Railway freight car coupler lift

A lifting device powered by an impact wrench, specifically designed to raise a on car railway freight car coupler. The embodiment of the invention disclosed herein comprises: A base plate that houses a load bearing that a lifting screw rod fits into and rotates on. A top plate that houses a pilot bearing that the screw rod passes through and is held vertical by, thereby stabilizing load being lifted. Four stachion rods that connect the top and bottom plates forming the coupler lift body. A lifting block with carrying handle that threads onto the screw rod with an attached arm that engages the freight car coupler. The lifting block is powered up and down the screw rod by applying an impact wrench to the attached socket at top of same.

BACKGROUND--FIELD OF INVENTION 
This invention relates to tools, used by the railroad industry, to repair 
freight car couplers. 
BACKGROUND--DESCRIPTION OF PRIOR ART 
The device which links railway freight cars together, the coupler, is 
attached to the freight car by a steel pin or cross key. The weight of the 
coupler is supported by a angle iron or a bar of steel, called a coupler 
carrier. The carrier also regulates the height of the coupler from the 
rail, which has specific limitations. When the coupler carrier wears from 
movement of the coupler, the coupler becomes low and out of vertical 
alignment. This is corrected by lifting the coupler and applying a shim to 
the coupler carrier. This application corrects coupler height. 
The methods used now to lift the coupler varys, the most used is the fork 
lift truck. Some repair facilities use any lifting device available. 
The average coupler weighs approximately five hundred and fifty pounds. The 
coupler has to be lifted about six to eight inches for application of the 
coupler carrier shim. Using a fork lift truck is not economical or safe 
for this job. The fork lift truck is not designed to lift couplers. Often 
the car technician has to wait for a fork lift truck and operator to 
become available. Jacks that are now being used are all purpose lifting 
devices, heavy and not designed for this job. A coupler lift that was used 
in the past was made of wood and worked on the principle of the lever, 
with a steel latching device. This proved to be a very unsafe tool and was 
discontinued. 
Observation of methods now used to lift couplers are; unsafe, consumes too 
much time, strenuous to car technician. 
OBJECTS AND ADVANTAGES 
Accordingly, we claim the following as our objects and advantages of the 
invention: 
(a) a light weight lifting device weighing approximately twenty eight 
pounds, with a convenient carrying handle, easily carried with one hand; 
(b) a tool specifically designed to lift a freight car coupler; 
(c) a lift which has no motors or hydraulic pumps permanently attached for 
power; 
(d) a tool which is fast and will lift a freight car coupler for shim 
application in approximately eight seconds; 
(e) a lift that gets its power source from a tool used at all freight car 
repair facilities, a one-half inch drive impact wrench, electric or air 
powered; 
(f) this lift can be operated manually by using a ratchet wrench; 
(g) a safe tool which keeps load positioned when power is stopped; 
(h) a lift that is designed with a no slip lifting arm; 
(i) a tool that works on a time proven principle, the screw; 
(j) a lifting device being novel in appearance and easily operated will be 
acceptable to railway car technicians; 
(k) it is compact, stands upright and needs very little space for storage; 
(l) this lift has a lifting height capacity of approximately twenty two 
inches, further advantages will become apparent after consideration of the 
accompanying description and drawings.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT 
FIGS. 1 to 8 
A typical embodiment of our invention is illustrated in FIG. 1, the base 
plate 10 is a disk machined from billet alluminum, eight inches in 
diameter and two inches thick FIG. 2. The top edge of 10 is tapered for 
appearance and to reduce weight. In the center of base 10 is the load 
bearing race seat 16 which is a machined recess two and one eighths inches 
in diameter and one inch in depth FIG. 3A. The load bearing race 14 FIG. 2 
is two and one eighths in diameter and seven eighths inch thick, and is 
pressed into seat 16. In the center of load bearing race seat 16, is the 
lifting screw spindle recess 18 FIG. 3B, which is one inch in diameter and 
three quarters inch deep allowing a relief area for end of lifting screw 
spindle 68 FIG. 2. 68 is the bottom end of lifting screw 66 FIG. 2 turned 
to three quarter inch plus one thousands oversize in diameter and one and 
one quarter inch in length. The load bearing 12 FIG. 2 is a heavy duty 
tapered roller bearing with a three quarter inch shaft hole. This bearing 
is pressed onto spindle 68 of lifting screw 66 FIG. 2. 
Bearing 12 fits into and rotates on load bearing race 14 FIG. 2. The base 
plate stanchion rod recesses 20 A, B, C, and D FIG. 3B are recessed one 
inch plus three thousands inch in diameter and one half inch deep. They 
are spaced equally around a four and three quarter inch circle in top of 
base plate 10 FIG. 3B. Into these recesses fit the stachion rods 38A, B, 
C, and D FIG. 2. These aluminum rods are twelve inches in length and one 
inch in diameter with each end drilled and tapped to receive base plate 
stachion rods bolts 24A, B, C, and D FIG. 2, and top plate stachion rod 
bolts 62 A, B, C, and D FIG. 2. 
The base plate stachion rod bolts 24 A, B, C, and D are flat headed 
standard thread allen type bolts, two and one half inches long by one half 
inch in diameter FIG. 2. These bolts fit into base plate counter sunk 
stachion rod bolt holes 22A, B, C and D FIG. 3C. These one half inch holes 
are drilled through center of stachion rod recesses 20 A, B, C and D FIG. 
3B. Bolts 24 A, B, C, and D thread into matching tapped holes 40 A, B, C, 
and D, for base plate stachion rod bolts FIG. 4, these are drilled and 
tapped one and one quarter inches deep into bottom of stachion rod ends. 
The load bearing cover 26 is a disk of aluminum three and nine sixteenths 
inches in diameter and three sixteenths thick FIG. 2. In the center of 26 
is the load bearing cover center hole 27, FIG. 7B. This hole is one and 
one thirty second inches in diameter. Lifting screw 66 passes through this 
hole FIG. 2. Spaced equally on a two and fifteen sixteenths inch circle 
around edge of load bearing cover 26 is the load bearing cover counter 
sunk screw holes 30 A, B, C, and D FIG. 7B. The load bearing cover screws 
28 A, B, C, and D are standard thread allen type flat head screws, one 
half inch long and one quarter inch in diameter FIG. 2. These screws pass 
through cover holes 30 A, B, C, and D FIG. 7B, and screw into matching 
tapped holes for load bearing cover screws 32 A, B, C, and D in base plate 
10 FIG. 3B. The load bearing grease fitting 34 FIG. 2 threads into tapped 
hole 36 on load bearing cover 26 FIG. 7B. 
The top plate 42 is a disk machined from billet aluminum six inches in 
diameter and one inch thick FIG. 2. In the center of 42 is the pilot 
bearing seat 48 FIG. 5A. This is a machined recess one and thirty one 
thirty seconds inch in diameter and one half inch deep. The pilot bearing 
46 is a one piece sealed ball bearing one and thirty one-thirty seconds 
inch in diameter and one half inch thick, FIG. 2. 46 is pressed into pilot 
bearing seat 48 FIG. 5A. Pilot bearing 46 has a shaft hole diameter that 
allows lifting screw 66 to pass through freely, FIG. 2. The top plate 
center hole 44 is a hole one and one thirty seconds in diameter in the 
center of top plate 42 FIG. 5B, that lifting screw 66 passes through FIG. 
2. 
The pilot bearing cover 50, is a disk of aluminum three inches in diameter 
and three sixteenths inch thick, FIG. 2. Pilot cover 50 has a center hole 
51, FIG. 6B with a diameter of one and one thirty second inches, which 
lifting screw 66 passes through, FIG. 2. Spaced equally around cover 50 on 
a two and one quarter inch circle are the pilot bearing cover counter sunk 
screw holes 54 A,B,C, FIG. 6B. The pilot bearing cover screws 52 A, B, C, 
are standard thread allen type flat head one half inch long and one 
quarter inch in diameter, FIG. 2. These screws pass through cover holes 54 
A, B, C, FIG. 6B, and screw into matching tapped holes for pilot bearing 
cover screws 56 A, B, C, in top plate 42 FIG. 5B. 
The top plate stachion rod recesses 58 A,B,C, and D FIG. 5C are recesses 
one inch plus three thousands inch in diameter and one half inch deep. 
They are spaced equally around a four and three quarter inch circle in 
bottom of top plate 42 FIG. 5C. Into these recesses fit stachion rods 38 
A,B,C, and D FIG. 2, connecting top plate 42 to base plate 10 FIG. 1. The 
top plate stachion rod bolt holes 60 A,B,C, and D FIG. 5C are one half 
inch diameter holes drilled through center of top plate stachion rod 
recesses 58 A,B,C, and D FIG. 5C. The top plate stachion rod bolts 62 A, 
B,C, and D FIG. 2, are standard thread allen head cap screws one and one 
half inches long and one half inch in diameter. These bolts fit into bolt 
holes 60 A,B,C, and D FIG. 5C, and thread into tapped holes 64 A,B,C, and 
D for top plate stachion rod bolts FIG. 4. 
The lifting screw 66 is forty one and one half inches long and one inch in 
diameter, FIG. 2. 66 has acme type threads five per inch and is made of 
forty one forty grade steel. The lifting block 70 FIG. 2, is also made 
from a bar of forty one forty grade steel three inches long and two by two 
inches square. Lifting block 70 has threads that match and thread onto 
lifting screw 66 FIG. 2. 
The lifting arm 76 FIG. 2 is three inches long and one and three quarters 
by one and three quarters inch square at end that connects to lifting 
block 70, FIG. 1. The bottom edge of arm 76 tapers upward from lifting 
block 70 to a end width of five eights inch, FIG. 2. Arm 76 attaches to 
block 70 by weld 80 that applies to all sides, FIG. 1. Machined onto top 
outer end of lifting arm 76 is the no-slip stud 78. This projection is one 
inch long and seven eights inches in diameter, FIG. 2. 78 fits into the 
coupler knuckle flag hole 96, FIG. 8. This vertical hole is one and one 
eighth inch in diameter and passes completely through the coupler knuckle. 
The carrying handle 82 is a section of pipe five inches long with a out 
side diameter of seven eights inch, FIG. 2. Carrying handle 82 attaches to 
lifting block 70 by attachment weld 86, FIG. 1, and is applied completely 
around end of handle 82 that contacts block 70, FIG. 1. 
The carrying handle grip 84, FIG. 2 is made of rubber and slips over handle 
82, FIG. 1. 
At the top of lifting screw 66, FIG. 1 is the one half inch drive impact 
wrench socket 88. This socket attaches by weld 90 to screw 66 and applies 
completely around its diameter, FIG. 1. The lifting block grease fitting 
72 threads into the tapped counter sunk hole 74 on side of lifting block 
70, FIG. 2. 
The freight car coupler 94, FIG. 8 weighs approximately five hundred and 
fifty pounds. This device links the railway freight cars together. FIG. 8 
also shows coupler 94 with our invention applied and in the raised 
position, allowing repairs to coupler carrier 98, FIG. 8. This angle or 
bar of steel supports the weight of coupler 94. The coupler carrier shim 
100, FIG. 8 is a flat bar of metal varying in length and thickness, and is 
applied and attached by weld to carrier 98, FIG. 8. This compensates for 
wear from coupler movement. FIG. 8 shows impact wrench 92, which is the 
unique power source for our invention, and can be either air or electric. 
Although a larger impact wrench could be used a one half inch drive is 
sufficient. 
OPERATION OF INVENTION--FIGS. 2, 8 
The method used to power our invention is an impact wrench. Although 
unconventional it is very convenient. Designed to with stand the hammering 
effect of the impact wrench this tool is very durable. An alternative 
method of operation could be a hand rachet. 
FIG. 8 shows the railway freight car coupler 94 on car with our invention 
applied and coupler lifted. This is accomplished by placing the coupler 
lift under coupler with one hand. A one half inch drive impact wrench 92, 
FIG. 8 is applied to lifting screw impact wrench socket 88 FIG. 8, and 
lifting block 70 FIG. 8 is powered upward by turning screw 66 clockwise, 
FIG. 8. 
The lifting arm no-slip stud 78, FIG. 2 is secured in bottom of coupler 
knuckle flag hole 96, FIG. 8. This hole passes completely through knuckle. 
The coupler can then be raised in approximately eight seconds. With power 
stopped load remains stationary, allowing application of coupler carrier 
shim 100, FIG. 8, to the carrier 98, FIG. 8. The coupler is then lowered 
by reversing impact wrench completing operation. 
OPERATION AND FUNCTION OF TS 
The base plate 10, FIG. 2 serves as a foundation for the coupler lift and 
bearing housing for load bearing 12, FIG. 2. This bearing supports the 
load being lifted. It is a heavy duty tapered roller bearing and is 
pressed onto the lifting screw spindle 68, FIG. 2. The load bearing race 
14, FIG. 2 is pressed into load bearing race seat 16, FIG. 3A, which is 
machined into base 10 providing load bearing 12, FIG. 2, a surface to 
revolve on. 
In the center of seat 16, FIG. 3A is the lifting screw spindle recess 18, 
FIG. 3B, this provides a relief area for the end of lifting screw spindle 
68, FIG. 2. It also serves as a grease reservoir for load bearing 12, FIG. 
2. Spaced evenly around top of base 10 are the base plate stachion rod 
recesses 20A, B, C, and D, FIG. 3B. Stachion rods 38A, B, C, and D fit 
into these recesses adding stability to the coupler lift, FIG. 1. These 
stachions also connect base plate 10 to top plate 42, FIG. 1. 
Drilled into bottom of base 10 are the base plate counter sunk stachion rod 
bolt holes 22A, B, C, and D FIG. 3B, allowing a flush fit for base plate 
stachion rod bolts 24A, B, C, and D, FIG. 2. These holes penetrate into 
bottom of base plate stachion rod recesses 20A, B, C, and D, FIG. 3B, 
allowing base 10 to be connected to stachions 38A, B, C, and D, FIG. 1. 
These bolts pass through holes 22A, B, C, and D, FIG. 3C, and thread into 
tapped holes 40A, B, C, and D in stachion rod ends, FIG. 4. The load 
bearing cover 26 encircles lifting screw 66 and serves as a grease seal 
for load bearing 12, FIG. 2. Load bearing cover screws 28A, B, C and D 
FIG. 2, pass through load bearing cover screw holes 30A, B, C, and D, FIG. 
7B, and thread into tapped load bearing cover screw holes 32A, B, C, and 
D, in base plate 10, FIG. 3B securing load bearing 12 and lifting screw 66 
to base 10, FIG. 1. The load bearing grease fitting 34, FIG. 2 serves as a 
means to lubricate load bearing 12 and threads into tapped hole 36 in load 
bearing cover 26, FIG. 7B. 
The top plate 42, FIG. 2 houses pilot bearing 46, FIG. 2. Lifting screw 66 
passes through bearing 46, FIG. 2, and top plate center hole 44, FIG. 5B, 
and connects with base plate 10 FIG. 1. The pilot bearing 46 is a sealed 
roller bearing and keeps lifting screw 66 and load being lifted centered 
over load bearing 12, FIG. 2. Bearing 46 is pressed into the pilot bearing 
seat 48, FIG. 5A, which is machined into top plate 42, FIG. 2. The pilot 
bearing cover 50 encircles lifting screw 66 and serves as a cover for 
pilot bearing 46, FIG. 2 Pilot bearing cover screws 52A, B, C, FIG. 2, 
pass through pilot bearing cover screw holes 54 A, B, C, FIG. 6B and 
thread into tapped pilot bearing screw holes 56A B, C, FIG. 5B in top 
plate 42 securing cover 50 to plate 42, FIG. 1. Spaced evenly around 
bottom of top plate 42 are the top plate stachion rod recesses 58A, B, C, 
and D, FIG. 5C. Stachion rods 38A, B, C, and D, FIG. 2, fit into these 
holes adding strength and stability to the coupler lift. Drilled into top 
plate 42 are the top plate stachion rod holes 60A, B, C, and D, FIG. 5C. 
These penetrate into recesses 58 A, B, B, and D, FIG. 5C, allowing top 
plate 42 to be connected to stachions 38A, B, C and D, FIG. 1, by top 
plate stachion rod bolts 62A, B, C, and D, FIG. 2, which pass through 
holes 60 A, B, C, and D, FIG. 5C, and thread into tapped holes 64A, B, C, 
and D in stachion rod ends, FIG. 4, completing the connection of base 
plate 10 to top plate 42, FIG. 1. 
The lifting screw 66, FIG. 2, gives the coupler lift the mechanical 
advantage needed to perform its job. The lifting block 70, FIG. 2 threads 
onto screw 66 and is powered up and down screw 66 by impact wrench 92, 
FIG. 8, which fits into lifting screw impact socket 88, FIG. 8. This 
socket attaches to screw 66 by weld 90, FIG. 1. Attached to block 70 by 
weld 80, FIG. 1, is the lifting arm 76, FIG. 1, which supports load being 
lifted, FIG. 8. Machined onto lifting arm 76 is the lifting arm no-slip 
stud 78, FIG. 1. This projection which is slightly beveled at the top to 
facilitate application fits into the coupler knuckle flag hole 96, FIG. 8, 
of the freight car coupler 94, FIG. 8, securing coupler lift to coupler 
FIG. 8. 
For convenience of lubrication purposes a lifting block grease fitting 72, 
FIG. 2 is counter sunk and tapped into hole 74, FIG. 2, on side of lifting 
block 70, FIG. 2. This prevents the grease fitting from being broken off 
during use. 
Attached to block 70 by weld 86, FIG. 1, is the carrying handle 82, FIG. 2, 
it has a rubber grip 84, FIG. 2, allowing the coupler lift to be carried 
without slipping from hand. 
SUMMARY, RAMINIFICATIONS, AND SCOPE 
Accordingly the reader will see the advantage this tool has over the 
existing methods now used. 
Our invention eliminates the need of a fork lift truck and its operator. 
Eliminates lifting devices with permanently attached motors or pumps for 
power. Also eliminates the use of dangerous jack levers, cranks and jacks 
with tricky tripping devices. 
Our invention provides a light weight easily handled, uniquely powered 
lifting device. We declare our tool to be pleasing to the eye and 
interesting in design. Also, being specially designed for this particular 
job makes it a safer tool over improvized methods. 
Although our description and drawings contain many definite described 
demensions and shapes, this sould not lead the reader to believe this is 
the limitations of the invention. At the present this is the preferred 
embodiment, but it could be changed. For example; the height of the lifts 
body could be changed by simply lengthing the stachion rods. Another 
example, the base parts could be eliminated substantially by using a one 
piece casting! Also, the lifting capacity could be increased or decreased 
by using a screw with different diameter and threads. Theoretically the 
lifting arm could be changed. Adapting the invention to other 
applications. 
Therefore the scope of our invention does not end with this tested proven 
model, but continues by being flexible in design. We ask not to be bound 
by rigid specifications that would limit the potential of our invention.