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 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 knuckle thrower for a railway coupler assembly, the thrower having a knuckle actuating leg, a leg lock seat, an upper pivot structure, a lower trunnion, and stress relief feature for relieving stresses imparted on the thrower, which, according to some embodiments may include a recess provided in the perimeter wall thereof, and one or more supporting ribs.

A knuckle thrower for a railway coupler assembly, the thrower having a knuckle actuating leg, a leg lock seat, an upper pivot structure, a lower trunnion, and stress relief feature for relieving stresses imparted on the thrower, which, according to some embodiments may include a recess provided in the perimeter wall thereof, and one or more supporting ribs.

A railway car coupler system includes a railcar coupler comprising a coupler head portion extending from a shank portion. The coupler head portion is configured to couple to a first coupler knuckle for coupling the railcar coupler to a second railcar coupler of an adjacent railcar. The coupler head portion comprises a coupler pivot pin hole for receiving a pivot pin for coupling the railcar coupler to the first coupler knuckle. The pivot pin hole has a longitudinal axis. The coupler head portion comprises top and bottom coupler pulling lugs each having a respective coupler pulling lug engagement face. At least one of the coupler pulling lug engagement faces of the top and bottom coupler pulling lugs is angled with respect to the longitudinal axis.

A railway car coupler system includes a railcar coupler comprising a coupler head portion extending from a shank portion. The coupler head portion is configured to couple to a first coupler knuckle for coupling the railcar coupler to a second railcar coupler of an adjacent railcar. The coupler head portion comprises a coupler pivot pin hole for receiving a pivot pin for coupling the railcar coupler to the first coupler knuckle. The pivot pin hole has a longitudinal axis. The coupler head portion comprises top and bottom coupler pulling lugs each having a respective coupler pulling lug engagement face. At least one of the coupler pulling lug engagement faces of the top and bottom coupler pulling lugs is angled with respect to the longitudinal axis.

A system comprising a type H tightlock coupler comprising a channel and an inner chamber, the channel running from a top side of the type H tightlock coupler to the inner chamber, and an anti-creep shelf disposed on an interior surface of the inner chamber, a plug comprising a first surface operable to contact the anti-creep shelf, the plug configured to fit at least partially within the channel, a link comprising a second surface operable to contact the anti-creep shelf and a hook, the link configured to fit at least partially within the channel, and a lock comprising a slot operable to receive the hook, the lock configured to fit at least partially within the inner chamber.