Improvements in Railway Couplings.
Year: 1899

page_text: Date of Application, 4th Sept., 1899
Complete Specification Left, 28th Mar., 1900-Accepted, 23rd June, 1900
PROVISIONAL SPECIFICATION.
Improvements in Railway Couplings.
EDWIN RICHARDSON, 41, Waverley Road, Birmingham, Manufacturer, WILLIAM
TROW, 45, Waverley Road, Birmingham Mechanical Engineer, do hereby declare
the nature of this invention to be as follows:-
The
The coupling is constructed with two links attached to the wagon hook.
two links are connected in the centre by a joint pin or bolt, and so constructed
that when being lifted up from the underside of the link nearest the hook they
become rigid thereby enabling the operator to lift them above the hook of the
wagon to which they are to be coupled. This operation is performed by an inde-
pendent cranked lever which can be used outside the buffers of the wagon and on
either side. The lever by being drawn on one side will rest in a slot or clutch
at the required elevation, until the wagons are in contact for coupling. The
operator releasing the crank from the slot or clutch, the coupling falls on the
hook of the opposite wagon and so completes the coupling.
EDWIN RICHARDSON,
WILLIAM TROW.
Improvements in Kaшway coupings.
We, EDWIN RICHARDSON, of 41, Waverley Road, Small Heath, Birmingham,
Manufacturer, and WILLIAM TROw, of 45, Waverley Road, Small Heath, Bir
mingham, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement and accompanying drawings:-
The coupling is constructed with two links attached to the wagon hooks. The
two links are connected in the centre by a joint pin or bolt, and are so con-
structed that when being lifted from the under side of the link nearest the hook,
they become rigid, thereby enabling the operator to lift them above the hook of
the wagon to which they are to be coupled. This operation is performed by an
independent cranked lever D which can be used outside the buffers of the wagon
and on either side. The lever by being drawn on one side will rest in a slot or
clutch E¹ at the required elevation until the wagons are in contact for coupling.
The operator releasing the crank from the slot or clutch, the coupling falls on to
the hook of the opposite wagon and so completes the coupling and by providing
the male and female joints with projections G pointing upwards when the

page_text: coupling is hanging at rest, and grooving the female joint below the centre of
the joint pin and the male joint above the centre of the joint pin, when the
coupling is being raised by the crank lever, the lever engages with the projection
on the male joint G, and at the same time it is raising the coupling, it also
gives another action to the male link elevating it to the required height and
angle for passing over the hook C of the opposite wagon, when the crank has
traversed the proper distance of the upper link it engages with the projections G
on the female joint, which prevents its being raised too high, and at the same
time the grooves H in the male and female joints in consequence of the revol
on the joint pin, become level with each other, thereby allowing the crank D
to engage in the grooves, the weight of the front link causes the male and female
joints to grip the crank and holds both coupling and crank in suspension ready
for connection with the opposite wagon. When the wagons are brought together,
the front link passes over the hook of the wagon to be coupled, and striking
against a bracket or plate F placed at the back of the hook, the front link is
slightly raised, thereby releasing the crank and allowing it to fall to its normal
position, and at the same time the front link falls on the hook of the opposite
wagon, giving the coupling an automatic action.
The shunter will only have to raise the lever which lifts the coupling to the
position in which they will remain until coupling is required.
When the wagons are brought together, they will, after the lever and coupling
have been raised into position, couple automatically.
In order that our invention may be fully understood we will now proceed to
describe the same with reference to the annexed two sheets of drawings.
Figure 1 Sheet 1 is an end elevation of a railway wagon showing the improved
coupling, formed of two links, A is the upper link B is the lower link, these
are jointed at the centre, C is the draw hook to which they are attached D is
a cranked lever running across the front of the wagon, supported by brackets E
one of which is halved, the lever D hangs down at the back of the link A & is
bent over the buffer at each side to form the handle.
Figure 2 is a front and side elevation of the link A.
Figure 3 is a front and side elevation of the lower link B.
Figure Sheet 2 is a side elevation showing parts of two wagons, one with
the coupling raised ready for attaching.
Figure 5 shows the wagons coupled.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
The application of the hooks G attached to the links as shown in Figures 1,
2, 3 & 5 and the form thereof, and the composite groove H as shown in
Figures 2&3 and the application thereto of the cranked lever D.
Dated this Twenty-sixth day of March 1900.
EDWIN RICHARDSON.
WILLIAM TROW.