A Means for Automatically Coupling Railway Wagons and the like.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
A Means for Automatically Coupling Railway Wagons and the like.
THOMAS EAGLESFIELD, Mechanical Engineer, No. 1, Gratton Terrace, Crickle-
wood, N.W., in the County of Middlesex, do hereby declare the nature of this
invention to be as follows:
This invention relates to a new and useful improvement for automatically
coupling or uncoupling railway wagons & the like from the outside whereby
danger and risk of life to men concerned is avoided.
With this invention I still use the existing parts known as links which are
attached to each end of railway wagons and are known as the coupling links.
To these couplings or links I attach a specially designed slotted radius link
which in combination with a lever attached to a rod, extending the width of
the said wagon at each end. To each end of the said rod I attach a handle or
lever or other device for the purpose of working the same. whereby the couplings
or links may be made to couple up or uncouple automatically with other wagons &
the like, thereby preventing risk of injury to persons whose duty it is to
couple & uncouple railway wagons.
COMPLETE SPECIFICATION.
A Means for Automatically Coupling Railway Wagons and the like.
THOMAS EAGLESFIELD, Mechanical Engineer, 1, Gratton Terrace, Cricklewood,
London, N.W., in the County of Middlesex, 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 new and useful improvements for automatically or
non-automatically coupling and uncoupling railway wagons and the like from
the outside whereby danger and risk of life to men concerned-through having
to go between the buffers, or stand between vehicles which are to be coupled
together, or use a pole is avoided.
With my invention I still use the existing parts known as links or couplings,
drawbars, and buffers, none of the present appliances being abolished.
In the accompanying sheets of drawings:-
Figure 1 represents two railway wagons with my improved coupling arrange-
ment. coupled together, the coupling being extended in the running position.

page_text: Figure 2 represents the end of a railway wagon with the coupling arrange-
ment down out of action as it is on one of the wagons in Figure 1.
Figures 3 and 4 are similar to Figures 1 and 2 being a plan of same.
Figures 5 and 6 represent the bottom of a wagon with my improved coupling
arrangement and shewing the two methods of automatic action by which the
wagons or other vehicles can be coupled together. In Figure 5 the action is
obtained by contact with the end of the buffer ram and in Figure 6 by means
of a plunger brought under the wagon and inserted through a hole in the
buffer head.
Figure 7 represents a side view of the method of automatic action as applied
in Figure 6. By this arrangement absolute certainty of action is obtained as
soon as the buffers of the next wagon come into contact with the plungers which
extend slightly beyond the buffers. By this means also the automatic action
can be applied to dead-or wooden-buffered wagons with the same results.
Figure 8 represents a specially designed slotted radius link which is rivetted
by two rivets to a small snug which is welded on the end link of the coupling.
This slotted radius link is connected with an arm by which means the couplings
are manipulated.
Figure 9 represents the plan and side view of the arm which is connected to
the slotted radius link and to the shaft or rod extending across the end of the
wagon by which means the coupling is worked. It is fitted with a locking
joint in centre which works when the wagons are buffered together and the hole
through which the shaft or rod passes is rhymered out, as shewn in the drawing,
and allows a rocking action on the shaft, thus preventing any strain on the
apparatus, either when the wagons are buffered tight together or when passing
round curves.
Figure 10 represents the cam and catch by which means the automatic action
is governed.
Figure 11 represents two railway wagons with my improved coupling arrange-
ment shewing one of the couplings up in the position for being coupled on to
the drawbar hook by means of the automatic action.
Figure 12 represents the plan and side view of the lever which is fixed to the
shaft and is used to raise the arm. It also regulates the lateral movement of
the arm.
I arrange a shaft or 1od (A) across the end of the wagon or other vehicle,
provided with suitable bearings (B) for same to turn in, and mount the bearings
in such a manner that the shatt is free to rotate when turned by means of a
handle or lever or other device (C) placed on each end of the shaft or rod. (A).
Attached to the shaft or rod (A) is a lever (1)) on which rests an arm (E) which is
loosely attached to the shaft or rod (A) by the shaft merely passing through it.
This arm is connected at its opposite end to a slotted radius link (F) in the slot
of which it can work freely. This link (F) is attached to the end link of the
coupling, being rivetted to a snug which is welded on the link. By depressing
the handle (C) the coupling is raised up above the level of the drawbar hook
and is held in that position by a catch (G) which works on a cam (H) which is
fixed to the shaft (A). The vehicles are coupled together automatically by the
buffers coming into contact, causing the buffer ram to strike a projection behind
it, which is attached to a bar (I) underneath the wagon, or by the buffer striking
the plunger (J) which is attached to the bar (I) and is brought under the wagon
and up through a hole drilled in the buffer head, and which protrudes through
the buffer head a short distance. The catch (G) is thus liberated it being held
in position by the coil spring (K) and the coupling falls on to the drawbar hook,
being coupled on in the usual way. It is then quite free, this being allowed
for in the slotted radius link (F) in which the arm (E) works. By means of
this slotted radius link (F) the coupling may either tighten or become slack.
the arm (E) altering its position in the slot of the link as the coupling alters. or
if necessary the locking joint on the arm (E) bends, should the slotted radius

page_text: link (F) not allow of sufficient action. Also, to allow of the passing round curves
without difficulty, the hole on the arm (E) through which the shaft passes is
rhymered out and being quite free on the shaft it allows of a rocking action
thus allowing the coupling to alter its position as required without in any way
straining the apparatus.
When it is desired to disconnect or uncouple the coupling from the hook
this is done by depressing the handle (C) on either side of the vehicle which
gives to the lever (D) an upward motion causing the arm (E) to rise, and the
coupling is readily lifted out of contact with the drawbar hook. The catch (G)
then holds it in that position, it being uncoupled. Or, should the catch (G) not.
take action through the buffers being compressed, or should the coupling be
required to be dropped down out of action for any reason this can be done by
means of the bar (L) which extends across the end of the wagon or other vehicle
and is connected with the arm (E). After depressing the handle (C) the
bar (L) is moved laterally which pushes the arm (E) along the shaft causing
the coupling to move sideways clear of the drawbar hook and by then liberating
the handle (C) the coupling drops down out of automatic action.
If the coupling is down out of automatic action and is required to be coupled
on to another vehicle this is accomplished by depressing the handle (C) on
either side of the vehicle, the coupling rises, readily passing the drawbar hook
and by then liberating the handle (C) the coupling drops on to the drawbar
hook and is coupled on.
Should the coupling be up for automatic action and for some reason is required
to be dropped down, this is easily done by means of the handles on the ends
of the bar (I) under the vehicle on each side. By pulling either of them slightly
towards the wheel of the vehicle the catch (G) is liberated from the cam (H)
and the coupling falls down out of action.
If the automatic action is not required on the wagons or other vehicles, these
parts, consisting of the catch (G). cam (H), bar (I), plungers (J), and the coil
spring (K), are left off. The coupling then when not coupled to another vehicle
always remains hanging down. When it is required to be coupled on to another
vehicle this is done by depressing the handle (C) on either side of the vehicle
causing the coupling to rise above the drawbar hook, which it passes freely,
and by then releasing the handle (C) the coupling drops down on to the drawbar
hook and is coupled on in the usual way.
When it is desired to disconnect or uncouple the coupling from the hook
this is done by depressing the handle (C) on either side of the vehicle which
gives the lever (D) an upward motion causing the arm (E) to rise, and the coupling
is readily lifted out of contact with the drawbar hook, the bar (L) which extends
across the end of the wagon or other vehicle and which is connected to the
arm (E) is then moved laterally. which pushes the coupling sideways clear of
the drawbar hook and by then releasing the handle (C) the coupling drops down
and the vehicles are uncoupled.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
non-
1. The improvements in coupling and uncoupling automatically or
automatically railway wagons and the like substantially as herein before described
and as illustrated in the accompanying drawings.
2. In couplings for railway wagons and the like the use of a shaft to which
are connected, by means of lever, arm. slotted radius link, and other devices,
the links of the coupling, and constructed and arranged in such a manner that
the links may be coupled to the drawbar hook or uncoupled from the drawbar
hook substantially as herein before described and as illustrated in the accom-
panying drawings.
3. In couplings for railway wagons and the like the use of a bar actuated by

page_text: the buffer rams, or by means of plungers, and operating a catch to release the
hand lever shaft and constructed in such a manner that the links may be coupled
to the drawbar hook automatically, substantially as herein before described and
as illustrated in the accompanying drawings.
Dated this 17th day of February 1900.