WO2012091714A1

WO2012091714A1 - Improved coupler and clevis for a railway car

Info

Publication number: WO2012091714A1
Application number: PCT/US2010/062491
Authority: WO
Inventors: Richard G. Mcmillen
Original assignee: Mcconway & Torley Llc
Priority date: 2010-12-30
Filing date: 2010-12-30
Publication date: 2012-07-05

Abstract

This disclosure relates to a railway car coupler system that includes a coupler head. The coupler head includes a loading pin receptacle and is configured to form a clevis receptacle. The coupler system also includes a clevis configured to be positioned within the clevis receptacle. The coupler system additxonally includes a loading pin configured to be inserted into the loading pin receptacle to secure the clevis within the clevis receptacle. The loading pin is configured to withstand railway car pulling forces applied to the clevis. The clevis is configured to rotate about the loading pin within the clevis receptacle between an opened position and a closed position with the loading pin inserted within the loading pin receptacle.

Description

IMPROVED COUPLER AND CLEVIS

FOR A RAILWAY CAR

TECHNICAL FIELD OF THE INVENTION

The present disclosure is related to railway car coupling, and more particularly to a clevis and coupler for a railway car.

BACKGROUND

Certain railway car couplers use a clevis as part of a coupling mechanism. The clevis is designed to rotate between an opened and a closed position. In the closed position, the clevis is held in place by a knuckle of a coupler head at one end of the clevis and a loading pin inserted into a receptacle in the middle of the clevis. One end of a connector chain is placed around the clevis (in the closed position) between the knuckle and the loading pin, and the other end of the connector chain is placed around a similar clevis on another railway car. This couples the two railway cars together.

The clevis contains an oblong shaped opening through which a rotation pin fits. The rotation pin is held in place by a pair of shelves protruding from the side of the coupler head. In certain situations, the shelves along the side of the coupler head can rub or strike other components (e.g., striker pad or buff) of a railway car. When the clevis is transitioned from the closed position to an opened position, the loading pin is removed and the clevis rotates about the rotation pin. As part of the transition the clevis not only rotates around the rotation pin but also slides about the rotation pin.

Once the clevis has been rotated into the opened position the loading pin is reinserted through the clevis and into a second receptacle on the shelf attached to the coupler head. This transition requires the removal and reinserting of the loading pin into a separate location. This can result in lost loading pins.

SUMMARY

The teachings of the present disclosure relate to a railway car coupler system that includes a coupler head. The coupler head includes a loading pin receptacle and is configured to form a clevis receptacle. The coupler system also includes a clevis configured to be positioned within the clevis receptacle. The coupler system additionally includes a loading pin configured to be inserted into the loading pin receptacle to secure the clevis within the clevis receptacle. The loading pin is configured to withstand railway car pulling forces applied to the clevis. The clevis is configured to rotate about the loading pin within the clevis receptacle between an opened position and a closed position with the loading pin inserted within the loading pin receptacle.

Technical advantages of particular embodiments include a simpler clevis in which the clevis is secured and rotated using only a single pin. Another technical advantage of particular embodiments is that the coupler head may not comprise shelves for the clevis. This may reduce manufacturing costs and complexity and may increase the longevity of the use of the coupler. Other technical advantages will be readily apparent to one of ordinary skill in the art from the following figures, descriptions, and claims. Moreover, while specific advantages have been enumerated above, various embodiments may include all, some, or none of the enumerated advantages .

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of particular embodiments will be apparent from the detailed description taken in conjunction with the accompanying drawings in which:

FIGURE 1 is a perspective view of a railway car coupler with a clevis in an opened position, in accordance with particular embodiments;

FIGURE 2 is an overhead view of a railway car coupler with a clevis in a closed position, in accordance with particular embodiments;

FIGURE 3 is a perspective view of two railway car couplers coupled together with a clevis in an opened position, in accordance with particular embodiments;

FIGURE 4 is a perspective view of a railway car coupler with a clevis in transition between an opened position and a closed position, in accordance with particular embodiments;

FIGURE 5A is an overhead view of a clevis, in accordance with particular embodiments;

FIGURE 5B is a cross-sectional view of the clevis of FIGURE 5A along line A-A, in accordance with particular embodiments ;

FIGURE 5C is a perspective view of a loading pin, in accordance with particular embodiments; and FIGURE 6 is a method for manufacturing a railway car coupler, in accordance with particular embodiments.

DETAILED DESCRIPTION FIGURE 1 is a perspective view of a railway car coupler with a clevis in an opened position, in accordance with particular embodiments. A railway car may comprise two railway car couplers 100, one at each end. Railway car coupler 100 comprises coupler head 110, loading pin receptacle 120, clevis receptacle 130, clevis 140, loading pin 150, guard arm 170, and knuckle 190.

To join two railway cars, railway car coupler 100 may be coupled to a corresponding coupler of another railway car. Depending on the embodiment, railway car coupler 100 may be coupled to a variety of different types of railway car couplers. For example, in certain scenarios railway car coupler 100 may be coupled to a similarly configured railway car coupler. In such a scenario, clevis 140 may be moved into the closed position (see for example, FIGURE 2) . The corresponding railway car coupler associated with the other railway car may also be configured with its clevis in a closed position. A connecter chain (for example, connector chain 280 depicted in FIGURE 2) may then couple the two railway car couplers together by looping around the respective clevis (for example, clevis 140) for each railway car coupler.

In some scenarios, railway car coupler 100 may be coupled to a different type of railway car coupler. For example, in some scenarios the corresponding railway car coupler to which railway car coupler 100 is coupled may be a traditional railway car coupler using a traditional clevis and a traditional coupler head (for example the railway car coupler discussed above in the Background section) . In another example, railway car coupler 100 may be coupled to a railway car coupler that does not have a clevis. In such a scenario, coupler head 110 may join together with the corresponding coupler head of the other railway car coupler by interlocking knuckle 190 with a corresponding knuckle of the other railway car coupler. The corresponding knuckle of the other coupler head may fit in the space occupied by clevis 140 when clevis 140 is in the closed position. An example embodiment showing the interlocking of the knuckles is depicted in FIGURE 3. In such a scenario, clevis 140 may be put into the opened position to allow room for the corresponding knuckle to enter the appropriate space in coupler head 110 and engage knuckle 190.

Loading pin receptacle 120 may be a hole or opening through guard arm 170 of coupler head 110. In certain embodiments, loading pin receptacle 120 may comprise two different circumferences (see diaml and diam2 depicted in

FIGURE 4) that are concentric with one another. An upper circumference may be slightly larger than a lower circumference. The varying circumferences may create an edge that may allow loading pin 150 to be inserted into loading pin receptacle 120 without falling through guard arm 170. Loading pin 150 may comprise a head (see head 550a depicted in FIGURE 5C) , similar to a nail head, that corresponds to the upper circumference of loading pin receptacle 120, and a body (see body 550b depicted in FIGURE 5C) that corresponds to the lower circumference of loading pin receptacle 120. The head of loading pin 150 may rest on the edge created by the two different circumferences of loading pin receptacle 120.

In certain embodiments, loading pin 150 may be secured or affixed to coupler head 110 within loading pin receptacle 120. For example, in some embodiments, loading pin 150 may be welded to guard arm 170. In certain other embodiments, loading pin 150 may be attached or affixed to guard arm 170 in other ways. For example, loading pin 150 may be attached by means of a lever and/or clasp (see FIGURE 5C) , a threaded portion, or any other means, or combination of means, for attaching or securing loading pin 150 to coupler head 110 to avoid easy removal and/or to set the depth of loading pin 150.

As compared to a traditional railway car coupler, loading pin receptacle 120 may be farther forward (e.g., a greater distance away from knuckle 190) along guard arm 170. This may be possible because clevis 140 may be able to rotate and be secured using a single pin, loading pin 150, as compared to a traditional clevis which uses both a rotation pin and a loading pin. The single loading pin receptacle 120 requires less space than the oblong rotational opening and the loading pin opening used by a traditional clevis.

Clevis receptacle 130 may be a channel within guard arm 170. The width of clevis receptacle 130 may correspond to the width of loading portion 144 of clevis 140. This may allow clevis 140 to be inserted into clevis receptacle 130 and rotate freely about loading pin 150.

Clevis 140 may comprise three sections: coupling portion 142, loading portion 144, and securing portion 146. Coupling portion 142 may be the portion of clevis 140 to which a connector chain (for example, connector chain 280) may be connected when railway car coupler 100 is coupled to another railway car coupler. Compared to loading portion 144, coupling portion 142 may comprise added thickness. The thickness of coupling portion 142 may be greater than the width of clevis receptacle 130. Coupling portion 142 may comprise a rounded surface that may correspond to the rounded shape of the connector chain. The rounded shape may help reduce or control the amount of wear on both clevis 140 and the connector chain .

Loading portion 144 may be the portion of clevis 140 that is inserted within clevis receptacle 130. In certain embodiments, loading portion 144 may comprise a relatively flat upper and lower surface. This may allow loading portion 144 to move freely within clevis receptacle 130. Though not visible in FIGURE 1, loading portion 144 comprises a single hole, a loading pin receptacle (such as loading pin receptacle 560) . The hole is sized with a diameter that is slightly larger than the diameter of loading pin 150.

Securing portion 146 may be the portion of clevis 140 that engages with knuckle 190 when in the closed position. Securing portion 146 may also be used in securing clevis 140 in the opened position. For example, a chain coupled to railway car coupler 100, or another component or device connected to the railway car, may be secured to securing portion 146 to keep clevis 140 in the opened position.

Guard arm 170 is the portion of coupler head 110 within which clevis 140 is secured. In securing clevis 140, guard arm 170 may comprise a single hole, loading pin receptacle 120, for loading pin 150. In some embodiments, a center of loading pin receptacle 120 may be located between approximately 3.375 and 3.75 inches from the front tip of guard arm 170. For example, in certain embodiments, the center of loading pin respectable 120 may be located approximately 3.5625 inches from the front tip of guard arm 170. This places loading pin receptacle 120 closer to the front of guard arm 170 than in a traditional coupler head.

Because loading pin 150 is also the pin about which clevis 140 rotates, there is no need for a separate shelf protruding from guard arm 170—the outer surface of guard arm 170 flanking loading pin receptacle 120 is a substantially smooth surface that is free of shelves. A traditional coupler head used with a traditional clevis includes shelves that have two additional holes, including a hole for a separate rotation pin and a hole for the loading pin when the clevis is in the opened position. The absence of shelves on guard arm 170 reduces and/or eliminates the possibility of the coupler head 110 striking a striker plate or a buffer of the railway car. There is also no need to remove and reinsert a loading pin to transition clevis 140 between the opened and closed positions.

FIGURE 2 is an overhead view of a railway car coupler with a clevis in a closed position, in accordance with particular embodiments. Railway car coupler 200 comprises coupler head 210, loading pin receptacle 220, clevis 240, loading pin 250, guard arm 270, connector chain 280, and knuckle 290. Coupler head 210, loading pin receptacle 220, clevis 240, loading pin 250, guard arm 270, and knuckle 290 may be similar to the corresponding components of FIGURE 1 (coupler head 110, loading pin receptacle 120, clevis 140, loading pin 150, guard arm 170, and knuckle 190) .

As indicated above, clevis 240 is in the closed position. This allows railway car coupler 200 to be coupled to another railway car coupler using connector chain 280. In particular, one end of connector chain 280 is attached around coupling portion 242 of clevis 240.

In the closed position, notch 246a in securing portion 246 corresponds to the rounded shape of knuckle 290. This helps to maintain a secure union between clevis 240 and knuckle 290. Moreover, the corresponding shapes may help prevent uneven wear to either clevis 240 or knuckle 290.

From this overhead view, it can be seen that loading portion 244 of clevis 240 extends only slightly beyond the edge of guard arm 270. This slight extension allows clevis 240 to rotate around loading pin 250 without requiring any lateral movement. That is, clevis 240 only needs rotational movement around loading pin 250 to transition from an opened position to a closed position. This is in contrast to a traditional clevis which would extend out for a significantly greater distance and would require both lateral and rotational movement to transition between opened and closed positions.

FIGURE 3 is a perspective view of two railway car couplers coupled together with a clevis in an opened position, in accordance with particular embodiments. Railway car coupler 300, as depicted in FIGURE 3, shows coupler head 310 coupled to a corresponding coupler head of another railway car coupler. In this embodiment, clevis 340 is in the opened position to allow the other coupler head access to coupler head 310 and its corresponding knuckle. With coupler head 310 in this coupled state, the loading pin is covered by the other coupler head. This may reduce the accessibility of the loading pin to potential thieves as compared to a traditional coupler in which a loading pin would be inserted through the clevis and a shelf along the exposed edge of the coupler head.

Although not depicted, in particular embodiments and/or scenarios clevis 340 may be held in the opened position by a chain wrapped around a coupling portion or securing portion 346 of clevis 340.

Clevis receptacle 330 can be seen with clevis 340 inserted therein. The width, or opening, of clevis receptacle 330 is slightly larger than the thickness, or width, of clevis 340. This allows for easy movement of clevis 340 within clevis receptacle 330.

FIGURE 4 is a perspective view of a railway car coupler with a clevis in transition between an opened position and a closed position, in accordance with particular embodiments. Railway car coupler 400 comprises loading pin receptacle 420, clevis receptacle 430, clevis 440, guard arm 470, and knuckle 490. Railway car coupler 400, loading pin receptacle 420, clevis receptacle 430, clevis 440, guard arm 470, and knuckle 490 may be similar to corresponding components discussed above with respect to FIGURES 1-3.

In the depicted embodiment, loading pin receptacle 420 comprises two separate diameters, diaml and diam2, in which the upper diameter, diaml, is larger than the lower diameter, diam2. This may provide an edge surface within loading pin receptacle 420. The edge surface may help to prevent a loading pin from sliding too far through loading pin receptacle 420. In some embodiments, loading pin receptacle 420 may comprise a single diameter corresponding to the diameter of a loading pin. In some embodiments, loading pin receptacle 420 may comprise a bottom surface that sets the depth to which a loading pin may be inserted. In certain embodiments the loading pin may be held in place by being affixed to guard arm 470, for example by being welded in place.

Clevis 440 is able to rotate about the loading pin, and the loading pin is able to withstand the pulling forces applied to the clevis when the coupler is engaged in pulling a train. This allows railway car coupler 400 to use a single pin for coupling the clevis to the coupler and eliminates a need for shelves along the outside surface of guard arm 470. This is in contrast to typical railway car couplers in which a shelf is needed to hold a rotation pin about which the clevis rotates and to hold the loading pin when the clevis is in the opened position.

Additionally, as depicted in FIGURE 4, coupling portion 442 of clevis 440 clears guard arm 470 when transitioned between the closed position and the opened position. This is facilitated by the forward placement of loading pin receptacle 420 on guard arm 470. The placement keeps guard arm 470 short enough to allow the thicker coupling portion 442 to pass through without contacting guard arm 470. Coupling portion 442 clears guard arm 470 without having to make any lateral movement

(it only rotates about a loading pin) . This allows clevis 440 to have a loading pin receptacle comprising a cylindrical shape and size similar to loading pin receptacle 420 of guard arm 470. This is in contrast to a typical clevis design in which the clevis requires an oblong opening to allow lateral movement in addition to rotational movement in order for the coupling portion of the clevis to clear the guard arm.

FIGURE 5A is an overhead view of a clevis, in accordance with particular embodiments . FIGURE 5B is a cross-sectional view of the clevis of FIGURE 5A along line A-A, in accordance with particular embodiments. FIGURE 5C is a perspective view of a loading pin, in accordance with particular embodiments. For convenience, the three figures will be discussed together.

Clevis 540 includes coupling portion 542, loading portion 544, and securing portion 546. Within loading portion 544 there is a single hole, clevis loading pin receptacle 560. In certain embodiments, clevis loading pin receptacle 560 may have a diameter of between approximately 1.875 and 2.00 inches, for example it may be approximately 1.9375 inches. This may correspond to the diameter of body 550a of loading pin 550. As alluded to above, clevis loading pin receptacle 560 is substantially cylindrical. Clevis loading pin receptacle 560 allows clevis 540 to rotate around a loading pin between an opened position and a closed position. The single clevis loading pin receptacle 560, without any other openings, holes, or receptacles, is in contrast to a traditional clevis which has a cylindrical opening for a loading pin and an oblong or oval shaped opening for a rotation pin.

Having only a single opening, clevis loading pin receptacle 560, allows clevis 540 to be shorter than a traditional clevis. In particular embodiments, the length, distance d3 , of clevis 540 may be less than approximately 15.75 inches, for example distance d3 may be approximately 12.00 inches.

In certain embodiments, loading pin head 550a may comprise a clasp used to secure loading pin 550 to the coupler. In some embodiments, the clasp may be spring loaded to help ensure that the clasp stays in the extended position. In some embodiments, once the clasp has engaged a corresponding opening in the coupler, the clasp may be welded in place. In certain embodiments, loading pin 550 may not include a clasp, but rather may be affixed to the coupler head by being welded in place.

As also discussed above, the distance or thickness of the loading portion 544 (indicated as dl) is thinner than the thickness of coupling portion 542 (indicated as d2) . This allows the loading portion to fit within a clevis receptacle opening in a guard arm of a coupler head. In certain embodiments, distance dl may be between approximately 2.125 and 2.625 inches, for example distance dl may be approximately 2.375 inches. In certain embodiments, distance d2 may be between approximately 3.75 and 4.25 inches, for example distance d2 may be approximately 4.0 inches .

While particular embodiments of a railway car coupler have been depicted and discussed above with respect to FIGURES 1-5, other embodiments may comprise different coupler heads and/or clevises that have similar features as those described herein.

FIGURE 6 is a method for manufacturing a railway car coupler, in accordance with particular embodiments. The railway car coupler is produced in one or more mold cavities within a casting box between cope and drag sections. Sand, such as green sand, is used to define the interior boundary walls of the mold cavities. The mold cavities may be formed using a pattern and may include a gating system for allowing molten alloy to enter the mold cavities. The method begins at step 600 where cope and drag mold portions are provided. The cope and drag mold portions may each include internal walls, formed of sand using a pattern or otherwise, that define at least in part surfaces of a coupler head cavity and a clevis cavity. Depending on the embodiment, the coupler head cavity and the clevis cavity may be arranged in the same or separate molds. The mold cavities correspond to the desired shape and configuration of the coupler head and clevis, respectively, to be cast using the cope and drag mold portions, such as the coupler head and clevis described herein with respect to particular embodiments .

At step 602, the cope and drag mold portions are closed using any suitable machinery. At step 604, the mold cavities are at least partially filled, using any suitable machinery, with a molten alloy which solidifies to form the coupler head and/or clevis . In some embodiments, one or more cores may be inserted in the mold cavity or coupled to each other and/or the mold cavity to form various openings or cavities of the coupler head and clevis. After the mold is filled with a molten alloy, the alloy eventually cools and solidifies into a coupler head and clevis having one or more features described above with respect to FIGURES 1-5. In some embodiments, after the coupler head and/or clevis have solidified, holes may be drilled in the guard arm of the coupler head and in the loading portion of the clevis for the respective loading pin receptacles. The drilled holes may correspond in diameter to the diameter of the loading pin.

At step 606 a loading pin may be forged. The loading pin may be forged such that it may be inserted into the loading pin receptacle to secure the clevis within the clevis receptacle. The loading pin may be able to withstand railway car pulling forces applied to the clevis when the loading pin is inserted into the loading pin receptacle and the railway car is coupled to and pulling (or being pulled by) another railway car.

Although particular embodiments and their advantages have been described in detail, it should be understood that various changes, substitutions, and alterations can be made herein without departing from the spirit and scope of the appended claims.

Claims

WHAT IS CLAIMED IS:

1. A railway car coupler system, comprising:

a coupler head comprising a loading pin receptacle and configured to form a clevis receptacle;

a clevis configured to be positioned within the clevis receptacle;

a loading pin configured to be inserted into the loading pin receptacle to secure the clevis within the clevis receptacle and configured to withstand railway car pulling forces applied to the clevis and

wherein the clevis is configured to rotate about the loading pin within the clevis receptacle between an opened position and a closed position with the loading pin inserted within the loading pin receptacle.

2. The railway car coupler system of Claim 1, wherein :

the loading pin is substantially cylindrical; and the clevis comprises a clevis loading pin receptacle that is substantially cylindrical;

wherein a radius of the clevis loading pin receptacle is slightly larger than a radius of the loading pin.

3. The railway car coupler system of Claim 1, wherein the coupler head is configured such that the loading pin receptacle is covered by a portion of a second coupler head when the second coupler head is coupled to the coupler head.

4. The railway car coupler system of Claim wherein the loading pin is affixed to the coupler head the loading pin receptacle.

5. The railway car coupler system of Claim wherein the loading pin is welded to the coupler head the loading pin receptacle.

6. The railway car coupler system of Claim 1, wherein a guard arm of the coupler head forms the loading pin receptacle, the guard arm comprising an exterior rounded surface that is substantially smooth and free of shelves .

7. The railway car coupler system of Claim 1, wherein :

the coupler head further comprises a guard arm forming the clevis receptacle, the clevis receptacle having a first width;

the clevis comprises a coupling portion to which a connector chain is coupled and a loading portion configured to be positioned within the clevis receptacle, the loading portion having a thickness less than the first width and the coupling portion having a thickness greater than the first width; and

the coupling portion configured to clear the guard arm when rotated between the closed position and the opened position with the loading pin inserted within the loading pin receptacle.

8. The railway car coupler system of Claim 1, wherein the clevis is configured to be secured in the closed position and the opened position with at most one pin, the at most one pin comprising the loading pin.

9. A clevis, comprising:

a loading portion configured to be inserted into a corresponding clevis receptacle of a first coupler head of a first railway car coupler;

a loading pin receptacle within the loading portion, the loading pin receptacle forming a cylindrical hole configured to receive a loading pin inserted therein for coupling the clevis to the first coupler head; and

wherein the loading portion is configured such that the loading pin may remain in the loading pin receptacle when the clevis is moved from an open position to a closed position.

10. The clevis of Claim 9, wherein the loading portion is configured such that a single rotational movement is able to move the clevis from an opened position to a closed position.

11. The clevis of Claim 9, wherein the clevis is configured such that when the clevis is in the opened position the clevis clears a striker of the first railway car coupler over a complete range of operational motion of the first coupler head relative to the first railway car coupler.

12. The clevis of Claim 9, wherein a length of the clevis is less than approximately 13.00 inches.

13. A method for manufacturing a railway car coupler system, comprising:

providing one or more railway car mold portions that when filled with a molten alloy are configured to create:

a coupler head comprising a loading pin receptacle and forming a clevis receptacle; and

a clevis configured to be positioned within the clevis receptacle;

forging a loading pin configured to be inserted into the loading pin receptacle to secure the clevis within the clevis receptacle and configured to withstand railway car pulling forces applied to the clevis;

wherein the clevis is configured to rotate about the loading pin within the clevis receptacle between an opened position and a closed position with the loading pin inserted within the loading pin receptacle; and

at least partially filling the one or more railway car mold portions with a molten alloy, the molten alloy solidifying after filling to form the railway car coupler .

14. The method of Claim 13, wherein:

15. The method of Claim 13, further comprising affixing the loading pin to the coupler head in the loading pin receptacle.

16. The method of Claim 15, wherein affixing the loading pin comprises welding the loading pin to the coupler head in the loading pin receptacle.

17. The method of Claim 13 , wherein a guard arm of the coupler head forms the loading pin receptacle, the guard arm comprising an exterior rounded surface that is substantially smooth and free of shelves.

18. The method of Claim 13, wherein:

a guard arm of the coupler head forms the clevis receptacle, the clevis receptacle having a first width; the clevis comprises a coupling portion to which a connector chain is coupled and a loading portion configured to be positioned within the clevis receptacle, the loading portion having a thickness less than the first width and the coupling portion having a thickness greater than the first width; and

19. A method, comprising:

providing a coupler head comprising a coupler head loading pin receptacle and configured to form a clevis receptacle ; providing a clevis configured to be positioned within the clevis receptacle, the clevis comprising a loading portion and a clevis loading pin receptacle;

providing a loading pin configured to be inserted into the coupler head loading pin receptacle and the clevis loading pin receptacle to secure the clevis within the clevis receptacle and configured to withstand railway car pulling forces applied to the clevis;

inserting a loading portion of the clevis into the clevis receptacle;

with the loading portion of the clevis inserted into the clevis receptacle, aligning the coupler head loading pin receptacle with the clevis loading pin receptacle; inserting the loading pin through the coupler head loading pin receptacle and the clevis loading pin receptacle such that the clevis is able to rotate about the loading pin between an opened position and a closed position with the loading pin inserted within the coupler head loading pin receptacle and the clevis loading pin receptacle; and

affixing the loading pin to the coupler head.

20. The method of Claim 19, wherein:

providing a coupler head comprises boring a cylindrical hole in a guard arm of the coupler head to form the coupler head loading pin receptacle;

providing a clevis configured to be positioned within the clevis receptacle comprises boring a cylindrical hole in the loading portion of the clevis to form the clevis loading pin receptacle; and

affixing the loading pin to the coupler head comprises welding the loading pin to the coupler head.