IMPROVEMENTS IN RAILWAY CARRIAGE COUPLINGS
Year: 1885

page_text: I HENRY EDWARD NEWTON of the Office for Patents 6 Breams Buildings,
Chancery Lane in the County of Middlesex, Civil Engineer do hereby declare the
nature of the invention for "IMPROVEMENTS IN RAILWAY CARRIAGE COUPLINGS,"
to be as follows:-
Car couplings to be worked from the side of railway carriages as hitherto con- .
structed, have not come into general use because according to some arrangements.
the present "screw couplings were rendered entirely useless the old parts being
replaced by new and expensive couplings, and according to other arrangements the
addition to the parts retained of complicated apparatus was necessitated.
A further special disadvantage of this class of couplings as hitherto constructed
consisted in the fact that the coupling loop had generally to be placed over the
draught hook from the side of same which required a variable movement in the
means for transmitting the power from outside.
Now the object of the present invention is to overcome the above named dis-
advantages and to this end the invention consists in the addition to the old
screw couplings which are still retained in a slightly modified form in all their
strength of a simple and inexpensive apparatus whereby the coupling up and the
tightening of the coupling when so coupled up is effected without danger to the
attendant. By the present arrangement of apparatus the movement of the coupling
loop, when the same is being placed on the draught hook of the adjoining vehicle
will be a movement in the direction of the axis of the hook and coupling and not
a side movement and the coupling up will thereby be greatly facilitated.
In carrying out this invention a driving shaft passing from side to side of the
carriage is provided. This shaft at the centre of its length has a bearing in a
hole in the draught hook and carries at either end a hand wheel and a lever.
Each of these levers which are loose on the shaft is connected with a hollow shaft
or sleeve surrounding the driving shaft or axle and supported in elastic bearings
attached to the end rail of the vehicle. Each of the hollow shafts or axles carries
at its inner end a disc which is provided with two pins, between which, and

page_text: These levers or arms
hanging loosely from the driving shaft, is a lever or arm.
have for their object to lift the coupling loop resting upon the end of the screw
spindle, and place it upon the draft hook of the adjacent truck.
Suspended from the driving axle is a loop frame which carries a sleeve on which
is mounted a bevil wheel. This bevil wheel which is retained in position on the
sleeve by a disc and is provided at back with a projecting portion the use of
which will be presently explained gears with another bevil wheel keyed. fast upon
the axle.
The coupling, one loop of which is mounted on the driving axle projects through
the sleeve and disc which will allow the bevil wheel on the sleeve to turn freely.
Into the outer face of the projection on the sleeve bevil wheel is inserted an
arm projecting at right angles, which, on the turning of the bevil wheels comes
against or in contact with another arm secured in the place of the ordinary swing
ball, and turns it.
The power exerted on the hand wheel is transmitted through the driving axle
to the bevil wheels and one arm to the other arm which effects the turning of the
screw spindle in one or the other direction.
The coupling loop is formed with an arm situate at right angles thereto or nearly
so which when the coupling is raised as before explained will strike against the
bevil wheel on the adjacent carriage and cause the loop to fall onto the draught
hook whereupon the tightening up of the coupling will take place by turning the
band wheel on the end of the driving axle.
In addition to the main coupling the spare coupling on the adjacent carriage
may be utilized as a safety coupling. For this purpose a spare hook is suspended
from the driving shaft of each carriage and this book is raised by an adjustable
cross piece carried by the link raising frame, so that the loop of the spare coupling
may be hooked thereon.
By turning the bevil wheels by means of the hand wheel on the end of the
driving shaft as before explained this coupling can also be shortened or lengthened
as desired.
At each corner of the end rail of the carriage or truck may, if desired, be
adapted a ratchet wheel and pawl or a segment rack in order to make the insertion
of the lever automatic.

page_text: I, HENRY EDWARD NEWTON of the Office for Patents, 6 Bream's Buildings,
Chancery Lane in the County of Middlesex, Civil Engineer do hereby declare the
nature of this invention, and in what manner the same is to be performed, to be.
particularly described and ascertained in and by the following statement:-
Car couplings to be worked from the side of railway carriages, as hitherto con-
structed, have not come into general use, because, according to some arrangements,
the present "screw couplings" were rendered entirely useless, the old parts being
replaced by new and expensive couplings, and according to other arrangements,
the addition to the parts retained, of complicated apparatus, was necessitated.
A further special disadvantage of this class of couplings, as hitherto constructed,
consisted in the fact, that the coupling loop had generally to be placed over the
draught hook from the side of the same, which required a variable movement in
the means for transmitting the power from outside.
Now the object of the present invention is to overcome the above named dis-
advantages, and to this end, the invention consists in the addition to the old screw
couplings, which are still retained in a slightly modified form in all their strength,
of a simple and inexpensive apparatus, whereby the coupling up and the tightening
of the coupling, when so coupled up, is effected without danger to the attendant.
By the present arrangement of apparatus, the movement of the coupling loop,
when the same is being placed on the draught hook of the adjoining vehicle,
will be a movement in the direction of the axis of the hook and coupling, and not
a side movement, and the coupling up will thereby be greatly facilitated.
In carrying out this invention, a driving shaft passing from side to side of the
carriage is provided. This shaft, at the centre of its length, has a bearing in
a hole in the draught hook, and carries at either end a hand wheel and a lever.—
Each of these levers, which is loose on the shaft, is connected with a hollow shaft
or sleeve surrounding the driving shaft or axle; and supported in elastic bearings
attached to the end rail of the vehicle.-Each of the hollow shafts or axles
carries, at its inner end, a disc which is provided with two pins, between which,
and hanging loosely from the driving shaft, is a lever or arm. These levers or
arms have for their object to lift the coupling loop hanging from the end of the
screw spindle, and place it upon the draught hook of the adjacent truck.
Suspended from the driving axle is a loop frame, which carries a sleeve on which
is mounted a bevil wheel. This bevil wheel, which is retained in position on the
sleeve by a disc, and is provided at back with a projecting portion, the use of
which will be presently explained, gears with another bevil wheel keyed fast upon
the axle.
The coupling, one loop of which is mounted on the driving axle, projects through
the sleeve and disc, which will allow the bevil wheel on the sleeve to turn freely.
In the accompanying drawing, the coupling which forms the subject of the
present invention is shown in its closed position in Fig. 1, in plan view, and in
Fig. 2 in side elevation, partly in section-In the latter figure, the coupling loop is
raised in order to slip over draught hook of the adjacent carriage and become
engaged therewith. Fig. 3 is a front view of the coupling when not engaged.. In

page_text: this figure it is to be specially noted that the driving shaft is shown as in by far
the most unfavourable position possible, and one which it is hardly likely ever to
assume in practice, so as to demonstrate that this "side coupling" will act effec-
tually and securely, even in the case of a very considerable inclination of the
shaft.
a is a driving shaft passing from side to side of the carriage, and having at the
centre of its length a bearing in a hole in the draught hook. At either end of this
shaft a is a hand wheel b and a lever c. Each of these levers is loose on the shaft,
and is connected with a hollow shaft or sleeve d surrounding the driving shaft or
axle a, and supported in elastic bearings a¹ attached to the end rail of the vehicle.-
Each of the hollow shafts or axles d, which do not extend the entire length of the
shaft or axle a, carries at its inner end, also rigidly connected, a disc, which is
provided with two pins e el, clearly shown in Fig. 2.
Between these pins, when the coupling is either in its disconnected or in its
connected position, and hanging loosely from the driving shaft a, is a lever or
arm f, which, for the purpose of avoiding shocks, has the form shown in Fig. 3.
These levers or arms have for their object, when coupling up, to lift the coupling
loop r, hanging from the end of the screw spindle o, and thus place it upon the
draught hook x of the adjacent truck.
The pins e e' have for their object to allow for the turning of the hollow axle
situated on the one side of the draught hook, without turning the other hollow
axle, when raising the loop onto the hook, and also to allow the lever of the other
side to swing loose between its pins.-To prevent the removal of the lever f,
suitable means for keeping the same in position are adapted to the axle.
Before, however, proceeding with the description of the parts necessary for
hooking the coupling loop onto the adjacent draught hook, the arrangement will
first be described for disconnecting and screwing together the coupling device.
g is the hanging frame of the screw coupling, which hangs from the axle a, and
is capable of being turned thereon. h is a bevil wheel keyed fast upon the axle a,
and in gear with the bevil wheel mounted on the sleeve k of the loop l, and
capable of rotating thereon.-This wheel is also, by means of a disc m (inserted in
and secured to the rear side of the sleeve), prevented from slipping off.
In the sleeve k and disc m, two holes and m¹ are formed, and are so arranged
that, notwithstanding the arms 9 rest therein, will allow the bevil wheel i to turn
freely. The sleeve k is, further, so recessed (conically) at its centre, that the screw
spindle o is capable of moving freely.
The details of the sleeve k, with its lateral recesses k¹, as well as the mode of
connection by means of the bevil wheel i, will be seen clearly from Fig* 4.
Below the circle of teeth of the wheel i, and upon the body of the same, a piece
of metal having an inclined surface i¹ is cast, the object of which is as follows:-
Into the outer face of the piece is inserted an arm p, projecting at right angles,
which, when the bevil wheels are rotated, strikes against another arm q secured to
the screw spindle.o, in the place of the ordinary "swing ball," and turns it. From
the description of these parts, it will be understood how the screwing together,
or the disconnection of the coupling, is effected.
The power exerted on the hand wheel b is transmitted, through the driving
axle a, to the bevil wheels h and i, and through one arm p, to the other arm q,
which effects the turning of the screw spindle in one direction or the other.
The coupling loop r is formed with an arm 8, projecting at right angles therefrom
or nearly so, and when the coupling is raised by the turning of the lever c, as well
as by the striking of the side arms f beneath the pin s' projecting from the arm 8,
the loop will be lifted to such an extent, that the arm s will strike against the
surface of the bevil wheel i on the adjacent carriage. By the continued lifting
of the lever c, the end of the loop r is caused to move along the nose of the draught
hook until the loop falls therein, whereupon the lever c will be left free, and
through the turning back of the hand wheel b, the tightening up of the coupling
will take place,

page_text: The arms 8, which carry the loop r, hang with their screw nut loosely upon
their screw spindle, as above described, and it may sometimes happen, that in
consequence of the shock of two cars running together, the nut may be turned
axially, thereby throwing the loop r out of position, that is, out of the plane of the
draught hook. In order to return the loop into its proper position, either the
screw spindle must be rotated, or the attendant must enter between the cars and
turn the loop r by hand.
Now, in order to avoid this danger and inconvenience, the side arms f are
shortened, and are connected to the arms 88 of the loop r by slotted or eye shaped
links ff, secured to the arms by screws f³ passing through the slots or eyes of
the links. These links are supported by an underlying lip f³ formed at the outer
end of the arms f, and at their outer end are bent to bring them into line with the
arms 88, and are pivotted thereto by screws 8.-This arrangement is clearly seen
at Figs. 5 and 6,-Fig. 5 being a side elevation, partly in section, of the coupling
apparatus, and Fig. 6 a plan view of the same.
:
During the turning of the screw spindle o to tighten up the coupling, the eyes
or slots of the links admit of their shifting on the pins f³.
Projections or lips f³, when the spindle is raised, will take underneath the
links ff, so as to raise them, and consequently the loop r, for its insertion into
the draught hook x.-The length of the slots or eyes into which the pins f³ take,
must correspond to the length of the threaded spindle. The position which the
links and the arms f assume, when the coupling is effected, is indicated in Fig. 5
in dotted lines.
In addition to the main coupling, the spare coupling on the adjacent carriage
may be utilized as a safety coupling. For this purpose, a spare hook x* is sus-
pended from the driving shaft of each carriage. This hook is raised simultaneously
with the coupling up of the loop r and the draught hook x, by an adjustable cross
piece t carried by arms projecting from the link-raising frame ff. By lifting the
lever c, and consequently the side arms f, the cross-piece t will be moved forwards,
and lift the spare hook * up towards the spare coupling of the adjacent carriage.
The screw spindle and the loop * of the coupling of the adjacent carriage may
then be moved upwards through the operation of the lever c, and the loop ** will
be laid in the spare hook x*, which has been moved forward towards it from the
other side.
By rotating the bevil wheels by means of the hand wheel on the end of the
driving shaft, the arms p and q will be rotated, and this coupling will also be
shortened or lengthened as desired.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated to
me by my foreign correspondents, I declare that what I claim is :—
1. In couplings for railway carriages to be worked from the side of the carriage,
the adaptation of an arm q, situate parallel to the screw spindle, and connected
rigidly therewith, and also of an arm p projecting from one of a pair of bevil
wheels suitably carried and rigidly connected therewith, the arm p, when the bevil
wheels are rotated, serving to carry round the arm q, for the purpose of turning
the screw spindle when lengthening or shortening the coupling.
2. The construction of the wheel i (and its accessories), carrying the arm p, the
same consisting (1) of a short sleeve / secured to the loop frame 1, which is
suspended from the driving shaft or axle a; (2) of a wheel piece or body ¹ fitted
so as to rotate on the sleeve k; and (3) of a disc m for securing the wheel piece on
the sleeve, the said sleeve and disc being suitably recessed for the purpose of
receiving the suspending piece g.
3. For the purpose of placing the coupling loop on the draught hook of the
adjacent carriage in the direction of the axis of the hook and coupling, the employ.
ment of an arm a rigidly connected with the loop r, at right angles or nearly so
thereto, which arm 8, on raising the coupling, will strike against the bevil wheel of

page_text: the oppositely situate and loosely hanging coupling, and cause the loop to slide up
and pass over the nose of the draught hook, as described.
4. For the purpose of arranging in position the spare coupling to serve as a
safety coupling, the adaptation of a cross piece t, rigidly secured to, and movable by.
the side arm f, and by means of which, the spare hook is brought forward to
receive the spare loop of the adjoining truck or carriage.
5. The combination of the tubular shafts or axles d d, either of which serves to
lift the screw coupling to be inserted in position, the lever arms f suspended from
the axle a, and the pins e e¹ carried by discs on the ends of said shafts or axles d,
so that on the turning of the one axle d, both lever arms are free to swing, the
second shaft or axle d remaining at rest.
6. The arrangement of apparatus as shown and described with reference to
Figs. 5 and 6, for preventing the turning of the loop r out of the plane of the
draught hook, and consisting of the shortened arms ff, which are connected with
the arms 88 by links f1f1, the slotted ends of which admit of the contraction or
extension of the arms and the projections f³ on the short arms f, which projections
take underneath the links ƒ¹ƒì, substantially as and for the purpose set forth.
7. The arrangement and combination of parts herein shown and described, and
constituting a coupling apparatus for railway carriages and wagons, capable of
being worked from the side of said carriage or wagon.
}
1000