An Improved Combined Railway Buffer and Automatic Coupling.
Year: 1889

page_text: Date of Application, 19th Aug., 1889
Complete Specification Left, 14th Oct., 1889-Accepted, 16th Nov., 1889
PROVISIONAL SPECIFICATION.
An Improved Combined Railway Buffer and Automatic Coupling.
We JOHN BROWN of No. 42 Burnett street Redfern near Sydney in the Colony of
New South Wales Carriage Builder and THOMAS HODGES JONES of Russell street
Burwood near Sydney aforesaid Writing Clerk and JOSEPH CARTER OAKMAN of
No. 17 O'Connell street Sydney aforesaid Merchant do hereby declare the nature
of this invention to be as follows:-
--
This invention has been devised in order to produce a Combined Buffer and
Automatic Coupling cheap in construction and simple in operation and at the same
time capable of being connected by means of a link with any other coupling.
This improved combined railway buffer and automatic coupling is so constructed
that when one of them approaches another a T-headed link (of the one) is presented
to a concave surface and guided to a slot (in the other) and that pressure upon the
T-headed link will cause such link to turn or partially revolve in order that the
T-head will freely pass through a presented slot and that when the pressure is relieved
such head will take its normal position locked behind the slot. This T-headed link
will retire out of danger when the buffer coupling is brought forcibly in contact with
other than another similar buffer coupling and will again return to its normal position
after the contact ceases and it may be removed when required in order that another
link may be used for coupling.
-
This improved combined railway buffer and automatic coupling consists of two main
parts both of which are of novel construction and are combined with other mechanical
parts. These two main parts are the buffer head with its peculiarly constructed face
and the peculiarly constructed T-headed link. The buffer head has a vertically hinged
connection to the vehicle preferably to or as part of the draw bar and has an upper
and a lower web carrying between them a breast or face tapering or leading in a
vertical plane to a slot through said face so that said slot is at the lowest part of a
comparatively long and deep concave surface. This concavity at one end rounds off
into convexity through which is a slot or channel leading with a slight downward
inclination from the outer edge and terminating in a circular aperture. At the back
of which aperture are bosses or bearings for a stationary vertical drop pin. The
T-headed link is twisted at its orice or has the ends of said orifice in planes at right
angles to one another, one of these ends is thickened up to form a circle and the
other end carries a shank or neck with a T-head which head is preferably tapered.
The drop pin of the buffer head passes through the twisted orifice of the link. The
circular end of the link has an inner bearing on the lower web of the buffer head
while the shank or neck has an outer bearing in the circular termination of the slot
in the convex part of the face of the buffer bead. The twisted T-headed link carries
a counterbalance weight which retains the T-head in its normal position ready for
coupling and returns it to such position after movement when not in draught. When
coupled and in draught the locked position is maintained by the peculiar shape of the
orifice which prevents any twisting movement of the link.
But in order that this invention may be clearly understood reference will now be
made to the drawings herewith in which Figure 1 is a front view of an improved com-
bined railway buffer and automatic coupling constructed according to this invention-
Figure 2 is a side elevation of the same as seen ready to "couple up"-Figure 3 is a
side elevation as seen when in the act of coupling up with the T-head" entering the
"slot" and Figure 4 is a plan partly in section of two buffer couplings as seen when
engaged or coupled up.

page_text: A is the buffer head-B the twisted T-headed link-C drop pin and D the draw
bar A¹ and A top and bottom metal or webs-A³. vertical slot-A champher
A flaring sides to slot forming a concavity-A convexity-A' slot or channel-
A circular termination of slot-A' bosses bored for drop pin-A 10 bosses-A" is
guide piece A fastening pin-B' twisted orifice-B2 circular back end-B³ shank-
B the T-head-B lever-B counterbalance weight-C¹ head-C² cotter pin-
D' vertical hinge bolt.
The buffer coupling is secured by hinge bolt D¹ through the bosses A10 to the draw
bar D of a vehicle. As vehicles having these improved buffer couplings approach one
another the T-heads B are struck by the concavity of the face or one of the flaring
sides A³ which action turns the two buffer heads A on hinge pin D¹ into position so
that the T-heads B* are opposite slots A³. At the same time the pressure causes the
link B to recede during which movement twisted orifice or passage B' moving on
pin C partially revolves said link until the T-head B passes through the slot A³ when
the weight B on lever B³ re-assuming control falls to its resting place and returns the
link B to its normal position thus locking the T-head B behind the slot A3 and com-
pleting the "coupling up." To disconnect or uncouple, the lever B is raised by
hand but preferably by means of a cord chain or other mechanism at the side of the
vehicle as well understood. This movement of the lever B gives a quarter turn to
link B and its T-head B thus leaving the latter free to pass through slot A³-If so
desired during shunting operations the lever B³ with weight Be may be temporarily
retained in its uppermost position so that no coupling of the vehicles will take place―
In the event of a vehicle being forced into contact with a stationary object such as a
bumping post or stop or with a vehicle not having the improved buffer couplings
herein described and its own buffer coupling being ready for action the blow or force
will not damage the T-headed link B but will be received by the face of the head A
as the former being free on the pin C will retire by the neck or shank B3 leaving its
bearing rest A sliding up slot or passage A' on to guide A" and lifting weight B
which weight will return said link to its normal position as soon as the contact of the
buffer head A with the obstacle is removed.
With rolling stock having a mixed system of coupling appliance this improved
buffer coupling may be used as required by withdrawing drop pin C removing link B
turning guide A" out of the way and re-inserting said pin C which then becomes an
ordinary coupling pin through an ordinary coupling link the draught being direct
through said link from pin C to hinge pin D' and the convex face of the head A
becoming the buffing face.
We would have it understood that we do not desire to claim as part of the present
invention any of the matters described and claimed by us in the specification of former
Letters Patent of Great Britain No. 5473 granted to us on the Twelfth day of April
One thousand eight hundred and eighty eight, for "An improved combined railway
buffer and automatic coupling. We would also have it understood that we do not
confine ourselves to the precise details and manner described and illustrated of and for
carrying our invention into practical operation (although we have shown the best
means we are now aware of) so long as the nature of the same be retained.
Dated this Second day of July One thousand eight hundred and eighty nine.
TATEZ

page_text: COMPLETE SPECIFICATION.
An Improved Combined Railway Buffer and Automatic Coupling.
We JOHN BROWN of No. 42 Burnett Street, Redfern near Sydney in the Colony of
New South Wales Carriage Builder and THOMAS HODGES JONES of Russell Street
Burwood near Sydney aforesaid Writing Clerk and JOSEPH CARTER OAKMAN of
No. 17 O'Connell Street Sydney aforesaid Merchant 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 has been devised in order to produce a combined buffer and
automatic coupling cheap in construction and simple in operation and at the same
time capable of being connected by means of a link with any other coupling.
This improved combined railway buffer and automatic coupling is so constructed
that when one of them approaches another a T-headed link (of the one) is presented
to a concave surface and guided to a slot (in the other) and that pressure upon
the T-headed link will cause such link to turn or partially revolve in order that
the T-head will freely pass through a presented slot and that when the pressure is
relieved such head will take its normal position locked behind the slot. This
T-headed link will retire out of danger when the buffer coupling is brought forcibly
in contact with other than another similar buffer coupling and will again return to
its normal position after the contact ceases and it may be removed when required in
order that another link may be used for coupling.
This improved combined railway buffer and automatic coupling consists of two
main parts both of which are of novel construction and are combined with other
mechanical parts. These two main parts are the buffer head with its peculiarly con-
structed face and the peculiarly constructed T-beaded link. The buffer head has a
vertically hinged connection to the vehicle preferably to or as part of the draw bar
and has an upper and a lower web carrying between them a breast or face tapering
or leading in a vertical plane to a slot through said face so that said slot is at the
lowest part of a comparatively long and deep concave surface. This concavity at one
end rounds off into convexity through which is a slot or channel leading with a
slight downward inclination from the outer edge and terminating in a circular aper-
ture. At the back of which aperture are bosses or bearings for a stationary vertical
drop pin. The T-headed link is twisted at its orifice or has the ends of said orifice
in planes at right angles to one another, one of these ends is thickened up to form a
circle and the other end carries a shank or neck with a T-head which head is
preferably tapered. The drop pin of the buffer head passes through the twisted
orifice of the link. The circular end of the link has an inner bearing on the
lower web of the buffer head while the shank or neck has an outer bearing in the
circular termination of the slot in the convex part of the face of the buffer head.
The twisted T-headed link carries a counterbalance weight which retains the T-head
in its normal position ready for coupling and returns it to such position after move-
ment when not in draught. When coupled and in draught the locked position is
maintained by the peculiar shape of the orifice which prevents any twisting move-
ment of the link.
But in order that this invention may be clearly understood reference will now be
made to the drawings herewith in which Figure is a front view of an improved
combined railway buffer and automatic coupling constructed according to this inven-
tion Figure 2 is a side elevation of the same as seen ready to "couple up"-
Figure 3 is a side elevation as seen when in the act of coupling up with the
"T-head" entering the "slot" and Figure 4 is a plan partly in section of two
buffer couplings as seen when engaged or coupled up.
A is the buffer head-B the twisted T-headed link-( drop pin and D the
draw bar-A and A2 top and bottom metal or webs-A³ vertical slot-Achampher
A flaring sides to slot forming a concavity-A convexity-A' slot or channel-
A circular termination of slot-A' bosses bored for drop pin-A bosses-A" is
6

page_text: guide piece A fastening pin-R¹ twisted orifice-B² circular back end-B³ shank-
B the T-head-B³ lever-B counterbalance weight-C¹ head-C² cotter pin-
D vertical hinge bolt.
The buffer coupling is secured by hinge bolt D₁ through the bosses A10 to the
draw bar D of a vehicle. As vehicles having these improved buffer couplings
approach one another the T-heads B are struck by the concavity of the face or
or one of the flaring sides A' which action turns the two buffer heads A on hinge
pin D into position so that the T-heads B are opposite slots A³.
At the same
time the pressure causes the link B to recede during which movement twisted
orifice or passage B₁ moving on pin C partially revolves said link until the
T-head B passes through the slot A³ when the weight Be on lever B³ re-assuming
control falls to its resting place and returns the link B to its normal position thus
locking the T-head B behind the slot A³ and completing the "coupling up." To
disconnect or uncouple, the lever B³ is raised by hand but preferably by means of
a cord chain or other mechanism at the side of the vehicle as well understood.
This movement of the lever B gives a quarter turn to link B and its T-head B*
thus leaving the latter free to pass through slot A³-If so desired during shunting
operations the lever B³ with weight B may be temporarily retained in its uppermost
position so that no coupling of the vehicles will take place-In the event of a vehicle
being forced into contact with a stationary object such as a bumping post or stop or
with a vehicle not having the improved buffer couplings herein described and its own
buffer coupling being ready for action the blow or force will not damage the T-headed
link B but will be received by the face of the head A as the former being free on the
pin C will retire by the neck or shank B3 leaving its bearing rest A sliding up slot or
passage A7 on to guide A and lifting weight Be which weight will return said link to
its normal position as soon as the contact of the buffer head A with the obstacle is
removed.
With rolling stock having a mixed system of coupling appliance this improved
buffer coupling may be used as required by withdrawing droppin C removing link B
turning guide A" out of the way and re-inserting said pin C which then becomes an
ordinary coupling pin through an ordinary coupling link the draught being direct
through said link from pin C to hinge pin D and the convex face of the head A
becoming the buffing face.
We would have it understood that we do not desire to claim as part of the present
invention any of the matters described and claimed by us in the specification of
former Letters Patent of Great Britain No. 5473 granted to us on the twelfth day of
April One thousand eight hundred and eighty eight for "An improved combined
railway buffer and automatic coupling. We would also have it understood that we
do not confine ourselves to the precise details and manner described and illustrated of
and for carrying our invention into practical operation (although we have shown the
best means we are now aware of) so long as the nature of the same be retained.
Having thus particularly described and ascertained the nature of this said inven-
tion and the manner in which the same is to be carried into effect we declare that
what we claim is :-
First A combined railway buffer and automatic coupling (with vertical hinged
connection to its vehicle) having a slotted concave face having a coupling pin and
having a twisted link with a protruding T-head substantially as herein described and
explained and as illustrated in the drawings.
Second In a combined railway buffer and automatic coupling the combination
with a coupling pin through a buffer head of a T-headed twisted link adapted to recede
upon contact with a face or head (thus partially revolving itself) and to recover its
normal position substantially as herein described and explained and as illustrated in
the drawings.
Third in a combined railway buffer and automatic coupling of the class herein
described the particular and peculiar construction of head and face and the combina-
tion with such a head and face of the coupling pin and the T-headed twisted link

page_text: with its inner and outer bearings and with its retiring slot or passage from said outer
bearing substantially as herein described and explained and as illustrated in the
drawings.
Dated this Thirtieth day of August One thousand eight hundred and eighty nine.
G. F. Redfern & Co.,
JOHN BROWN.
T. H. JONES.
J. C. OAKMAN.
4, South Street, Finsbury, London, Agents for the Applicants.