Claims:We Claim:
1. A coupler assembly for coupling two rail cars of a rail vehicle, the coupler assembly comprising:
a pair of couplers having a first coupler adapted to be coupled with one of the rail car and a second coupler adapted to be coupled with other of the rail car, each of the pair of couplers includes
a coupler head defining an elongated cavity extending from a first longitudinal end towards a second longitudinal end,
a coupling pin extending outwardly in a longitudinal direction from the first longitudinal end of the coupler head, the coupling pin defines a transverse slot having a trapezoidal cross-section, and
a locking member adapted to move between a first position and a second position and biased to the first position, the locking member includes a protrusion having a trapezoidal cross-section, wherein in the first position, the protrusion extends, at least partly, inside the elongated cavity, wherein
the coupling pin of the first coupler is disposed inside the elongated cavity of the second coupler and the coupling pin of the second coupler is disposed inside the elongated cavity of the first coupler in an engagement of the pair of couplers, wherein the protrusion of one of the pair of couplers is arranged inside the transverse slot of the coupling pin of the other of the pair of couplers to lock the pair of couplers together.

2. The coupler assembly as claimed in claim 1, wherein each coupler includes a muff flange for facilitating a coupling of the coupler with the rail car.

3. The coupler assembly as claimed in claim 1, wherein each coupler includes an elongated rod extending through the locking member and engaged with the locking member to facilitate a pulling of the locking member from the first position to the second position, wherein in the second position, the protrusion is disposed outside the elongated cavity.

4. The coupler assembly as claimed in claim 1, wherein each coupler includes a spring engaged with the locking member for biasing the locking member in the first position.

5. The coupler assembly as claimed in claim 4, wherein the locking member includes an elongated hole having a first hole portion and a second hole portion defining a step at an interface thereof, wherein the spring is arranged, partly, inside the first hole portion and is connected to the step.

6. A coupler adapted to couple with a rail car of a rail vehicle to facilitate a coupling of one rail car with another rail car, the coupler comprising:
a coupler head defining an elongated cavity extending from a first longitudinal end towards a second longitudinal end;
a coupling pin extending outwardly in a longitudinal direction from the first longitudinal end of the coupler head and adapted to extend inside an elongated cavity of a mating coupler of another railcar, the coupling pin defines a transverse slot having a trapezoidal cross-section; and
a locking member adapted to move between a first position and a second position and biased to the first position, the locking member includes a protrusion having a trapezoidal cross-section, wherein in the first position, the protrusion extends, at least partly, inside the elongated cavity and is adapted to arrange inside a transverse slot of a coupling pin of the mating coupler.

7. The coupler as claimed in claim 6, wherein the coupler includes a muff flange for facilitating a coupling of the coupler with the rail car.

8. The coupler as claimed in claim 6, wherein the coupler includes an elongated rod extending through the locking member and engaged with the locking member to facilitate a pulling of the locking member from the first position to the second position, wherein in the second position, the protrusion is disposed outside the elongated cavity.

9. The coupler as claimed in claim 6, wherein the coupler includes a spring engaged with the locking member for biasing the locking member in the first position.

10. The coupler as claimed in claim 9, wherein the locking member includes an elongated hole having a first hole portion and a second hole portion defining a step at an interface thereof, wherein and the spring is arranged, partly, inside the first hole portion and is connected to the step.
, Description:Technical Field
[0001] The present disclosure relates, generally, to a coupler assembly for a rail vehicle. More particularly, the present disclosure pertains to a coupler assembly suitable for engaging rail cars of the rail vehicle.
Background
[0002] Couplers are generally used for connecting bogies of a rail vehicle with each other. Earlier couplers include iron chains hanging between a pair of hooks attached to the ends of the railway bogies. The railway bogies using this simple system also require coil spring bumpers to absorb the shock generated during acceleration, stopping, and/or a slowdown. Further some rail vehicle includes janney-type couplers for coupling the bogies as well as absorbing shock generated during acceleration, stopping, and/or a slowdown. However, the janney-type couplers and/or other conventional couplers have slack, which is undesirable.
Summary
[0003] According to an aspect of the disclosure a coupler assembly is disclosed. The coupler assembly is suitable for coupling two rail cars of a rail vehicle and includes a pair of couplers. The pair of couplers has a first coupler adapted to be coupled with one of the rail car and a second coupler adapted to be coupled with other of the rail car. Each of the pair of couplers includes a coupler head defining an elongated cavity extending from a first longitudinal end towards a second longitudinal end, and a coupling pin extending outwardly in a longitudinal direction from the first longitudinal end of the coupler head. Further, the coupling pin defines a transverse slot having a trapezoidal cross-section. Each coupler also includes a locking member adapted to move between a first position and a second position and biased to the first position. The locking member includes a protrusion having a trapezoidal cross-section. In the first position, the protrusion extends, at least partly, inside the elongated cavity. Moreover, the coupling pin of the first coupler is adapted to be disposed inside the elongated cavity of the second coupler and the coupling pin of the second coupler is disposed inside the elongated cavity of the first coupler in an engagement of the pair of couplers. Also, the protrusion of one of the pair of couplers is arranged inside the transverse slot of the coupling pin of the other of the pair of couplers to lock the pair of couplers together.
[0004] In an embodiment, each coupler includes a muff flange for facilitating the coupling of the coupler with the rail car..
[0005] In an embodiment, each coupler includes an elongated rod extending through the locking member and engaged with the locking member to facilitate a pulling of the locking member from first position to the second position. In the second position, the protrusion is disposed outside the elongated cavity.
[0006] In an embodiment, each coupler includes a spring engaged with the locking member for biasing the locking member in the first position.
[0007] In an embodiment, the locking member includes an elongated hole having a first hole portion and a second hole portion defining a step at an interface thereof. The spring is arranged, partly, inside the first hole portion and is connected to the step.
[0008] According to another aspect of the disclosure a coupler is disclosed. The coupler is adapted to couple with a rail car of a rail vehicle to facilitate a coupling of one rail car with another rail car. The coupler includes a coupler head defining an elongated cavity extending from a first longitudinal end towards a second longitudinal end, and a coupling pin extending outwardly in a longitudinal direction from the first longitudinal end of the coupler head and adapted to extend inside an elongated cavity of a mating coupler of another railcar. The coupling pin defines a transverse slot having a trapezoidal cross-section. The coupler further includes a locking member adapted to move between a first position and a second position and biased to the first position. The locking member includes a protrusion having a trapezoidal cross-section. In the first position, the protrusion extends, at least partly, inside the elongated cavity, and is adapted to arrange inside a transverse slot of a coupling pin of the mating coupler.
[0009] In an embodiment, the coupler includes a muff flange for facilitating a coupling of the coupler with the rail car.
[0010] In an embodiment, the coupler includes an elongated rod extending through the locking member and engaged with the locking member to facilitate a pulling of the locking member from first position to the second position. In the second position, the protrusion is disposed outside the elongated cavity.
[0011] In an embodiment, the coupler includes a spring engaged with the locking member for biasing the locking member in the first position.
[0012] In an embodiment, the locking member includes an elongated hole having a first hole portion and a second hole portion defining a step at an interface thereof. The spring is arranged, partly, inside the first hole portion and is connected to the step.
Brief Description of the Drawings
[0013] FIG. 1 illustrates a coupler assembly having a first coupler and a second coupler, in accordance with an embodiment of the disclosure;
[0014] FIG. 2 illustrates an exploded view of the first coupler depicting various components of a lock assembly of the first coupler, in accordance with an embodiment of the disclosure;
[0015] FIG. 3 illustrates a perspective view of a locking member of the locking assembly, in accordance with an embodiment of the disclosure;
[0016] FIG. 4 illustrates a sectional view of the first coupler depicting the first locking assembly assembled with the coupled head of the first coupler, in accordance with an embodiment of the disclosure; and
[0017] FIG. 5 illustrates another sectional view of the first coupler depicting a protrusion of the locking member arranged in the first position, in accordance with an embodiment of the disclosure.
Detailed Description
[0018] Referring to FIG. 1, a coupler assembly 100 for coupling rail cars for a rail vehicle is shown. The coupler assembly 100 includes a pair of couplers, for example, a first coupler 102 adapted to be coupled with a first rail and a second coupler 104 (also referred to as mating coupler) adapted to be coupled with a second rail, adapted to engage/attach/couple with each other to couple the first rail car to the second rail. The first coupler 102 and the second coupler 104 are coupled with one other and moved to a locked position for facilitating a secure attachment of the two rail cars of the rail vehicle. The first coupler 102 and the second coupler 104 are identical to each other, and so for the sake of clarity and brevity, only the first coupler 102 is explained.
[0019] Referring to FIG. 1 and 2, the first coupler 102 includes a coupler head 110 having a first longitudinal end 112 (i.e., front end 112), a second longitudinal end 114 (i.e., rear end 114) disposed opposite to the first end 112, a coupling pin 118 engaged with the coupler head 110 and extending outwardly in a longitudinal direction which is substantially parallel to a central axis 120 of the coupler head 110, and a coupling flange 122 arranged at the rear end 114 of the coupler head 110. The coupling flange 122 may be a muff flange 124 for facilitating the mounting of the first coupler 102 with the first rail car. In an embodiment, the coupling flange 122 (i.e., the muff flange 124) is attached/engaged to a draft gear (not shown) that is fitted in a pocked defined at a rear of the rail car. The draft gear absorbs a shock load generated during acceleration of the rail vehicle. The muff flange 124 facilitates in providing torsional rigidity to the coupling assembly 100. The improved torsional rigidity of the coupling assembly 100 with the rail vehicle facilitates in improved torsional resistance of the rail vehicle resulting in improved capacity to avoid any minor derailment of the rail vehicle during turning or stopping or during slowing down of the rail vehicle. In addition, the muff flange 124 is suitable with the conventional AAR H type head and an automatic coupler, thereby facilitating in attachment with different types of couplers and meet the validation test requirement.
[0020] Further, as shown, the coupling pin 118 is arranged at one side of the central axis 120 such that a central axis 126 of the coupling pin 118 is disposed at an offset from the central axis 120 of the coupler head 110. As shown, the coupling pin 118 includes a conical portion 130 and a cylindrical portion 132 extending from the conical portion 130 to the coupler head 110. Further, the coupling pin 118 includes a transverse slot 134 extending radially inwardly from an outer surface of the cylindrical portion 132 and arranged proximate to the conical portion 130 of the coupling pin 118. In an embodiment, the slot 134 includes a substantially V-shaped cross-section such that a width of the slot 134 decreases inside the pin 118 from the outer surface. In other embodiments, the slot 134 includes a trapezoidal cross-section such that a width of the slot 134 is largest at the outer surface. The trapezoidal or V-shaped cross-section of the slot 134 facilitates in secure and slack free engagement of the two couplers 102, 104.
[0021] Also, as shown in FIGS. 1, 2, 4, and 5, the coupler head 110 includes an elongated cavity 140 extending from the front end 112 towards the rear end 114 and having central axis 142 substantially parallel to the central axis 120 of the coupler head 110. The elongated cavity 140 extends substantially horizontally and is arranged at a second side of the central axis 118 of the coupler head 110. The cavity 140 facilitates the insertion of a coupling pin 118 of the second coupler 104 to facilitate the engagement of the first coupler 102 with the second coupler 104. As shown, the cavity 140 includes a funnel portion 144 and a straight portion 146 extending from the funnel portion 144, inside the coupler head 110, towards the rear end 114. Additionally, the straight portion 146 of the cavity 140 includes an opening 148 for facilitating a locking of the coupling pin 118 of the second coupler 104 inside the cavity 140. Similarly, the coupling pin 118 of the first coupler 102 is inserted inside the elongated cavity of the second coupler 104 in an engagement of the first coupler with the second coupler.
[0022] Referring to FIGS. 1, 2, 4, and 5, the first coupler 102 includes a locking assembly 150 to enable a locking of the coupling pin 118 of the second coupler 104 inside the straight portion of the elongated cavity 140 of the first coupler 102. As best shown in FIG. 2, the locking assembly 150 includes a mounting cover 152, an elongated rod 154, a locking member 156 adapted to engage with the coupling pin 118 of the second coupler 104, and a biasing member 158 adapted to bias the locking member 156 in a first position. The mounting cover 152 is arranged at a first side of the coupler head 110 and adapted to cover a part of the straight portion 146 of the elongated cavity 140 and supports the elongated rod 154. As shown, the mounting cover includes a first plate 160 arranged substantially vertically and a second plate 162 arranged substantially horizontally and covering the part of the straight portion 146 of the cavity 140. In an assembly, the elongated rod 154 extends through the vertical plate 160 such that a portion of the elongated rod 154 is disposed outside the mounting cover 152. As such, a first end portion of the elongated rod 154 is supported by the mounting cover 152, and a second end portion of the elongated rod 154 is supported by a mounting flange 164 coupled to the coupler head 110 and arranged on a second side of the coupler head 110. Accordingly, the elongated rod 154 extends through the coupler head 110 in a direction substantially perpendicular to the central axis 120 of the coupler head 110. Additionally, the elongated rod 154 includes a central portion and a stopper 166 fixedly attached to the central portion. In an assembly of the locking assembly 150 with the coupler head 110, the stopper 166 is arranged abutting the locking member 158 (shown in FIG. 4).
[0023] As shown in FIG. 2 and 3, the locking member 156 includes a first portion 170 having a box structure with a first longitudinal end 172, a second longitudinal end 174, and defining an elongated hole 176 extending from the first longitudinal end 172 to the second longitudinal end 174. As shown in FIG., in the assembly, the first longitudinal end 172 is arranged proximate to first plate 160 of the mounting cover 152, while the second longitudinal end 174 contacts the stopper 166. As such, the elongated rod 154 extends through the elongated hole 176 in an assembly. As shown in FIG. 4, the elongated hole 176 includes a first hole portion 178, and a second hole portion 180 having a diameter less than a diameter of the first hole portion 178. Accordingly, a step 184 is defined at an interface of the first hole portion 178 and the second hole portion 180. As illustrated in FIG. 4, the first hole portion 178 extends from the first longitudinal end 172 to the second hole portion 180 and the second hole portion 180 extends from the first hole portion 178 to the second longitudinal end 174.
[0024] Additionally, the locking member 152 includes a protrusion 182 extending radially outwardly from the first portion 170 and arranged proximate to the second longitudinal end 174. In an assembly, the protrusion 182 extends downwardly of the first portion 170 and may be arranged substantially parallel to the first plate 160. In an embodiment, the protrusion 182 includes an inverted V- shaped cross-section complimentary to the cross-section of the slot 134. In some embodiments, the protrusion 182 may include a trapezoidal cross-section complimentary to the cross-section of the slot 134. In an assembly, the locking member 156 is biased to the first position by the biasing member 158 such as a spring. In the first position, the protrusion 182 extends radially inwardly of the straight portion 146 of the elongated cavity 140, while in the second position, the protrusion 182 retracts from the elongated cavity 140 and is disposed outside the straight portion 146 of the elongated cavity 140. As shown, a first end of the biasing member 158 is attached to the step 184, while a second end of the biasing member 158 is attached to the first plate 160 of the mounting cover 152. As shown, in an assembly, the biasing member 158 circumposes a portion of the elongated rod 154.
[0025] A method of coupling the pair of couplers 102, 104 for coupling two rail cars is now explained. For coupling the two rail cars, the pair of couplers 102, 104 are coupled to each other. For so doing, the coupling pin 118 of the first coupler 102 is inserted inside the elongated cavity 140 of the second coupler 104, while the coupling pin 118 of the second coupler 104 is inserted inside the elongated cavity 140 of the first coupler 102. As the coupling pin 118 of the second coupler 104 extends inside the straight portion 146 of the elongated cavity 140 of the first coupler 102, the conical portion 130 of the coupling pin 118 of the second coupler 104 contacts a free end of the protrusion 182 of the locking member 156 of the first coupler 102. The conical portion 130 of the coupling pin 118 of the second coupler 104 pushes the protrusion 182 of the first coupler 102 radially outwardly of the cavity 140 of the first coupler 102, upon further insertion of the coupling pin 118 of the second coupler 104 inside the elongated cavity 140 of the first coupler 102. In so doing, the locking member 156 of the first coupler 102 moves towards the second position, and compresses the biasing member 158 of the first coupler 102. Upon additional insertion of the coupling pin 118 of the second coupler 104 inside the elongated cavity 140 of the first coupler 102, the protrusion 182 of the first coupler 102 and the slot 134 of the second coupler 104 align with each other. Accordingly, the protrusion 182 of the first coupler 102 moves back to the first position due to the biasing force of the biasing member 158, causing the insertion of the protrusion 182 of the first coupler 102 inside the slot 134 of the coupling pin 118 of the second coupler 104. In this manner, the coupling pin 118 of the second coupler 104 is locked inside the elongated cavity 140 of the first coupler 102. Similarly, the coupling pin 118 of the first coupler 102 is engaged with the second coupler 104 and locked inside the elongated cavity 140 of the second coupler 104. Accordingly, two rail cars are engaged with each other by coupling the couplers 102, 104.
[0026] For disengaging the two rail cars, the pair of couplers 102, 104 are disengaged from each other. For so doing, an operator may unlock the elongated rod 154 of the first coupler 102 in a first direction by holding the first portion of the elongated rod 154. In so doing, the locking member 156 of the first coupler 102 is moved to the second position, causing the protrusion 182 of the first coupler 102 to move radially outwardly and out of the straight portion 146 of the elongated cavity 140 of the first coupler 102. Similarly, an operator may unlock the elongated rod 154 of the second coupler 104 to move the protrusion 182 of the second coupler 104 out of the slot 134 of the coupling pin 118 of the first coupler 102. It may be appreciated that each locking member 156 may be held in the second position by using a suitable retention structure (not shown). After disengaging protrusions 182 of the couplers 102, 104 from the coupling pins 118 of the couplers 102, 104, the rail cars are moved in opposite direction, causing a removal/extraction of the coupling pins 118 from the corresponding elongated cavities 140, thereby disengaging the couplers 102, 104 from each other, and hence disengaging the rail cars from each other.
[0027] The foregoing descriptions of specific embodiments of the present disclosure have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiment was chosen and described in order to best explain the principles of the present disclosure and its practical application, to thereby enable others skilled in the art to best utilize the present disclosure and various embodiments with various modifications as are suited to the particular use contemplated.