06-26 2009-12-31 Ca, Inc. Information technology system collaboration
WO2011162672A1 (fr) * 2010-06-23 2011-12-29 Soldian Limited Dispositif d'attelage résistant au flambage pour véhicules ferroviaires
US8196762B2 (en) 2008-05-23 2012-06-12 Bedloe Industries Llc Knuckle formed without a finger core
US8544662B2 (en) 2008-05-22 2013-10-01 Bedloe Industries Llc Central datum feature on railroad coupler body and corresponding gauges
US9114815B2 (en) 2013-03-14 2015-08-25 Brandt Road Rail Corporation Assembly for extendable rail-supported vehicle coupler

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US612396A (en) * 1898-10-18 Car-coupling
US642719A (en) * 1899-06-22 1900-02-06 Milton H Rice Car-coupling.
US712319A (en) * 1902-03-11 1902-10-28 James Murphy Car-coupling.
US1874653A (en) * 1930-11-08 1932-08-30 John J Tatum Car coupler
US3073459A (en) * 1960-05-20 1963-01-15 Amsted Ind Inc Vertically interlocking railway car coupler

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4416019Y1 (fr) * 1965-02-17 1969-07-10

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US612396A (en) * 1898-10-18 Car-coupling
US642719A (en) * 1899-06-22 1900-02-06 Milton H Rice Car-coupling.
US712319A (en) * 1902-03-11 1902-10-28 James Murphy Car-coupling.
US1874653A (en) * 1930-11-08 1932-08-30 John J Tatum Car coupler
US3073459A (en) * 1960-05-20 1963-01-15 Amsted Ind Inc Vertically interlocking railway car coupler

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4129219A (en) * 1975-06-09 1978-12-12 Amsted Industries Incorporated Railway car coupler
US4245747A (en) * 1975-07-14 1981-01-20 Buckeye International, Inc. Coupler
US20090289022A1 (en) * 2008-05-22 2009-11-26 Smerecky Jerry R Railway coupler body improvements to improve knuckle rotation
US8746473B2 (en) 2008-05-22 2014-06-10 Bedloe Industries Llc Railway coupler body improvements to improve knuckle rotation
US8544662B2 (en) 2008-05-22 2013-10-01 Bedloe Industries Llc Central datum feature on railroad coupler body and corresponding gauges
US20090294396A1 (en) * 2008-05-22 2009-12-03 Smerecky Jerry R Central datum feature on railroad coupler body and corresponding gauges
US8408406B2 (en) 2008-05-22 2013-04-02 Bedloe Industries Llc Central datum feature on railroad coupler body and corresponding gauges
US8196762B2 (en) 2008-05-23 2012-06-12 Bedloe Industries Llc Knuckle formed without a finger core
US8201613B2 (en) 2008-05-23 2012-06-19 Bedloe Industries Llc Knuckle formed from pivot pin and kidney core and isolated finger core
US20090289023A1 (en) * 2008-05-23 2009-11-26 Marchese Thomas A Knuckle formed from pivot pin and kidney core and isolated finger core
US8631952B2 (en) 2008-05-23 2014-01-21 Bedloe Industries Llc Knuckle formed without a finger core
US8646631B2 (en) 2008-05-23 2014-02-11 Bedloe Industries, LLC Knuckle formed from pivot pin and kidney core and isolated finger core
US8662327B2 (en) 2008-05-23 2014-03-04 Bedloe Industries Llc Railway coupler core structure for increased strength and fatigue life of resulting knuckle
US20090289024A1 (en) * 2008-05-23 2009-11-26 Nibouar F Andrew Railway coupler core structure for increased strength and fatigue life of resulting knuckle
US20090327416A1 (en) * 2008-06-26 2009-12-31 Ca, Inc. Information technology system collaboration
WO2011162672A1 (fr) * 2010-06-23 2011-12-29 Soldian Limited Dispositif d'attelage résistant au flambage pour véhicules ferroviaires
US9114815B2 (en) 2013-03-14 2015-08-25 Brandt Road Rail Corporation Assembly for extendable rail-supported vehicle coupler

Also Published As

Publication number Publication date
GB1284619A (en) 1972-08-09
ZA708570B (en) 1971-11-24
CA1001120A (en) 1976-12-07
BR7100112D0 (pt) 1973-02-27
JPS542443B1 (fr) 1979-02-07
BE761339A (fr) 1971-06-16

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AS Assignment

Owner name: NATIONAL CASTINGS INC., A CORP. OF DE

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:NATIONAL CASTINGS INC., A CORP. OF IL;REEL/FRAME:004761/0913

Effective date: 19870818

Owner name: CONGRESS FINANCIAL CORPORATION

Free format text: SECURITY INTEREST;ASSIGNOR:NATIONAL CASTINGS INC., A DE CORP.;REEL/FRAME:004810/0513

Effective date: 19870807

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Owner name: NATIONAL CASTINGS INC. A CORP. OF DE

Free format text: RELEASED BY SECURED PARTY;ASSIGNOR:CONGRESS FINANCIAL CORPORATION (CENTRAL);REEL/FRAME:005152/0735

Effective date: 19890919