Abstract: A system comprising a type H tightlock coupler comprising a channel and an inner chamber, the channel running from a top side of the type H tightlock coupler to the inner chamber, and an anti-creep shelf disposed on an interior surface of the inner chamber, a plug comprising a first surface operable to contact the anti-creep shelf, the plug configured to fit at least partially within the channel, a link comprising a second surface operable to contact the anti-creep shelf and a hook, the link configured to fit at least partially within the channel, and a lock comprising a slot operable to receive the hook, the lock configured to fit at least partially within the inner chamber.

Abstract: A railcar coupler may include a coupler head comprising a shank and a head portion, the head portion defining a cavity for receiving a knuckle, a thrower, and a lock. The cavity can include a top pulling lug, a bottom pulling lug, and a thrower retaining lug. The top pulling lug can be configured to engage an upper knuckle pulling lug, and the bottom pulling lug being can be configured to engage a lower knuckle pulling lug. During operation of the railcar coupler, the ratio of the stress between the top pulling lug and the bottom pulling lug can be configured to be better balanced to help extend the life of the railcar coupler assembly.

Abstract: An anti-creep mechanism for coupler includes a lower lockpin rod, a coupler shank and a rotation shaft. The rotation shaft is disposed in an elongate mounting hole of the lower lockpin rod and a circular mounting hole of the coupler shank so that the lower lockpin rod and the coupler shank are hinged together. A boss is axially disposed on an upper surface of the rotation shaft, and a groove is axially provided in a wall of the mounting hole of the coupler shank above the rotation shaft to receive the boss of the rotation shaft. The rotation shaft is axially movable relative to the lower lockpin rod and the coupler shank and has two operating positions. When the rotation shaft is moved to the first operating position, an inner end portion of the boss is positioned in the elongate mounting hole of the lower lockpin rod, and a top wall of this elongate mounting hole abuts against the boss.

Abstract: This invention relates to a railway car coupler having an improved anticreep protection assembly so as to prevent inadvertent uncoupling during movement of the railway car along a track. The improvement comprises the provision of a chamfered locklift connector or a chamfered coupler structure that lies in the path of movement of the connector so that an anticreep prong of the connector may be free to engage with a front face ledge of the coupler head to provide positive anticreep protection against accidental unlocking of the coupler.

Abstract: A railroad car coupler includes a Type-E coupler head which contains a vertical lock chamber. Disposed in the chamber is a lock which may be raised from a lower locking position to an intermediate lockset position. At lockset, a knuckle pivotally carried by the coupler head may swing from a closed position to an open position. At lockset, the lock rests on a knuckle thrower of the coupler head with a lockset seat of the lock engaging a leg lock seat portion of the knuckle thrower. By forming the lockset seat of the lock on a selective lateral slope, the lock may be tilted toward a guard arm side of the coupler head. When the knuckle is swung toward its open position, a sufficient area of a tail portion of the knuckle passes under the lock to insure a proper pick-up of the lock to remove the lock from lockset.

Abstract: In a railway vehicle coupler, the lock includes a leg portion depending from an upper lock body which is solid. The rear part of the upper lock body has a substantially vertical planar surface or stepped planar surfaces across the most rearwardly-extending surface. A beveled and substantially planar rear face or stepped planar rear faces commence at the lower edge of the vertical planar surface and extends downwardly and forwardly to the lock ledge at the guard-arm side of the lock. Above the vertical planar surface, there is a beveled rear surface with or without a step extending downwardly and forwardly from the rear guide at the knuckle side of the lock to the guard-arm side. This surface extends arcuately and commences at the upper edge of the vertical planar surface and extends to the top of the lock.

Abstract: An uncoupling device for rotary dump cars in which the car couplers are of the bottom operating type, wherein at each end of the car the uncoupling mechanism is made of the same type, and comprising both the rotary and non-rotary couplers of the car being equipped with paddle type lock lifters having a pivotal operating stroke that unlocks and opens the coupler knuckle, and a bail type actuator therefor, wherein the actuator comprises a bail member mounted on the end of the car to receive the center sill and swing about a horizontal axis extending crosswise of the car and located at approximately the level of the top of the car center sill and adjacent its striker. The bail member has a striker section that underlies the center sill and is equipped with a paddle striker that is arced to accommodate coupler side swing.

Abstract: A knuckle type railway car coupler is provided with an improved lock within the coupler head to assure that during a knuckle closing operation the coupler lock will drop from an upper unlocking position to full locking position relative to the knuckle.

Abstract: This invention relates to a railway car coupler of the knuckle type and provides an improvement in the operation of a standard E coupler during a coupling operation. In particular, it concerns the provision of a lock lifter toggle which will assure dropping of the lock to its final locking relation with the coupler knuckle when the knuckle is closed during a coupling operation.