Abstract: A slackless drawbar coupler assembly for use in combination with a railway car having a center sill wherein the drawbar has a shank portion extending to an enlarged truncated butt end portion defining essentially a convex, hemispherical buff load bearing surface, with an aperture at the axis of the hemispherical buff load bearing surface, and includes a rear support block having a concave hemispherical buff load bearing surface on one side adapted to engage the convex, hemispherical buff load bearing surface on the drawbar.

Abstract: A support housing for supporting a slackless drawbar coupler assembly within a center sill of a railway car, in which the slackless drawbar assembly has a drawbar pivotally attached within a spool by a pivot pin, the support housing including a generally rectangular three-dimensional body having a generally rectangular, three-dimensional cavity in an underside surface, a forward end wall and a pair of generally parallel side wall portions with a pair of opposed and axially aligned apertures through the generally parallel side wall portion of the cavity, each aperture adapted to receive a disk pin insertable therethrough and also insertable through one each of a second pair of opposed and axially aligned apertures through parallel side walls of the spool, such that said spool is pivotal within said cavity on the axially aligned disk pins.

Abstract: A coupler is provided for a railroad rotary dump car. The coupler comprises a coupler housing, a coupler head, a buff loading shim, and as most preferred, a plurality of spring tabs, and spring tab fasteners. The coupler housing defines a coupler cavity with a cavity end. The coupler head has a spindle, is mounted to the coupler housing, and is adapted for rotary movement relative to the housing. The spindle has a spindle end adjacent the cavity end. The shim interposes the spindle end and the cavity end. The spring tabs are spaced one from another. Each includes a spring portion and a fastener portion. The fastener portions provide for removable fastening of the spring tabs to the coupler housing. The spring portions bias the shim against the cavity end and away from the spring tabs. The spring portions are curved relative to the fastener portions. The spring tab fasteners removably fasten the spring tabs along the fastener portions to the coupler housing adjacent the shim.

Abstract: A slackless drawbar or coupler head rotary connection between adjacent cars of a train which is movable along a fixed trackway, is described as having a ball and socket swivel-type connection which allows the elongated shank of a drawbar or coupler head to swivel freely in any direction, contrary to existing devices which employ a cylindrical connector which rotates in a cylindrical recess, thereby allowing the shank to rotate about its longitudinal axis rather than the center of a ball-shaped connector. In the existing designs, angling is achieved by distorting the shape of the pin hole in the shank of the drawbar or coupler head. This is undesirable and causes greater wear of the shank. The swivel connection eliminates the need for such a distorted pin hole which can be cylindrical and only slightly larger, in diameter, than that of the pin.

Abstract: A slackless railcar coupler assembly, which is mountable in a railcar center sill, has a draft gear subassembly operable against a rear stop, and a slackfree coupler apparatus mounted in a coupler pocket forward of said draft gear subassembly, which subassembly and apparatus are connected to provide a dynamic load in both the buff and draft directions to avoid a mechanical, longitudinal stress load on the coupler assembly and railway car.

Abstract: An articulated connector for railroad cars comprises first and second connector members pivotally connected to each other at inner ends through a pin to permit vertical, rotational and horizontal pivoting of the connector members. The connector members have opposed ends proportioned to each welded to a railroad car sill. The articulated connector may be attached to a railroad truck which holds the connector and the ends of both connected cars. Pin bearing block means are carried in the articulated connector and abut the pin. Preferably, slack adjusting wedges are used to urge the pin against the pin bearing block, with the slack adjusting wedge means being laterally positioned in the connector. Side apertures are then provided for access from the exterior to the slack adjusting wedge means.

Abstract: The present invention provides a slackless rotary drawbar assembly of simple yet rugged construction. The drawbar assembly preferably consists of five parts: a rotary drawbar, a rotary drawbar support housing, a bottom support casting, a rear support block, and a slack adjustment wedge. The rotary drawbar support housing is welded into the center sill of a railroad car and supports the rotary drawbar so as to permit unrestricted universal movement of the drawbar through the range of movement required under normal operating conditions. The rotary drawbar has an enlarged truncated convex spherical end portion which mates with concave surfaces formed in the support housing and the bottom support casting. The bottom support casting is secured to the center sill and holds the drawbar in the support housing. The truncated convex spherical end portion also mates with a concave surface formed in the rear support block.

Abstract: A rotary railway drawbar coupler is provided which comprises two elongated shank members each having a convex butt surface at one end and a generally circular butt surface at the other end. The two elongated shanks are positioned between the two railway cars being coupled such that the circular butt ends are adjacent each other. A connecting collar surrounds the circular flange of which the circular butt surface is a part. Each elongated shank may have a longitudinal cavity extending inwardly from the circular butt surface to accommodate a cylindrical bar that extends between the elongated shanks.

Abstract: A coupler for a railway car coupling system includes an elongated shank terminating in a generally rectangular butt portion. The shank is generally octagonal in cross-section for strength, and the coupler butt portion has an end face provided with a convex spherically radiused contact area. The contact area is adapted to cooperate with a follower having a correspondingly concave spherically apertured recess. The butt portion end face is also provided with relieved corners to reduce wear and scoring thereon as it contacts and rotates against the follower. Relieved portions are provided in the coupler butt portion adjacent a transverse pin receiving aperture for accommodating limited angling of the coupler within the coupling system.

Abstract: A yoke for a railway car coupler assembly includes a yoke body having a generally rectangular front portion. A central opening provided in the front portion extends longitudinally therethrough. A pair of opposed first and second straps extend rearwardly from the front portion and are connected by a bridge portion. The side walls of the front portion are tapered inwardly toward the bridge portion to accommodate a striker having thickened side walls. Also, recessed portions are provided in the yoke central opening to accommodate the shank of a strengthened coupler. A bearing pad provided on the yoke bridge portion has relieved areas to prolong the service life of the yoke.

Abstract: A rotary coupling system for railroad cars and the like includes a rotary connector which is mounted in a yoke and to which a car coupler is attached for unitary rotation. The yoke has an aperture or opening through which a pivot pin is inserted into aligned pin receiving holes in the rotary connector and a shank of the car coupler. An improved pin retainer block is provided to selectively close the opening and retain the pin in the receiving holes. Plural flanges extending radially outward of the retainer block provide support therefor in the yoke pivot pin opening between inner and outer radially inward extending support surfaces. The support surfaces are axially spaced apart from each other a predetermined distance for accommodating predetermined limited axial movement of the retainer block in the pivot pin opening.

Abstract: A coupler for rotary dump cars having a coupler head cast integral with a rotating spindle. The coupler includes a widened shank-spindle housing to accommodate the enlarged end of the spindle for better load characteristics.

Abstract: A rotary railroad car F. coupler assembly which employs a rotary connector between the yoke and car coupler, is described as having a yoke with a larger diameter opening in which a bigger rotary connector is mounted. The rotary connector in turn, is designed to receive an AAR standard F coupler head with a heavier shank that has sidewalls, bordering the pinhole in the shank, which are thicker and have greater cross-sectional areas than similar sidewalls of shanks of AAR standard non-rotary type F car couplers.

Abstract: A slackless drawbar arrangement for unit train service and the like including a drawbar having enlarged butt end portions each provided with essentially spherical buff and draft load bearing surfaces on the rear and forward surfaces thereof. The enlarged butt end portions are supported by a front draft block and a rear buff block within a center sill. The front draft block is supported against a curved surface of a wear block which is, in turn, supported by keys welded to the sill. The rear buff block is supported against a gravity-activated wedge which is, in turn, supported by rear draft lugs welded to the center sill. A bottom plate retains the various blocks inside the cavity of the center sill.

Abstract: A railway draft sill and slackless draft assembly including a pair of lengthwise spaced draft sills having a drawbar extending therebetween. One of the drawbar ends is connected for rotation relative to one of the draft sills and the other end is fixed against rotation relative to the other draft sill. Slack take-up structure is are provided to maintain bearing surfaces at the respective attachment ends in engagement when wear occurs.

Abstract: A rotary railroad car coupler assembly is described as having a unique carrier which is designed for limited angling or tilting in the vertically elongated chamber of the striker, as the coupler rotates. The projecting lugs of the carrier which interlockingly engage the stops in the chamber of the striker, have sloping sides which diverge from the sidewalls of the chamber in a direction away from the coupler, rather than being parallel to the sidewalls as are the sides of the lugs of AAR Standard carriers. This improvement eliminates chattering that is normally occasioned when AAR Standard carriers are used in connection with a rotary railroad car coupler assembly and helps to prevent undue stress of the striker caused when the carrier becomes momentarily frozen or bound up in the striker as the coupler rotates.

Abstract: A rotary railroad car F coupler assembly which employs a rotary connector between the yoke and car coupler, is described as having a yoke with a larger diameter opening in which a bigger rotary connector is mounted. The rotary connector, in turn, is designed to receive an AAR standard F coupler head with a heavier shank that has sidewalls, bordering the pinhole in the shank, which are thicker and have greater cross-sectional areas than similar sidewalls of shanks of AAR standard non-rotary type F car couplers. A pair of twin, parallel wearplates are provided between the top of the yoke and the adjacent housing. The top ridged portion of the yoke extends between these wearplates. In this way, the diameter of the yoke opening and the consequent cross-sectional area of the opening are increased. This enables a larger, sturdier coupler shank to be received in the aperture of the yoke while the overall coupler assembly may still be mounted in an AAR standard carsill.

Abstract: A railway car coupler includes a shank, a head connected to a head end portion of the shank, a knuckle pivoted to the head having closed and open positions, and a lock axially movable within a chamber formed in the shank between a knuckle engaged position for maintaining the knuckle in the closed position and a knuckle disengaged position for enabling the knuckle to be pivoted to the open position. A thrower is pivotally connected to the lock and has an arm disposed to one side of the pivot for engaging the knuckle to rotate the knuckle to its open position. An actuating mechanism is connected to the thrower-lock assembly and is axially movable within the chamber. The actuating mechanism functions to axially move the lock towards its knuckle disengaged position, with continued movement of the actuating mechanism in the same direction pivoting the thrower and consequentially the knuckle to its open position after the lock has obtained its knuckle disengaged position.

Abstract: A rotary F-type railroad car coupler is described as having a rotary connector which is mounted for rotation within a cylindrical opening in the front end of the yoke. The rotary connector has an opening which extends longitudinally through the connector for receiving the butt end of the coupler shank. A horizontal key/slot arrangement, rather than a vertical pin/pinhole-type connection, is provided to attach the car coupler to the rotary connector. The key has an oblong cross-section defined by two pairs of opposing surfaces which are convexly curved outwardly from the center axis of the key which also has a pair of opposing ends that are cylindrically shaped and not spherical, as are the ends of conventional cylindrical pins presently used to attach the butt end of the coupler shank to the rotary connector.

Abstract: To maintain horizontal alignment of a shank and attached coupler head of a rotary railroad coupler system, a middle portion of the shank is supported by a carrier assembly connected to a striker casting of the coupler system. During rotation of the shank and coupler head in a dumping procedure, for example, the shank interfaces with a saddle casting portion of the carrier assembly to cause wear thereof. To facilitate replacement of the saddle casting portion once wear becomes excessive, the saddle casting portion is provided with spaced inverted T-shaped lugs which allow the saddle casting portion to be removed from a carrier portion of the carrier assembly by means of spaced grooves provided in the carrier portion. Separation of the saddle casting portion from the carrier portion, however, is prevented when the saddle portion and carrier portion are misaligned.

Abstract: A rotary F coupler is disclosed as having a rotary connector and pivot pin arrangement which provides increased bearing contact between these two components. This is accomplished by the provision in the rotary connector of a dual diameter pinhole opening which is designed to receive a matingly configured dual diameter pivot pin which is distinct from prior art pivot pins that have a uniform diameter between its opposing ends.

Abstract: A rotary railroad car coupler is described as having a rotary connector with a spherical butt end for seating engagement in a spherical cavity formed in an adjacent front follower.

Abstract: A rotary railroad car coupler and attached draft gear are provided with strategically located stops for maintaining a predetermined clearance between the butt end of the shank of the coupler and the adjacent front follower of the draft gear when the coupler is in a neutral position intermediate the buff and pull positions, whereby an operator can readily mount the coupler to the yoke of the draft gear, especially in a side entry pivot pin arrangement where it becomes necessary to rotate the car coupler.

Abstract: A rotary type railroad car coupler is provided with a symmetrical and invertible yoke. A yoke collar, constructed so as to be capable of being reversible, is disposed within a cavity of the yoke. In one preferred embodiment, a pin connecting a shank of the coupler to the yoke collar is positioned so as to be equidistant from both ends of the yoke collar. Thus, as one end of the yoke collar becomes worn, the collar can be reversed. Improved yoke collar service life is obtained.

Abstract: An improved rotary-type F Car Coupler. The yoke of the coupler is provided with the side opening through which the pin for holding the shank of the coupler head to the yoke is removed. A plate is provided for covering the side opening and retaining the pin in position between the shank and yoke. The retainer plate is rotated into interlocking engagement with the yoke, and a cotter pin and stop are provided for restricting rotation of the plate to maintain it in interlock relation with the yoke.

Abstract: Rotary coupler for a railway car wherein a laterally extending cylindrical member with annular bosses is attached to the coupler butt and is received by the shank which has corresponding annular grooves and which is attached to the coupler head, to allow rotation of the cylindrical member within the shank while providing adequate strength and bearing.

Abstract: A rotary type railway car coupler is provided wherein the shank and yoke collar can be assembled only in the proper orientation with respect to one another. Either the shank or yoke collar is provided with a projection and the other is provided with a corresponding groove.

Abstract: A hard-facing deposit of weld metal in the form of parallel, spaced-apart tracks extends along the external bottom wall of a railroad coupler shank for engagement with the working face surface of a coupler carrier. The tracks of weld metal are arranged longitudinally within the shank area located, in part, between the horn line and connector opening in the coupler shank. The weld metal is usually 1/4-inch or less in thickness, 1-inch wide with a 1-inch space between the track deposits of weld metal.

Abstract: The present invention provides a slackless rotary drawbar assembly of simple yet rugged construction. The drawbar assembly preferably consists of five parts: a rotary drawbar, a rotary drawbar support housing, a bottom support casting, a rear support block, and a slack adjustment wedge. The rotary drawbar support housing is welded into the center sill of a railroad car and supports the rotary drawbar so as to permit unrestricted universal movement of the drawbar through the range of movement required under normal operating conditions. The rotary drawbar has an enlarged truncated convex spherical end portion which mates with concave surfaces formed in the support housing and the bottom support casting. The bottom support casting is secured to the center sill and holds the drawbar in the support housing. The truncated convex spherical end portion also mates with a concave surface formed in the rear support block.