US3881602A

US3881602A - Offset coupling

Info

Publication number: US3881602A
Application number: US432570A
Authority: US
Inventors: Russell George Altherr; Ralph William Holibaugh
Original assignee: Amsted Industries Inc
Current assignee: Amsted Industries Inc
Priority date: 1974-01-11
Filing date: 1974-01-11
Publication date: 1975-05-06
Anticipated expiration: 1992-05-06
Also published as: AU7640974A; CA1021727A; AU462807B2; BR7410811D0

Abstract

A coupler for coupling a low deck railway car with a standard deck car. The coupler is offset and includes a head disposed at the standard coupling height and a shank disposed at a lower height, the shank limiting the turning moment caused by the forces exerted during a coupling operation.

Description

United States Patent [191 Altherr et al.

[ OFFSET COUPLING [75] Inventors: Russell George Altherr, Munster,

lnd.; Ralph William Holibaugh, Park Forest, 111.

[73] Assignee: Amsted Industries Incorporated,

Chicago, 111. [22] Filed: Jan. 11, 1974 [21] Appl. No.: 432,570

[52] US. Cl. 213/75 R; 213/62; 105/368 B [51] Int. Cl B6lg 3/00 [58] Field of Search 213/62-72,

[56] References Cited UNITED STATES PATENTS Gutridge 105/368 B X l 3,881,602 [451 May 6,1975

3,509,829 5/1970 Henriksson et a1. 105/368 B 3,640,402 2/1972 Altherl' et a1. 213/62 3,675,592 7/1972 Bateson et a1. 105/368 R Primary Examiner-M. Henson Wood, Jr. Assistant ExaminerGene A. Church Attorney, Agent, or Firm-Walter L. Schlegel, Jr.

[57] ABSTRACT A coupler for coupling a low deck railway car with a standard deck car. The coupler is offset and includes a head disposed at the standard coupling height and a shank disposed at a lower height, the shank limiting the turning moment caused by the forces exerted during a coupling operation.

17 Claims, 4 Drawing Figures OFFSET COUPLING BACKGROUND OF THE INVENTION Railroad couplers are required to be positioned and operate at a specific height range above the rails. This height range is constant regardless of the height of the decks or beds of the railway cars. It is desirable to have certain cars with low decks, such as those used for carrying auto racks or trailers. However, it has heretofore been necessary to maintain the height of the structure housing the shank and drawgear system at each end of the car near the longitudinal centerline. The length of shank and drawgear housing has had to be sufficient to allow for the full buff travel position of the drawgear components. The change in deck height adjacent each side of the drawgear housing was limited in relation to the housing height by the clearance requirements of intended lading such as automobiles, trailers, containers, etc. This deck height lower limit for autorack rail cars can be accommodated by providing a varying deck height between the car ends and the car center. Neither varying deck height nor a significant height of the drawgear housing above the deck is adaptable to lading such as containers or crates, thus rendering such end deck areas useless for such lading. The present invention has been developed to overcome this disadvantage.

OBJECTS OF THE INVENTION A broad object of the invention is to provide a railway car coupler having a novel offset construction adapted for application to a car having a low deck height, lower than the centerline of the coupler head.

Another object is to provide a railway car coupler that will accommodate a car having the cushioning unit centerline vertically located below the specified coupler head centerline.

Another object is to provide a coupler for a railway car having a substantially flush main deck area from end sill to end sill lower than the coupler head.

Another object is to provide such a coupler having novel construction minimizing the bending moment acting on the coupler caused by longitudinal impact against the coupler head.

Still another object is to provide a coupler of the foregoing character of such construction as to be readily adapted to a low deck car having construction accommodating different kinds of loads, such as auto trailers and crates or containers.

DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of the coupler of the present invention, also showing other elements in association therewith;

FIG. 2 is a top view of the coupler head and shank;

FIG. 3 is a view taken along the Line 3-3 of FIG. I; and

FIG. 4 is a view taken along the Line 4-4 of FIG. 1.

DESCRIPTION OF A PREFERRED EMBODIMENT Referring in detail to the drawings, they show mainly the offset coupler itself with a minimum of associated elements in the car with which the coupler is associated.

The railway coupler includes a coupler head 12 and a shank 14. Coupler head 12 includes a knuckle l8 and related operating parts (not shown). Coupler head 12 is of conventional construction, and except for the moveable elements mentioned, shank I4 and coupler head 12 are preferably a single integral casting.

Coupler I0 is mounted on a railway car in the longitudinal direction, with head 12 projecting beyond the end of the car, and shank 14 mounted in the construction of the car proper. For convenience the orientation of the coupler will be referred to as longitudinally of the car, the outer end being the head end and the inner end the shank end.

Shank 14 includes a main portion 20 forming the greater length of the shank, and this portion is preferably rectangular in cross-section in accordance with presently known methods of forming such couplers, having flat side surfaces, including particularly an upper surface 22 and a lower surface 24 on which are mounted

wear plates

26, 28, respectively, for a purpose to be referred to again hereinbelow. Main portion 20 of shank 14 is preferably straight; and interconnecting main portion 20 and coupler head 12 is a segment 30. At its longitudinally outer end, segment 30 connects to a vertical horn face 32 at the upper portion thereof for engagement with a striker face 76 referred to again hereinbelow.

Longitudinally inwardly from main portion 20 is another butt portion 36 of reduced vertical dimension. This portion 36 is secured in the car for limited pivotal movement of coupler 10 about a vertical axis 38. The inner end of shank 14 is mounted in yoke means 40, itself of known kind, by means of a pin 42 extending through an aperture 44. The exact mounting means including yoke 40 and pin 42 is conventional, and detailed description thereof is believed unnecessary. The rear end of shank 14 is indicated at 46, and may include a pin bearing block 48 interposed between the rear end 46 of coupler shank l4 and pin 42.

Coupler 10 is mounted in a car of flat deck construction, certain elements of which are referred to hereinbelow, but the detailed description of the car is omitted because the car itself other than these certain elements thereof referred to may be conventional.

The bottom line 50 in FIG. 1 represents the height of the rails on which the car is riding, and the line 52 represents the horizontal center line of coupler head 12. At the other end of the coupler as shown in FIG. 1 the line 54 represents the horizontal center line of the rear end 46 of the coupler shank l4, and also of yoke means 40 in which shank 14 is mounted. it is to be noted that center line 54 is below center line 52.

The deck of the car is represented diagrammatically in FIGS. 3 and 4 at 56, as merely a flat element. It may include a steel sheet with other elements therebelow in a construction that may vary according to various factors. The position of the forward end of the deck is indicated by the vertical broken line 57 in FIG. 1, and this also represents the forward end of the car. The deck has an upper surface 58 which may also be referred to as the deck height; both ends of the car have an inclined portion 580 located on either side of the coupler shank.

The striker assembly includes a longitudinal hood 60, a shell or housing 62 and a coupler carrier 64, and vertical ties 66. The hood 60 preferably is shaped as shown in FIG. 4 in the form of an inverted channel having a top wall 68, side legs extending through an aperture 72 in deck 56, and feet 74 below the under surface of deck 56. The elements of the hood are secured to elements of the deck 56 in the usual manner.

Top wall 68 of hood 60 terminates at the end of the car in striker shell 62 which is inclined upwardly to define a vertical striker face 76. Vertical ties 66 extend vertically and merge into coupler carrier 64 under shank 14. Shell 62 and hood 60 preferably have a bellshaped interior space that diverges forwardly and laterally to enable coupler to swing laterally about vertical axis 38 in a known manner.

FIG. I shows the coupler in its normal position. Striker shell 62 is provided with a wear plate 78 for engagement with wear plate 26 on shank 14. The relative dimensions vertically between the rear end 46 of shank l4 and yoke means 40 are such as to provide a gap 80 therebetween to accommodate limited vertical swinging movement of head 12. A wear plate 81 is secured to top wall 68 over yoke means 40, and a transverse support 83 is secured to feet 74 below yoke means 40 for the retention of yoke 40 and pin 42.

The main portion of shank l4 and the end 46 thereof are considerably below head 12 of the coupler, an arrangement which accommodates low deck cars. As indicated above, these elements are close to or only slightly above deck 56, hood 60 for example being only 5 A inches above deck surface 58. The specific dimensions and proportions are not critical and serve only as examples. Striker shell 62 is also very low, being for example about 5 inches above top wall 68 of hood 60. These dimensions show compactness in the vertical direction. Further, they are positioned closely adjacent the end of the car, striker face 76 being closely adjacent the end of the car as represented by broken line 57. Moreover, the longitudinal length of the encompassed portion of the shank and drawgear system is very small, providing a generally low configuration, interrupted only by striker shell 62 which is of very limited longitudinal length.

Autos and trailers may be rolled onto the car and up to the end of the car, the wheels straddling striker shell 62. In the case of older cars, it was virtually impossible to load crates or containers, usually cubical in shape, because they could not be positioned close to the end of the car. In the present case, however, such a load, here indicated at 82, is positioned over top wall 68 and supported at either side by feet or blocks 84, which are preferably somewhat yieldable to maintain the container level. The only limitation for accommodating crates longitudinally is the length of striker shell 62.

In the coupling operation, when a counterpart cou' pler head engages coupler head 12 herein, the coupler herein is moved longitudinally inwardly by the impact thereof. being resiliently resisted by the usual draft gear (not shown). In the event of accidental overmovement. such is limited positively by engagement of vertical horn face 32 of coupler head 12 with striker face 76 of striker shell 62. Because the center line 52 of coupler head 12 is above the center line 54 of the rear end 46 of shank 14, there is a turning moment tending to move head 12 upwardly. Wear plate 26 on the upper surface of shank 14 engages wear plate 78 on striker shell 62. The inner end of shank 14 may engage the lower element of yoke means 40. Vertical movement of head 12 is limited because of the dimensions of the various elements, and in the present instance the vertical impact is in the neighborhood of 1/6 that of the longitudinal impact.

When the coupler of an adjacent car is coupled to coupler 10, draft forces applied generally at center line 52 of coupler head 12 cause a turning moment tending to move head 12 downwardly. This downward movement is resisted by contact of shank wear plate 28 on carrier 64. During such movement, butt portion 36 of shank 14 engages the top portion of yoke means 40 which in turn bears against top wear plate 81.

Main portion 20 of shank 14 is of substantial dimensions and provides great strength, resisting the turning moments referred to. [n this connection, portion 36, which is of reduced vertical dimension, is also of short horizontal dimension and therefore proportionately resists the impact of the turning moments. Additionally, segment 30 at the forward end of the shank 14 is of substantial transverse dimensions, with corresponding strength. Even though this segment is oriented at a substantial diagonal angle, it effectively withstands the impact of the turning moments.

While a preferred embodiment of the invention has been described, it should be understood that variations and modifications thereof are within its scope, which should be limited only by the claims following.

I claim:

1. A railway coupler construction for use with a railway car having a horizontally oriented deck, said coupler construction comprising a head having a horizontal center line at a predetermined height, a shank extending from said head with a horizontal center line below that of the head and at least as low as the deck, and means securing said shank to the car in pulling relation thereto.

2. A railway coupler according to claim 1 wherein said shank has a main portion constituting the greater length thereof, the center line of said main portion constituting said horizontal center line of said shank, and wherein said shank includes an upwardly inclined diagonal portion extending from said main portion thereof and connected with said head.

3. A railway coupler according to claim 2 wherein said shank includes a segment substantially shorter than said main portion and having a horizontal center line below the center line of said main portion, said segment being secured to the car.

4. A railway coupler according to claim 3 wherein said head defines an inwardly directed horn face above said diagonal portion, said car construction including a striker having an outwardly directed striker face, said faces being in alignment and adapted for engagement upon sufficient movement of said head inwardly, and said securing means accommodating such movement.

5. A railway coupler construction according to claim 4 wherein said striker has a circumferential portion surrounding said shank and including a carrier on which said shank is adapted to rest.

6. A railway coupler arrangement comprising a housing portion adapted to be supported by an associated railway car and a coupling portion supported by said housing portion for limited movement relative thereto, said coupling portion including a head at a first eleva' tion and a shank at a second different elevationv 7. The invention according to claim 6 wherein said head and shank are integral with said first elevation being higher than said second elevation,

8. The invention according to claim 7 wherein said housing portion and head are engageable for limiting said relative movement in one direction.

9. The invention according to claim 7 wherein said housing portion and shank are engageable for limiting said relative movement in at least one direction.

10. The invention according to claim 8 wherein said portions define longitudinal horizontal axes, and wherein said housing portion and head are engageable for limiting said relative movement in the longitudinal horizontal direction.

11. The invention according to claim 10 wherein said housing portion and shank are engageable for limiting said relative movement in the transverse horizontal direction 12. The invention according to claim 11 wherein said housing portion and shank are engageable for limiting said relative movement in the vertical direction.

13. A railway coupler construction for use with a railway car having a horizontally oriented deck comprising: a head having a horizontal center line at a predetermined height, a shank having a main portion constituting the greater length thereof, said shank having a horizontal center line below that of the head and at least as low as the deck, said shank also having an upwardly inclined diagonal portion extending from said main portion thereof and connecting with said head; a striker assembly adapted for mounting in a railway car,

said striker assembly including a striker shell having an inner surface which extends generally in the direction of the upper inclined surface of said diagonal portion of said shank and is capable of receiving said diagonal portion upon inward longitudinal movement of said head.

14. A coupler for a railway car comprising a shank, a head extending from one end of said shank, said shank being formed with a downwardly offset portion at the free end thereof so that the horizontal longitudinal axis of said offset portion is disposed below the horizontal longitudinal axis of said head.

15. The coupler as defined in claim 14 wherein said shank is formed with an intermediate shank portion having a horizontal longitudinal axis disposed between the horizontal longitudinal axes of said offset portion and said head.

16. The coupler as defined in claim 15 wherein said intermediate shank portion is connected to said head by an inclined transition section.

17. The coupler as defined in claim 16 wherein said inclined section is connected to said head to provide an upright surface on said head projecting upwardly from said shank.

Claims

6. A railway coupler arrangement comprising a housing portion adapted to be supported by an associated railway car and a coupling portion supported by said housing portion for limited movement relative thereto, said coupling portion including a head at a first elevation and a shank at a second different elevation.

7. The invention according to claim 6 wherein said head and shank are integral with said first elevation being higher than said second elevation,

11. The invention according to claim 10 wherein said housing portion and shank are engageable for limiting said relative movement in the transverse horizontal direction.

12. The invention according to claim 11 wherein said housing portion and shank are engageable for limiting said relative movement in the vertical direction.

13. A railway coupler construction for use with a railway car having a horizontally oriented deck comprising: a head having a horizontal center line at a predetermined height, a shank having a main portion constituting the greater length thereof, said shank having a horizontal center line below that of the head and at least as low as the deck, said shank also having an upwardly inclined diagonal portion extending from said main portion thereof and connecting with said head; a striker assembly adapted for mounting in a railway car, said striker assembly including a striker shell having an inner surface which extends generally in the direction of the upper inclined surface of said diagonal portion of said shank and is capable of receiving said diagonal portion upon inward longitudinal movement of said head.