Coupler

Abstract

A coupler for a rail wagon includes a coupler body. The body includes a shank and a head located at an end of the shank. A coupler latch member is mounted to an end of the head. The latch member includes a protruding portion for receipt in a recess of the head. The protruding portion includes at least two adjacent projecting lugs, and the recess includes at least two corresponding adjacent shoulders behind which each lug is located when the latch member protruding portion is received in the head recess.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS[0001]This application is a national stage application under 35 USC 371 of International Application No. PCT / AU2011 / 001048, filed Aug. 17, 2011, which claims the priority of Australian Application No. AU 2010903691, filed Aug. 17, 2010, the contents of which prior applications are incorporated herein by reference.FIELD OF THE INVENTION[0002]An improved coupler for a rail wagon is disclosed. The coupler can take the form of an automatic-type coupler which automatically latches with an opposing coupler to join the two wagons when they are buffed together. The coupler can transmit both buff (compressive) and draw (tensile) loads between the wagons in use.BACKGROUND OF THE INVENTION[0003]In the deployment of rail wagons, draw loads are often responsible for fatigue failure in the coupler. These draw loads are transmitted through a so-called knuckle and into a body of the coupler, via a single upper pulling lug and a single lower pulling lug. These ...

AI Technical Summary

Benefits of technology

[0006]In accordance with the first aspect the latch member comprises a protruding portion for receipt in a recess of the head. The protruding portion comprises at least two adjacent projecting lugs, and the recess comprises at least two corresponding adjacent shoulders behind which each lug is located when the latch member protruding portion is received in the head recess. Such a configuration can increase the bearing area between the latch member and the coupler head, to increase the coupler's load capacity, to prolong its life and to extend its fatigue resistance. Such a configuration can also significantly reduce the concentration of stress during wagon draw in the vicinity of the lower interface between the latch member and the coupler head.

[0027]In this regard, the block is able to drop into the locked position, with the tapered mating faces always contacting each other. Block oversize and undersize issues can arise during block manufacture. In the case of an oversize block, the block will drop in to a lesser extent, and in the case of an undersize block the block will drop further before coming to a wedged, locked position. However, the tapered locking block is able to drop over the life of the coupler, compensating for wear on the fit faces, and maintaining a slack-less, locked condition. Reducing or eliminating slack in the latch locking mechanism has been observed to reduce dynamic impulse loads during coupler service. This reduction in dynamic loads improves the fatigue life, not only of coupler components, but also of other drawgear components. Thus, the block is able to form a tight fit, and can continue to restrain the latch member in the closed position, over time.

Problems solved by technology

In the deployment of rail wagons, draw loads are often responsible for fatigue failure in the coupler.

Another dominant failure mechanism of the coupler assembly is fatigue failure of the knuckle through its so-called knuckle “palm”.

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