Improvements in Couplings for Railway Vehicles.
Year: 1894

page_text: Date of Application, 30th Nov., 1894-Accepted, 12th Jan., 1895
Improvements in Couplings for Railway Vehicles.
We, RUDOLF HAUB of 10 Melchoirstrasse, Berlin, Engineer, and BOTHO
ALBERT SCHENCK of 10 Fasanenstrasse, Charlottenburg, retired Army Captain,
both in the German Empire, 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 couplings for railway vehicles by means of which two
vehicles are automatically coupled by being brought together, and its objects are
to effect the coupling in a simple and efficient manner and so that the connection
once made may not be accidentally released.
The accompanying drawings, reference to which is hereinafter made, illustrate
the construction and arrangement of the improved coupling and the method of
operation.
Figure 1 illustrates in elevation the coupling applied to the adjacent ends of two
vehicles.
Figure 2 represents a plan of the same coupling.
The draw bars A a each carry a hinged or pivoted link or bow Bb capable of
falling over the hook C or c of the opposite draw bar. The links B bare pivoted
within the slots M m formed in the extensions V upon the draw bars. Upon the
left hand side of Figure 1 the parts are shewn with the link in its raised position
and on the right hand side after coupling has been effected. Similar letters of
reference are employed to denote similar parts, small letters being used in
connection with one vehicle and capitals with the other. The couplings upon each
end of each vehicle are alike so that it will only be necessary to describe one of
them. The draw bar A is guided within the frame R so as to be incapable of
rotation and is furnished with the springs Q and T, P.
The slot M is so shaped that the link B is capable of two movements therein,
rotary and linear. The pin or spindle N of the link is formed with two flats upon
its side so that it can pass the narrow part of the slot. The link B is attached by
means of cords or chains O to the end of a forked lever G secured to a shaft H
carried by the bearings U and furnished at one end with a handle J. The forked
lever carries a pin K capable of engaging with the upper end of an oscillating
lever E the other end of which has attached a link D suitably shaped and guided
by the plate L. The lever E is pivoted upon a suitable bracket F. As shewn on
the left hand side of Figure 1 the link b is maintained in its raised position by the
engagement of the pink with the upper end of the lever e.
When two vehicles are to be coupled together the hooks C c on the ends of their
respective draw bars are brought into contact. Further pressure causes the draw
bars to be pressed into the frames of the vehicles and as it is impossible to make
the springs Qg of exactly the same strength one of the draw bars is bound to be
moved to a greater distance than the other. We will assume that the draw bar A
has the greater movement, the positions of the parts at the commencement of the
movement being shewn at the other side of the figure. The projection V comes
into contact with the end of the link D and moves the lower end of the lever E
backwards thus moving the upper end forward away from the pin K and allowing
the link B to fall by rotation on its pivot. This rotation is continued until the
link comes to the point of the opposite hook c when the flats upon the spindle N
come into such a position as to allow it to fall down the slot M the link B assuming
the position shewn on the right hand side of the figures. The link B can not be

page_text: An
raised by a simple rotation as its centre of rotation has been moved backwards.
additional security against accidental disengagement is provided by the second link
falling upon the first. Owing to its shape the link D is raised by the plate I/out
of the path of the projection V after the pin K has been released, thus preventing
any shock or damage to the mechanism by excessive movement of the draw bar A.
The falling of the link B effects the partial rotation of the shaft H.
To disconnect the vehicles the handle J of the shaft H is turned and the chains
or cords O raise the spindle N of the link B to its highest position in the slot M.
The link is here capable of rotary movement and the further movement of the
handle J causes it to rotate until it is clear of the hook c and is in its highest
position. The lower end of the lever E then swings forward and its upper end
engages with the pin K and holds the coupling in its highest position.
In order to prevent coupling taking place when it is not desired, such for
instance as in the operation of shunting, a hook X or other similar device is
mounted upon the vehicle and may be engaged with a projection W upon the
handle J or the shaft H so as to prevent the rotation of the latter.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. In an automatic coupling for railway vehicles the combination of a booked
moveable draw bar, having a slotted projection formed thereon, a bow or link
pivoted within the slotted projection, a lever or similar device by means of which
the parts are released upon the backward movement of the draw bar, and a shaft
for raising the link to effect uncoupling, all constructed arranged and operating
substantially as hereinbefore described and as illustrated by the accompanying
drawings.
2. An automatic coupling for railway vehicles constructed arranged and operated
substantially as hereinbefore described and as illustrated by the accompanying
drawings.
Dated this 28th day of November A.D. 1894.
WILLIAM E. HEYS,
Agent for the Applicants.