An apparatus for attaching a coupler to a railroad car, the apparatus comprising a plurality of actuable coupler locking tabs adapted to engage with a knuckle on said coupler.

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

A knuckle of a coupler of a rail vehicle includes a leading beam having a pulling face, a lateral offset beam extending from the leading beam, a tail extending from the lateral offset beam, an extension wall extending from the lateral offset beam towards an end of the tail, and a tapered lock engagement wall extending from the extension wall to the end of the tail. The tapered lock engagement wall is angled in relation to the extension wall. The tapered lock engagement wall is configured to engage an interior face of a main body of a lock of the coupler. The interior face defines a knuckle-engaging surface that is configured to bear against the tapered lock engagement wall.

A knuckle of a coupler of a rail vehicle includes a leading beam having a pulling face, a lateral offset beam extending from the leading beam, a tail extending from the lateral offset beam, an extension wall extending from the lateral offset beam towards an end of the tail, and a tapered lock engagement wall extending from the extension wall to the end of the tail. The tapered lock engagement wall is angled in relation to the extension wall. The tapered lock engagement wall is configured to engage an interior face of a main body of a lock of the coupler. The interior face defines a knuckle-engaging surface that is configured to bear against the tapered lock engagement wall.

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.

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.

A railroad car coupler assembly knuckle pin including an elongated cylindrical tubular body having an upper end portion, a lower end portion spaced apart from the upper end portion, and an intermediate portion between and connecting the upper end portion and the lower end portion, the body including an elongated cylindrical wall that defines an elongated cylindrical central opening and an elongated slot that extends the length of the wall, a first ring integrally connected to and outwardly extending from a first area of the upper end portion of the body, a second ring integrally connected to and outwardly extending from a second area of the upper end portion of the body, the second ring spaced apart from the first ring along the body, the first ring defining a plurality of first stress relief slots, and the second ring defining a plurality of second stress relief slots.