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: 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: A latch lock mechanism for a railcar rotary-dump coupler is provided for an Alliance coupler having a more narrow inner housing cavity for the coupling mechanism than the standard coupler housing chamber, and the latch is operable to extend from a locklift assembly at a coupler and railcar inverted position to contact a top wall recess of the cavity to constrain the locklift assembly from movement past the lock thrower to thereby constrain movement of the lock thrower and coupler head, which latch maintains the coupler in a closed or coupled state at the inverted position.

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 pair of elongated latches positioned transversely to a longitudinal axis of a railroad car particularly adapted to be rotated to an upside down position for gravity release of contents within the car, are pivotally attached respectively on each side of a top of a coupler lock. The coupler lock is an operative part of a coupler for the railroad car. The lock is movable within a lock chamber formed in a head of the coupler and is defined in part by vertical sidewalls and a roof or top wall. A configuration of each latch and relative position to the lock chamber sidewalls is such that a center of gravity of each latch lies above its pivot connection which insures that regardless of the direction of rotation of the car, at least one of the latches readily swings to an extended position to engage the top wall of the lock chamber and thereby prevent an inadvertent release of the lock when the car and at least one pair of mated couplers are rotated toward an inverted position for emptying contents of the car.