Improvements in and connected with Automatic Couplings and Centre-buffers for Railway and Tramway Vehicles.
Year: 1892

page_text: Date of Application, 27th Apr., 1892-Accepted, 25th June, 1892
COMPLETE SPECIFICATION.
Improvements in and connected with Automatic Couplings and
Centre-buffers for Railway and Tramway Vehicles.
I, JOSEPH TAYLOR of 101 St. Vincent Street Glasgow, 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:-
This invention relates to automatic couplings and centre-buffers for railway and
tramway vehicles, and it has for its object to improve their construction.
The invention consists in so making the automatic coupling and centre-buffer,
that it will meet the requirements of railway and tramway working much better
than any of the automatic couplings, heretofore made.
In my invention, the links are so arranged that they can be reversed without
alteration by the man on the ground; that they can be coupled on curves; that
they can also be coupled and locked without any compression of the buffers; and
that they can be unlocked under the same conditions. The coupling and uncoupling
is done by the shunter, on the ground, from the side of the vehicle, by raising or
lowering the levers for the purpose. The coupling is also arranged to couple at
any of the positions assumed by the links, due to the variation of the levels of the
carriages when loaded and unloaded, or from other cause the action being, that,
when the links come in contact with the buffer-box, they ride up or down inclined
planes and actuate a spring catch, so liberating the coupling hook, which I term,
from its peculiar action, a slack gathering hook. The hooks now rotate and secure
the links, and hold the buffers close together.
And in order that my said invention may be properly understood, I have hereunto
appended five explanatory sheets of drawings, whereon:-
Fig. 1 is a side elevation, partly in section, of the improved coupling and centre-
buffer, showing the parts in the uncoupled position.
Fig. 2 is a front view of the buffing-box.
Fig. 3 is a side elevation of the coupling and centre-buffer, showing the parts in
the coupled position.
Fig. 4 is a part sectional plan of Fig. 3.
Fig. 5 is a side elevation of the apparatus, shown applied to the ends of railway
carriages.
Fig. 6 is a plan of the arrangement, Fig. 5.
Figs. 7, 8, 9, 10 and 11, are enlarged detail views.
Figs. 12 and 13, show, in front elevation and section, respectively, a buffing box,
with electrical connections, applied thereto.
Fig. 14 shows a front elevation of a buffing box, with an ordinary coupling link
attached.
Fig. 15 shows in longitudinal section, a modified form of the apparatus.
Fig. 16 is a plan of part of the apparatus, Fig. 15.
Referring to the drawings, whereon the same reference letters, wherever repeated,
indicate similar or like parts :-
A is a cast-iron buffing box, which is fitted, preferably, in the centre of the end
of the carriage, as shown at Fig. 6. The buffing box is divided into two compart-
ments A, A, by a central wall A', which latter receives the impact in buffing,
and through which passes a spindle B. Fitted on the spindle B, in say the com-
partment A, is a coupling hook C, which I term, from its action, a slack gathering
hook, and also, in the compartment A', a link D. The buffer box A is cast with
inclined planes E, in compartment A³, (see Fig. 2), which guide the link D¹ up or

page_text: .
down to its coupled position. There may be short inclined planes E', as shown, in
the compartment A, to allow for play of the link D. Fitted in the compart
ment A of the box, is a plate spring J, which holds the link D in the horizontal
position. The spring J is shown to a larger scale and in side view at Fig. 9. The
spring is secured in place by a stud J. As will be seen from this figure, the hub
of the link D is made with a flat face a, which rests on the spring J, when the link
is in the horizontal position. When the link is moved in an upward or downward
direction, the corners b, b', cause a deflection of the spring. On the release of the
link, the spring will act on the hub and move it into the normal horizontal
position.
The box A is connected to the drawbar Z, by a strong pin F, which allows for
flexure in a horizontal plane, when passing round curves.
On the drawbar head, is
a strong collar K, which transmits buffing force to a sliding ferrule L, contained in
and guided by the strengthening box M. The ferrule L acts on the volute
spring N, which latter is supported in position by a cast-iron plate O, connected to
the frame O¹ of the carriage, by bolts P, P. On that end of the drawbar which
passes through the plate O, is screwed a nut Q, which has an arm Q¹ on it. On
the outer end of the arm Q', is a hub Q, through which the locking bar R,
actuated by the spiral spring S, is free to slide. Besides being used as a locking
bar, the bar R is also utilized as a spring, for bringing the coupling into the central
position, after deflection in passing round curves. The bar R, which is made of
flat steel, extends from the arm Q, through the carriage frame O', and is connected,
by a pin to the crank T, fitted on the spindle B. The crank T is made with a
projecting part or tooth L'. The pin c has vertical play in a slot d, cut in the end
of the bar R. To control the action of the locking-bar R, a spring catch H (see
plan at Fig. 7 and side view at Fig. 8) is provided. It consists of the two-armed
catch H and spring H'. The catch is pinned to two projecting lugs G, G¹, cast on
to the side of the box A, by a pin G2, around which the spring H' is also fitted.
The box is cut away at e, to allow one arm h of the catch, to project through into
the compartment A' of the buffer box, as shown at Fig. 4. The spring H¹ is so
fitted as to exert its pressure, to normally hold or force the arm into the interior
of the compartment A². When the apparatus is in the uncoupled position, the
other arm projects outward and supports or holds the projection L', of the
crank T, in the up or uncoupled position.
A shaft U, (see Fig. 4) for uncoupling, is carried across the end of the carriage
and is supported in brackets V, V. From this shaft projects an arm W (sec
Figs. 1, 2 and 3) which engages with a projection X, on the locking bar, when
rotated for uncoupling. On either end of the shaft, are actuating hand levers Y, Y¹.
The bracket V has, as shown to an enlarged scale in side view and plan at Figs. 10
and 11, inclined grooves f in it, into which corresponding projections g, made on the
side lever Y, fit and lock the lever in the horizontal or vertical positions. When
the side lever is turned from the horizontal position, the inclined faces force
the shaft U outwards, and so pull it through the brackets V, V₁, and compress the
spring washer i, which is inserted between the lever Y' and the bracket V. The
side lever still continues its motion until the vertical groove is reached, where it is
locked by the extension of the spring washer.
In Figs. 3 and 4, B¹ represents the centre buffer of another carriage.
Figs. 12 and 13, show a special electrical attachment, which may be fitted to the
centre buffers, for the purpose of conveying an electric current for guard com-
munication, lighting or other purpose. The attachment consists of a rubber
cushion or other yielding body, fitted in a suitable recess, made in or cast on the
buffer box A, and through which the wires k, from contact pieces 1, l', are carried.
The object of using a rubber or other suitable cushion, is to allow of compression,
when the buffers are brought together, so that a perfect contact is insured between
the contact pieces of each buffer. The wires k are insulated from the box A, by a
ferrule m, of ebonite or other suitable material. Behind the insulating ferrule, is
a wire coupling n, from which the wires are carried below the carriages. By this

page_text: arrangement, un electric circuit is established automatically throughout the train,
when the carriages are coupled.
Fig. 14 shows the buffer A, having its central wall A', cut out at o, and a link p,
suspended from the spindle B. This link p may be provided, in cases where
carriages, with the centre-buffer coupling, are to be connected to ordinary rolling
stock. When the link p is used, the apparatus is merely employed as a coupling,
without centre-buffer action.
The operation of the coupling is, as follows:-Immediately the carriages are
brought together (if there is variation in the level of the carriages), the projecting
link of each buffer will come in contact with inclined planes of opposing buffer box
and ride into coupling position. Before arriving at this position, it (the link) has
actuated the arm h of the spring catch H and knocked it outwards, so forcing
outwards the arm h', and thereby withdrawing it from under the projection L¹ of
the crank T. The spring locking bar R is thus allowed to shoot forward, and so
rotate or turn downwards the slack gathering hook C and so complete the coupling
operation. The locking is simultaneous in each buffer box.
By making the hook C in the peculiar shape shown, it is enabled to enter a link,
which may not project the full distance into the compartment A³, from any cause,
such as a difference in level of the wagons, and also, in the event of a link
entering to its full extent, to gather up any slack, by sinking downwards until it
fairly grips the end of the link.
Figs. 15 and 16, show a modified and cheaper arrangement of centre-buffer
coupling, for rolling stock. This is an alternative method, suitable for goods
traffic. The rotating hook y is fitted on a spindler, inserted in the buffer box A,
which, in this case, is cut out on its underside, as shown. The rotating hook q has
a locking catch &, a projection t and a hook or catch 9. u is a spring locking bar,
which passes through an opening ' in the box A. With this arrangement, when
the buffers are brought together, the entering link D' of the opposite buffer, strikes
the projection t, and rotates the hook, until the catch s passes below the locking
bar u, when the latter immediately shoots out, by the action of the spring, and
locks the hook in place. Before the catch s was locked, the hook q' passed into
and caught the link D', so that, when the catch s was locked, the link D' was also
locked or coupled. To uncouple the device, the spring locking bar u is actuated
from the side of the carriage, in the manner as shown at Fig. 6, and the hook is
then rotated back to its former uncoupled position, by the separation of the
wagons.
The coupling may be used for railway vehicles, without the buffer action, if so
desired. In this case, a light spring may be substituted for the volute spring.
The volute spring N and appurtenances, may be dispensed with, and the buffer
box A be merely fitted to the end of the carriage. This arrangement is suitable
for wagons or tramcars.
The apparatus may be altered in its details of construction, without departing
from the principle of the invention.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. The general arrangement and combination of parts of the improved coupling
and centre-buffer, substantially as hereinbefore described and shown at Figs. I to 11
of the drawings annexed.
2. In an automatic coupling for railway or tramway vehicles, the application
and use of a slack gathering hook (C), substantially as hereinbefore set forth.
3. The construction of buffer box A, substantially as hereinbefore described and
shown on the annexed drawings.
4. In automatic couplings for railway or tramway vehicles, the application and
use of a spring locking bar (R), for actuating the coupling hook, substantially as
hereinbefore described and shown on the drawings annexed.

page_text: 5. The spring catch device, or its equivalent, for releasing the spring locking
bar, substantially as hereinbefore described and shown on the drawings annexed.
6. The arrangement of uncoupling shaft U and levers Y, Y¹, with locking
projections g, which fit into corresponding grooves on the supporting bracket, and
a spring washer, or its equivalent, substantially as herein before described and
shown on the drawings annexed.
7. The combination with the improved central buffer and coupling, of an
electrical conductor, fitted to the buffer, substantially as herein before described,
with reference to Figs. 12 and 13 of the annexed drawings.
8. The modified construction of coupling, substantially as herein before described
and shown at Figs. 15 and 16 of the annexed drawings.
Dated thie 26th day of April 1900.
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.