This invention relates in general to railcars and, more particularly, to a railcar coupler system and method.
Railcar couplers are disposed at each end of a railway car to enable joining one end of such railway car to an adjacently disposed end of another railway car. The engageable portions of each of these couplers is known in the railway art as a knuckle. For example, railway freight car coupler knuckles are taught in U.S. Pat. Nos. 4,024,958; 4,206,849; 4,605,133; and 5,582,307.
In many cases when a railcar coupler fails, a replacement coupler must be transported from the locomotive at least some of the length of the train, which may be up to 25, 50 or even 100 railroad cars in length. The repair of a failed coupler can be labor intensive, can sometimes take place in very inclement weather and can cause train delays.
Particular embodiments provide a railcar coupler system and method that substantially eliminates or reduces at least some of the disadvantages and problems associated with previous systems and methods.
In accordance with a particular embodiment, a railcar coupler includes a coupler head portion extending from a shank portion. The coupler head portion is configured to couple to a first coupler knuckle for coupling the railcar coupler to a second railcar coupler of an adjacent railcar. The coupler head portion comprises a nose portion and a gathering face extending from the nose portion for engaging a second coupler knuckle coupled to the second railcar coupler. The coupler head portion comprises a guard arm portion extending from the nose portion towards the shank portion. The coupler head portion comprises a horn portion having a back surface. A distance between the back surface of the horn portion and a nose end of the guard arm portion is less than 11 inches. The coupler head portion comprises a locklifter shelf less than 2 inches above a bottom edge of the coupler. The shank portion comprises a key slot having a length greater than 8 inches.
Technical advantages of particular embodiments include a railcar coupler that is reconfigured to allow for longer travel during railcar coupling. In some embodiments, the coupler has a width reduced by approximately 1.25 inches. Generally, in particular embodiments that back of the coupler horn is moved 1.25 inches. In addition, in particular embodiments the locklifter shelf is moved down approximately 0.5 inches to prevent it from impacting the draft sill of the striker. In some embodiments, the shank slot is elongated by approximately 2.125 inches to further allow for longer travel. The changes made to the coupler allow for longer travel while still enabling the coupler to work with configuration of existing parts, such as existing locks and knuckles. The longer travel also enables the coupler draft gear to absorb more energy during coupling.
Other technical advantages will be readily apparent to one skilled 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.
For a more complete understanding of the present invention and its advantages, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:
Coupler head 12 has a vertical-knuckle 14 rotatably pinned at an outer end of coupler head 12 forming a first leg of coupler head 12, while a second leg of coupler head 12 comprises a fixed and rigid guard arm portion 16 with cavities 17. Coupler 10 also includes a first angled gathering surface 18 against which a vertical-knuckle 14 on a mating coupler similar to coupler 10 is intended to impact when two adjacent railway cars are brought together. When vertical knuckle 14 impacts against an angled gathering face 18 of another coupler, it and the opposing vertical knuckle 14 are each pivoted inwardly to a degree sufficient to lock them in place behind each other so that the couplers 10 are properly joined together. A lock member slidably disposed within each coupler head 12 may be activated by the engagement to slide downwardly within the coupler head 12 and lock the vertical knuckle 14 in place to thereby join the two railway cars together. Coupler 10 additionally includes a chain lug 15. To assure a successful coupling, the two railway cars may be sitting on a straight length of track, and the two couplers, like coupler 10, may be at least generally oriented parallel to the track and perpendicular to the end of the railway car to face each other.
The referenced width W is a distance extending from the nose end 21 of guard arm portion 16 to back surface 22. Because of high impact forces during coupling, whether resulting from trains traveling faster than five miles per hour during the process or otherwise, cracks may form around back surface 22 (e.g., in some cases as a result of impacting a striker). To minimize these cracks and other wear on the coupler, in particular embodiments the same width W of a coupler may be reduced to allow for longer travel during coupling resulting in higher absorption of energy.
While in this embodiment distance W is approximately 10.75 inches, other embodiments may include a distance W having another dimension (such as less than 11 inches) but still reduced from the conventional 12 inches to allow for longer travel of the coupler during railcar coupling. In some embodiments, the travel distance of the coupler during coupling may increase from approximately 3.75 inches to greater than 4.5 inches. In embodiments where distance W is approximately 10.75 inches, the travel distance may be approximately 5 inches.
Coupler 30 may be manufactured through a casting process with steel or other alloy. The casting process may include involve a mold cavity within a casting box between cope and drag sections. Sand, such as green sand, may be used to define the interior boundary walls of the mold cavity. The mold cavity may be formed using a pattern and may include a gating system for allowing molten alloy to enter the mold cavity. Generally, the mold cavity may be shaped in a manner such that the cast coupler may have a configuration as described herein with respect to particular embodiments.
Technical advantages of particular embodiments include a railcar coupler that is reconfigured to allow for longer travel during railcar coupling. In some embodiments, the coupler has a width reduced by approximately 1.25 inches. Generally, in particular embodiments that back of the coupler horn is moved 1.25 inches. In addition, in particular embodiments the locklifter shelf is moved down approximately 0.5 inches to prevent it from impacting the draft sill of the striker. In some embodiments, the shank slot is elongated by approximately 2.125 inches to further allow for longer travel.
Although the present invention has been described in detail with reference to particular embodiments, it should be understood that various other changes, substitutions, and alterations may be made hereto without departing from the spirit and scope of the present invention. The present invention contemplates great flexibility in the manufacturing process of coupler knuckles and the shape, configuration and arrangement of one or more internal cores used in the manufacturing process.
Numerous other changes, substitutions, variations, alterations and modifications may be ascertained by those skilled in the art and it is intended that the present invention encompass all such changes, substitutions, variations, alterations and modifications as falling within the spirit and scope of the appended claims.
This application is a continuation of U.S. application Ser. No. 13/063,426 filed Mar. 10, 2011, entitled “RAILCAR COUPLER SYSTEM AND METHOD,” which is a U.S. National Stage Application of International Application No. PCT/US2009/057254 filed Sep. 17, 2009, which designates the United States and claims priority to U.S. Patent Application Ser. No. 61/192,411, entitled “RAILCAR COUPLER SYSTEM AND METHOD,” which was filed on Sep. 17, 2008, which are hereby incorporated by reference in their entirety.
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20150274181 A1 | Oct 2015 | US |
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61192411 | Sep 2008 | US |
Number | Date | Country | |
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Parent | 13063426 | US | |
Child | 14739512 | US |