Improvements relating to the Coupling of Wheels of Locomotive Engines and Railway Vehicles.
Year: 1893

page_text: The decision of the Comptroller-General, of the 27th day of April 1894,
allowed, under Section 18 of the Patents, &c. Act, 1883, an Amendment
of this Specification.
Date of Application (in United Kingdom), 6th May, 1893
Complete Specification Left, 12th Sept., 1893-Accepted, 23rd Dec., 1893
PROVISIONAL SPECIFICATION.
Improvements relating to the Coupling of Wheels of Locomotive
Engines and Railway Vehicles.
I, LOUIS ANATOLE BRIÈRE, of 95 Boulevard Beaumarchais, Paris, in the
Republic of France, do hereby declare the nature of this invention to be as
follows:-
My invention relates to the coupling of wheels of locomotive engines and railway
vehicles.
The said invention has for its object to enable the number of coupled axles to be
increased and consequently the tractive force to be augmented while facilitating the
passage of the coupled axles around curves.
The problem which I propose to solve is as follows:
Two consecutive axles susceptible of angular, longitudinal or lateral displacement
relatively to each other, being provided with wheels of the same diameter, the
object is to connect them, by substituting for the ordinary rigid coupling rod of
invariable length an adjustable coupling rod which allows the axles to move
independently and does not therefore interfere at all with their relative displacement,
supposing of course that there is no obstacle to such coupling.
Attempts have heretofore been made to achieve this result by the aid of *** gear
wheels, endless chains and the like. For this purpose I make use of the coupling
rod.
Imagine that an ordinary coupling rod uniting two consecutive axles is cut into
two parts which may be of unequal length, and that after having separated the two
segments a little from each other parallel to themselves, they are prolonged so that
they pass by the side of each other a certain length.
I widen the free end of one of the two segments to provide two bearings in order
that I may firmly fix thereto a piece, preferably made of cast steel and which I
will call a junction box, presenting an interior space the height of which is exactly
equal to the supposed constant height of the other rod segment so that the latter,
engaging with the cavity may slide therein with little friction precisely in the
middle when the engine is on a straight line. The width of this cavity is sufficient

page_text: for enabling the second segment to perform lateral oscillations the nature of which
will hereinafter be explained.
Thus constituted the improved coupling rod is ready to operate, with a reservation
to which I will now refer.
It should be remembered first that the coupling rods have no very great
transverse strain to bear except around curves of the railway.
But there is on the other hand a component of the tangential force transmitted
by the crank; this component passes in the direction of the length of the
coupling rod and it is absolutely necessary to neutralize it, otherwise the two
segments would simply slide one upon the other and the coupling would not
take place. I will hereinafter state how this difficulty may disappear. Suppose it
for the moment solved and see how my system of coupling will work on a straight
line and around a curve.
On a straight line the two segments are parallel, and as they cannot be separated
in the direction of the height the rod operates like an ordinary coupling rod.
Around a curve, several cases have to be examined, first that of divergent axles,
which for example occurs for the last axle of the engine and the first axle of the
tender even when they are deprived of all play.
Suppose the junction boxes are fixed upon the outer faces of the segments and
not upon the inner faces or those which are turned towards the line, the outer rod
that is to say the one placed on the side farthest away from the centre of the curve
tends to bend and lengthen while the inner rod tends to bend and shorten.
In contradistinction from ordinary rigid coupling rods of invariable length my
improved adjustable coupling rods easily adapt themselves to this double action.
In the outer rod is produced a sliding movement and a reciprocal inclination of
the two segments one relatively to the other so as to increase the length of the
said rod, while in the interior of the curve the inverse effect is produced, the
sliding of the two segments corresponding here to a shortening of the rod.
All these effects are produced without any difficulty and permit of the divergence
of the axles which nevertheless do not cease to be connected.
If in lieu of being able to assume divergent positions the neighbouring axles to
be connected were constrained to remain parallel while possessing a certain amount
of lateral play, as often happens when they belong to the same frame, the second
segment would be displaced parallel to itself, approaching according to circum-
stances now the first segment and then the interior side of the junction box.
Lastly if the two kinds of relative displacement before examined occur
simultaneously which ordinarily happens when the two axles belong to different
frames, these displacements will take place without any more difficulty than before,
provided the width of the junction box and the initial separation of the segments be
sufficient.
I will now describe some details of construction which result from the nature of
the device.
1. Sometimes too much friction or beating of the second segment in the junction
box might have to be feared. Suppose this inconvenience to exist it appears to be
easy to suppress it or at least to diminish it sufficiently by means of two springs
fixed to the interior vertical sides of the box and of the first segment, which
springs press the second segment more or less strongly between them.
2. The pressure against the upper and lower edges of the second segment being
very strong it will be advantageous to give the segment in question an I shaped
section at least in the part susceptible to come in contact with the junction box.
This widening of the lower and upper parts of the second segment may however
be obtained by various known means, for instance by angle-irons or by a lining or
the like.
It may be observed that compared with certain other parts of the locomotive
engine the second segment has in its box but rarely small movements, which enables
the lubricating device, if not to be dispensed with, at least to be reduced to the
minimum.

page_text: 3. It is clear that the two segments, as they do not coincide, must be arranged
on their respective pins at unequal distances from the crank.
I will now revert to the difficulty before referred to with regard to the effects of
the tangential force.
The component of this force, as I have stated is parallel to the direction of the
coupling rod; and this component would have the effect of either causing the
second segment to move back into the box of the first segment or to pass out
according to circumstances.
There would therefore be a shortening or lengthening of the rod not compensated
for by concordant movements in the crank pins, contrarily to what takes place
when the reciprocal sliding movement of the two segments is determined by the
passage of the axles around curves of the line. The two segments would con-
sequently cease to be parallel to the rolling plane, and no coupling could take
place.
Accordingly it is needful to oppose such an injurious effect, for which purpose it
is sufficient to maintain the two segments by any suitable means always parallel to
the rolling plane in the to and fro movements which they perform.
Now this result will be obtained if one segment is firmly connected with the other
segment attached to the same pin and placed on the other side.
From the moment when the two segments are firmly connected, one of them
cannot oscillate and occupy an inclined position relatively to the rolling plaue nor
consequently slide upon the adjoining segment under the action of the tangential
force alone. The position parallel to the rolling plane being maintained by all the
rod segments without exception the coupling is then ensured. It would be the
same if the two segments were replaced in the space between the second and third
axles by an ordinary rod.
In order that the coupling may take place it will generally be sufficient that the
first or the second segment forms one piece either with the neighbouring segment
or with the ordinary coupling rod attached to the same journal or pin. From this
results that with the improved system of rods the coupling cannot take place for
two pairs of wheels only. It requires at least three coupled axles, which will
almost always be the case when the question of its employment has to be
considered.
The part thus formed by the union of the two segments attached to the same
journal operates exactly like ordinary coupling rods. And generally speaking
from this point of view, whether the two segments are separated at the extremity
of a series of coupled axles, or whether, being placed in an intermediate position,
they are connected two and two as before explained, the well known means, both
as to constructing the heads of the rods and keeping them upon the crank pins at
the desired distances, are applicable to them in every particular. Instead of
making the two segments and the head of wrought iron, when these three parts are
to form one piece, I may if preferred form the head of the two parts connected as
in the case of the heads with a removable strap. The said strap is then made of
wrought metal either with the segment or with the ordinary rod to which it is
attached.
In case several consecutive intermediate bars are provided with my system of
coupling I may even, if deemed expedient, and with certain restrictions, retain,
without interfering with the operation of the system, the horizontal articulations
which it is customary to place at the head of each body of the coupling rod in
ordinary multiple coupling rods articulations which are generally equal in number
to that of the intermediate bars less one.
For this purpose it is necessary that one of the intermediate bars shall possess
an ordinary coupling, rod and that the articulations which I mention shall be in
each intermediate bar provided with my system, placed at the extremity farthest
away from this ordinary connecting rod, which suffices under these conditions to
preserve for the whole of the connecting rods all their rigidity and all their
efficiency..

page_text: As to the minimum of width to be given to the junction boxes, this depends on
several conditions (distances of axles, minimum radius of curves of the line, amount
of lateral play and the like). It should here be stated that this width should not,
it seems to me, exceed nor even attain often 8 or 10 centimetres for boxes
connecting two axles belonging to the same frame, and 12 or 15 centimetres for
boxes placed between the engine and the tender. The segment must exceed only
by the amount strictly necessary the extremity of the box in which it is adapted to
slide.
In an arrangement of the junction box which appears to me especially adapted
for connecting the locomotive engine with its tender the box is formed of two
distinct parts connected on one side by bolts and held on the other side by means
of wedges against the two bearings provided on the first segment. By employing
wedges of various thicknesses I may vary the interior height of the junction box
by means of nuts on bolts. The bolts pass through holes made oval in the vertical
direction in order that they may adapt themselves to these movements.
The principal application of my system of coupling appears to be to utilize the
adhesion of the tender, the wheels of which must in this case of course have the
same diameter as those of the engine to which they may be connected.
For instance in the case of a goods engine with three axles coupled by ordinary
connecting rods and its tender carried by two or three pairs of wheels I unite the
latter together by the aid of ordinary coupling rods; then I unite the engine with
the tender by two of my improved coupling rods, one or both of the segments
forming one piece with the ordinary neighbouring rods.
In view of the great distance which generally separates the last pair of wheels
of the engine and the first pair of wheels of the tender I may if desired place the
junction box on the inner face of the first segment. Even in this comparatively
unfavourable position the box will almost always have the room necessary for its
operation without coming in contact with the wheels. But generally the
arrangement of the junction box on the outer face of the first segment appears to
be preferable. If there is occasion for it I may connect any vehicle to the tender
in a similar manner to that hereinbefore described for coupling the tender to the
engine. In the case of axles belonging to the same frame the ordinary connecting
rods are in general applicable to two or three pairs of axles, at least; it is rarely
necessary to replace them by adjustable rods. However when it is desired that
the transverse play, perpendicular to the transverse axis of the frame provided
with one or more coupled axles, shall operate with facility, and also when it is
proposed to add one or more axles to the series of axles already coupled, it will be
expedient as regards the axles in question to use my coupling rods, each inter-
mediate axle carrying the second segment and the first segment which form one
piece together as before explained and follow one another in the same order for all
the axles. It is then needful, for ensuring the coincidence of the second segments
with the boxes of the first segments, to distribute these boxes alternately on the
inner and outer faces of these first segments which consequently recede from and
approach alternately the outer plane of the wheels. I may however if desired
arrange on one side only, either on the inside or on the outside of the box, all the
junction boxes without exception, placing them upon the two rod segments attached
to the same journal instead of alternating them. Each journal then bears only upon
segments of the same kind namely either the second or the first.
For facilitating the placing and operation of the boxes under certain circumstances
they may also be placed nearer the axles to which the segments carrying them are
attached; for it is not absolutely necessary that the two segments should be equal,
and that the box should occupy precisely the middle of the system of coupling.
For diminishing the great width of the junction box I may modify the coupling
rod as regards its dimensions with the object of imparting to it when possible a
certain flexibility in the transverse direction without injuriously reducing its rigidity
and its resistance in the direction of the height.
It may be observed that the section of a part operating, like the coupling rols,

page_text: almost exclusively under the action of vertical or longitudinal strains has of course
a very much greater dimension in height than in thickness; the thickness generally
used for such parts may even be diminished to a certain point, if this diminution be
compensated for by an augmentation of the height.
In this manner a certain flexibility might possibly be communicated to the
coupling rod in the transverse direction, which although very slight is sufficient for
enabling the reciprocal sliding movement of the two segments in the passage around
curves to be effected without difficulty, even after the segments should have been
previously brought in direct contact. The length of the junction box would
thereby be reduced to that necessary for the reception of the thickness of the
segment.
This does not appear to me impossible, at least for certain engines the coupling
rods of which, as they need not transmit very considerable strains especially when
they are very far away from the driving axle, have comparatively small
dimensions.
For this latter case tough steel is the metal preferably employed.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION (AMENDED).
Improvements relating to the Coupling of Wheels of Locomotive
Engines and Railway Vehicles.
I, LOUIS ANATOLE BRIÈRE, of 95 Boulevard Beaumarchais, Paris, in the
Republic of France, 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:-
My invention relates to the coupling of wheels of locomotive engines and
railway vehicles.
The said invention has for its object to enable the number of coupled axles to be
increased and consequently the tractive force to be augmented while facilitating the
passage of the coupled axles around curves.
The problem which I propose to solve is as follows: Two consecutive axles
susceptible of angular, longitudinal or lateral displacement relatively to each
other, being provided with wheels of the same diameter, the object is to connect
them, by substituting for the ordinary rigid coupling rod of invariable length an
adjustable coupling rod which allows the axles to move independently and does
not therefore interfere at all with their relative displacement, supposing of course
that there is no obstacle to such coupling. Attempts have heretofore been made
to achieve this result by the aid of gear wheels, endless chains and the like. For
this purpose I make use of the coupling rod.
In order that my said invention may be readily understood I have represented
by way of example in the accompanying drawings my improved system of
coupling.
Figure 1 is an elevation of the junction box.
Figure 2 is a vertical section on the line T-Z.
Figure 3 is a horizontal section on the line X-Y.
Figures 4 and 5 show the several positions which the segments may occupy
relatively to each other.
Figures 6, and 7, 10 and 11 illustrate a modification.
Figures 8 and 9 are side elevations..
Imagining that an ordinary coupling rod uniting two consecutive axles is cut
into two parts which may be of unequal length, and that after having separated

page_text: Опа
the two segments a little from each other parallel to themselves they are pro-
longed so that they pass by the side of each other a certain length, I widen the
free end of one of the two segments S to provide two bearings (Figures 1, 2
and 3) in order that I may firmly fix thereto a piece B preferably made of cast
steel and which I will call a junction box, presenting an interior space the height
of which is exactly equal to the supposed constant height of the other rod
segment S¹ so that the latter, engaging with the cavity may slide therein with
little friction precisely in the middle when the engine is on a straight line. The
width of this cavity is sufficient for enabling the segment S₁ to perform lateral
oscillations the nature of which will hereinafter be explained. Thus constituted
the improved coupling rod is ready to operate, with a reservation to which I will
now refer.
It should be remembered first that the coupling rods have no very
great transverse strain to bear except around curves of the railway. But there is
on the other hand a component of the tangential force transmitted by the crank;
this component passes in the direction of the length of the coupling rod and it is
absolutely necessary to neutralize it. Otherwise the two segments would simply
slide one upon the other and the coupling would not take place. I will hereinafter
state how this difficulty may disappear. Suppose it for the moment solved and see
how my system of coupling will work on a straight line and around a curve.
straight line the two segments S and S' are parallel, and as they cannot be
separated in the direction of the height the rod operates like an ordinary coupling
rod. Around a curve, several cases have to be examined, first that of divergent
axles, which for example occurs for the last axle of the engine and the first axle
of the tender even when they are deprived of all play. Suppose the junction
boxes are fixed upon the outer faces of the segments S and not upon the inner
faces or those which are turned toward the line. The outer rod that is to say
the one placed on the side farthest away from the centre of the curve tends to
bend and lengthen while the inner rod tends to bend and shorten. In contra-
distinction from ordinary rigid coupling rods of invariable length my improved
adjustable coupling rods easily adapt themselves to this double action.
the outer rod is produced a sliding movement and a reciprocal inclination of the
two segments one relatively to the other. The segment which occupied the
position (1) passes to the position (2) (see diagram Figure 4). In the interior
of the curve the inverse effect is produced (same figure), and the sliding of the
two segments corresponding here to a shortening of the rod brings the segment S¹
to the point M. The segment then occupies the position (3) indicated in dotted
lines. All these effects are produced without any difficulty and permit of the
divergence of the axles which nevertheless do not cease to be connected. If in
lieu of being able to assume divergent positions the neighbouring axles to be
connected were constrained to remain parallel while possessing a certain amount
of lateral play, as often happens when they belong to the same frame, the
segment S would be displaced parallel to itself, approaching according to
circumstances now the segment S and then the interior side of the junction box
(diagram Figure 5). Lastly, if the two kinds of relative displacement before
examined occur simultaneously which ordinarily happens when the two axles belong
to different frames, these displacements will take place without any more difficulty
than before, provided the width of the junction box, and the initial separation
of the segments be sufficient.
In
I will now describe some details of construction which result from the nature of
the device.
First. Sometimes too much play or beating of the segment S' in the junction box
might have to be feared. Suppose this inconvenience to exist it appears to be easy
to suppress it or at least to diminish it sufficiently by means of two springs fixed to
the interior vertical sides of the box and of the segment S, which springs press
the segment S'more or less strongly between them.
Second. The pressure against the upper and lower edges of the segment S₁ being
very strong it will be advantageous to give the segment in questi on an I shaped.

page_text: section at least in the part susceptible to come in contact with the junction box.
This widening of the lower and upper parts of the second segment S₁ may however
be obtained by various known means, for instance by angle-irons or by a lining or
the like. It may be observed that compared with certain other parts of the
locomotive engine the segment S₁ has in its box but rarely small movements, which
enables the lubricating device, if not to be dispensed with, at least to be reduced
to the minimum.
Third. It is clear that the segments S and S¹ as they do not coincide, must be
arranged on their respective pins at unequal distances from the crank.
I will now revert to the difficulty before referred to with regard to the effects of
the tangential force. The component of this force, as I have stated is parallel to
the direction of the coupling rod; and this component would have the effect of
either causing the segment S¹ to move back into the box of the segment S or to
pass out according to circumstances. There would therefore be a shortening or
lengthening of the rod not compensated for by concordant movements in the crank
pins, contrarily to what takes place when the reciprocal sliding movement of the
two segments is determined by the passage of the axles around curves of the line.
The two segments would consequently cease to be parallel to the rolling plane, and
no coupling could take place (see diagram Figure 8). Accordingly it is needful
to oppose such an injurious effect, for which purpose it is sufficient to maintain the
two segments S and S' by any suitable means always parallel to the rolling plane
in the to and fro movements which they perform. Now this result will be
obtained if one segment S¹¹, (diagram Figure 9) is firmly connected with the other
segment S attached to the same pin and placed on the other side. From the
moment when the two segments S1 and S2 are firmly connected, one of them S¹¹
cannot oscillate and occupy an inclined position relatively to the rolling plane nor
consequently slide upon the adjoining segment S' under the action of the tangential
force alone. The position parallel to the rolling plane being maintained by all the
rod segments without exception, the coupling is then insured. It would be the
same if the segments S' and S₁' were replaced in the space between the second and
third axles by an ordinary rod.
In order that the coupling may take place it will generally be sufficient that one
of the two segments S or S¹ forms one piece either with the neighbouring segment
or with the ordinary coupling rod attached to the same journal or pin. From this
it results that with the improved system of rods the coupling cannot take place for
two pairs of wheels only. It requires at least three coupled axles, which will
almost always be the case when the question of its employment has to be considered.
The part thus formed by the union of the two segments S and S' attached to the
same journal operates exactly like ordinary coupling rods. And generally speaking
from this point of view, whether the segments and S are separated at the
extremity of a series of coupled axles, or whether being placed in an intermediate
position, they are connected two and two as before explained, the well-known
means, both as to constructing the heads of the rods and keeping them upon the
crank pins at the desired distances, are applicable to them in every particular.
Instead of making the two segments and the head of wrought iron, when these
three parts are to form one piece, I may if preferred form the head of the two
parts connected as in the case of the heads with a removable strap. The said strap
is then made of wrought metal either with the segment or with the ordinary rod to
which it is attached.
Figures 6 and represent an arrangement of the junction box which appears
to me especially adapted for connecting the locomotive engine with its tender. As
shown in the drawings, the box is formed of two distinct parts connected on one
side by bolts and held on the other side by means of wedges C against the two
bearings provided on the segment S. By employing wedges of various thicknesses
I may vary the interior height of the junction box by means of nuts on bolts H.
The bolts D D D pass through holes. made oval in the vertical direction in order
that they may adapt themselves to these movements.

page_text: The principal application of my system of coupling appears to be to utilize the
adhesion of the tender, the wheels of which must in this case of course have the
same diameter as those of the engine to which they may be connected. For
instance in the case of a goods engine with three axles coupled by ordinary
connecting rods and its tender carried by two or three pairs of wheels I unite the
latter together by the aid of ordinary coupling rods. Then I unite the engine
with the tender by two of my improved coupling rods, one or both of the segments
forming one piece with the ordinary neighbouring rods. In view of the great
distance which generally separates the last pair of wheels of the engine and the
first pair of wheels of the tender I may if desired place the junction box on the
inner face of the segment S. Even in this comparatively unfavourable position
the box will almost always have the room necessary for its operation without
coming in contact with the wheels. But generally the arrangement of the junction
box on the outer face of the segment S appears to be preferable.
If there be occasion for it I may connect any vehicle to the tender in a
similar manner to that hereinbefore described for coupling the tender to the
engine.
In case of axles belonging to the same frame the ordinary connecting rods are
in general applicable to two or three pairs of axles at least. It is rarely necessary
to replace them by adjustable rods. However when it is desired that the transverse
play, perpendicular to the transverse axis of the frame provided with one or more
coupled axles, shall operate with facility, and also when it is proposed to add one
or more axles to the series of axles already coupled, it will be expedient as regards
the axles in question to use my coupling rods, each intermediate axle carrying the
segment S¹ and the segment S which form one piece together as before explained
and following one another in the same order for all the axles. It is then needful,
for insuring the coincidence of the segments S' with the boxes of the first
segments S to distribute these boxes alternately on the inner and outer faces of
the segments S which, consequently recede from and approach alternately the outer
plane of the wheels. I may however if desired arrange on one side only, either on
the inside or on the outside of the box, all the junction boxes without exception,
placing them upon the two rod segments attached to the same journal instead of
alternating them. Each journal then bears only upon segments of the same kind,
namely, either the second S' or the first S.
For facilitating the placing and operation of the boxes under certain circum-
stances, they may also be placed nearer the axles to which the segments carrying
them are attached; for it is not absolutely necessary that the segments S and S¹
should be equal, and that the box should occupy precisely the middle of the system
of coupling.
When the system of coupling is employed for connecting axles belonging to the
same frame and having no other than lateral play, that is to say perpendicular to
the longitudinal axis of this frame or if desired parallel to the axis of the axle
itself, the property possessed by this system of adapting itself to variations in the
respective distances of the coupled axles and also to changes in their parallelism
is not utilized, beeanse there is no necessity either for any lengthening or shortening
or for any angular displacement. In this case I use a simpler arrangement-which I
will proceed to describe.
When a locomotive engine has more than two connected axles the ordinary
coupling rods which follow each other in-succession in the same vertical plane are,
with the exception of a single one next to the driving rod, provided with an
articulation having a horizontal axis placed at the extremity nearest to this
exceptional rod which when alone presents no discontinuity. These artionlations
have for their object to adapt themselves to-small changes of level resulting on the
same line of rails either from the sinking of a sleeper or from other cause, and
obviating the inconveniences which may arise if the whole furnished by the
succession of rods in a straight line were absolutely rigid. These articulations are
constituted by prolonging the strap of the head of the connecting rod which

page_text: appendix the form of a tenon rounded at the end, and embraced with little friction
by the two branches of the fork which terminates the following rod on this side.
The tenon and the two branches of the fork are traversed by a thick pin or bolt
which serves as an axis for the very limited motions which these parts have to
make relatively to each other. It is these articulations which I utilize, modifying
them so as to obtain the desired result, the coupling being maintained while the
lateral play of the coupled axis-is allowed.
For fulfilling their new duty the-articulations must be modified as follows: The
two branches of the fork instead of embracing the prolongation on the head of the
neighbouring red with little friction must be apart from each other by reason of
the-lateral play which the axles are to have. The opening of the fork being also
considerably enlarged the axis A which forms one piece with the two branches
must itself be much prolonged (Figures 10 and 11). This axis traverses freely
the tenon, or prolongation S' of the preceding rod, and the tenon-may, as it slides
all along the axis A, approach now one and now the other of the two branches L
and L'-of the fork. When I utilize it for obtaining this new result it is no longer
necessary that the articulation should be placed in proximity to the heads of the
rod. It will on the contrary-be-advantageous to place them in or near the middle
of the intermediate axis. The relative, lateral movements of the parts of the
articulation appear to be greatly facilitated in this new place. The tenon thus
lengthened then will be altogether analogous to the segment S' hereinbefore
mentioned.
Figures 10 and 11 of the accompanying drawings, show the device which is
placed near the middle of the said intermediate axis. One of the two segments-of
the connecting rod S and S'-forming the system of coupling which occupies the
said intermediate axis, carries the fork while the other pierced at its extremity can
slide upon an axis A, keyed in the branch L, in the direction in which the axle to
which it is attached-ean slide. By employing an inverse arrangement I may fix
the axis A in the segment S' and render the fork-movable upon this axis, but it is
then needful to give the latter an inconveniently great length which becomes
useless-and-disappears if on the contrary the second segment is movable upon the
axis. To obtain in ordinary coupling rods the possibility of making a very small
angular displacement the articulation with the horizontal axis is sometimes preceeded
by another articulation with a vertical-axis. Nothing is opposed to the employment
of this articulation with a vertical axis under the same conditions in conjunction
with my device.
Although the invariableness of length neutralizes in the system which I here
describe and also in ordinary connecting rods the capacity possessed by the red of
inclining upon the axle in the horizontal plane and although this capacity can be
brought to bear only within the narrowest limits in the ease of axles the
parallelism and distance of which remain constant (cases which I consider
exclusively here-a little extension in the service rendered by my system-may
result from the use of the articulation with a vertical axis. I may observe.
similarly as the system of coupling above described the present-arrangement
insures at the same time the coupling and the lateral play of the coupled axles
without-at-all-altering the strictly invariable position relatively to the wheels
which the heads of the rods-must occupy upon their journals which should suitably
follow all the displacements. Naturally the heads of the rods are more or less
projecting according as the modified articulations just described, which then form
a projection upon the body of the rode, compel the latter to recede more or less
from the wheels. But this distance from the head of the red to the wheel which
earries it remains invariable, because the length of the journals corresponds exactly
to the width of the head of the rod. I make this observation which-sets forth an
essential feature of my system, because of late years quite the opposite-principle
has been employed. -Given a series of coupled axles the journal of the last of
these coupled axles has been lengthened in such a manner that they can slide in

page_text: the heads of the rods. These heads then recede from or approach the neighbouring
wheel according as the coupling rod is inside or outside the curve described by
the line. This is precisely the reverse of what I have described and sought to
realize.
As regards the lubrication a displacement of a few millimetres which represent
in the passage on to and from a curve of the line the sliding movement of the
segment Supon its axis H does not appear to me, at least in general, to justify
sufficiently the- construction-of-a-special device with bearings, keys and the like
similar to that of an ordinary coupling rod. It is advisable not to needlessly
burden parts, which, like coupling rods, are a source of disturbance in the move-
ments of the engine.
A comparison with the system of coupling previously described will show that
this arrangement possesses the following advantages: first, it is simpler and
lighter; second, in a straight line the successive coupling rode, or more exactly
the partial red segments which form the system of coupling, are all in a prolonga-
tion of one another, that is to say in the same vertical plane. Despite this fact
I do not think that this arrangement gives in practice, even in the special case to
which it is exclusively applicable, as good results as the system of coupling
previously described.
Figures 10 and 11 are guides only in order to render the explanations understood.
I may greatly vary the details of construction, for example, the mode of fixing
the axis A in the branches of the fork.
For diminishing the great width of the junction box I may modify the coupling
rod as regards its dimensions with the object of imparting to it when possible a
certain flexibility in the transverse direction without injuriously reducing its
rigidity and its resistance in the direction of the height.
It may be observed that the section of a part operating, like the coupling rods,
almost exclusively under the action of vertical or longitudinal strains has of course
a very much greater dimension in height than in thickness; the thicknesses
generally used for such parts may even be diminished to a certain point, if this
diminution be compensated for by an augmentation of the height. In this manner
a certain flexibility might possibly be communicated to the coupling rod in the
transverse direction, which although very slight is sufficient for enabling the
reciprocal sliding movement of the two segments in the passage around curves to
be effected without difficulty even after the segments should have been previously
brought into direct contact. The length of the junction box would thereby be
reduced to that necessary for the reception of the thickness of the segment S
This does not appear to me impossible, at least for certain engines the coupling
rods of which, as they need not transmit very considerable strains especially when
they are very far away from the driving axle, have comparatively small
dimensions. For this latter case tough steel is the metal preferably employed.
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 combination with the drive-wheel axles, of a coupling-rod connecting
the cranks of said axles, said rod being formed of two parts whose adjacent end
overlap, a junction-box connecting the two segments and permitting movement
thereof relatively to each other in a plane parallel with the axles, and means a
specified for keeping the segments always parallel to the rolling plane, substantially
as described.
2. The combination with the drive-wheel axles, of a coupling-rod composed of
two segments whose adjacent ends overlap, a junction-box connecting the tw
segments rigidly in a vertical direction, but permitting relative movements of the
sections longitudinally and laterally, in a horizontal plane or plane parallel with
the axles, substantially as described.
3. The combination with three or more drive-wheels, of a coupling-ro
T

page_text: connecting the axles of said wheels, said coupling-rod being composed of two parts
connected by a joint between two adjacent wheels permitting relative movement
of the two parts in a plane parallel with said axles, one part of said rod connected
to the crank of an intermediate wheel being rigidly attached to, or of one piece
with, the rod on the other side of said wheel, substantially as described.
4. The combination with the axles of three or more drive wheels, of a coupling.
red-connecting the cranks of said axles, said rod being composed of parts or
segments whose adjacent ends overlap, and a horizontal pivot pin passing through
the ends of two overlapping segments, said pin being of such length as to permit
lateral play of the two segments relatively to each other, substantially as
described.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.

page_text: PROVIDIUNAL DIECIFICATION
Improvements relating to the Coupling of Wheels of Locomotive
Engines and Railway Vehicles.
I, LOUIS ANATOLE BRIERE, of 95 Boulevard Beaumarchais, Paris, in the
Republic of France, do hereby declare the nature of this invention to be as
follows:-
My invention relates to the coupling of the wheels of locomotive engines and
railway vehicles.
When the system of coupling which forms the subject of my Application
No. 9127 May 6th 1893 is employed for connecting axles belonging to the same
frame and having no other than lateral play, that is to say, perpendicular to the
longitudinal axis of this frame or if desired parallel to the axis of the axle itself,
the property possessed by this system of adapting itself to variations in the
respective distances of the coupled axles and also to changes in their parallelism is
not utilized, because there is no necessity either for any lengthening or shortening
or for any angular displacement.
In this particular case I make use of the simple arrangement hereinafter
described.
It should be noted that when a locomotive engine has more than two connected
axles, all the ordinary coupling rods which follow each other in succession in the
same vertical plane are, with the exception of a single one next to the driving rod,
provided with an articulation having a horizontal axis placed at the extremity
nearest to this exceptional rod, which, alone presents no discontinuity.
These articulations with a horizontal axis have for their sole object to adapt
themselves to small changes of level resulting on the same line of rails either from
the sinking of a sleeper or from any other cause, and obviating the inconveniences
which may arise if the whole formed by the succession of rods in a straight line
were absolutely rigid. These articulations are as is known, constituted in the
following manner : The strap of the head of the connecting rod which precedes
the intermediate axis under cousideration is prolonged, giving generally to this
prolongation or appendix the form of a tenon rounded at the end, and embraced
with little friction by the two branches of the fork which terminates the
following rod on this side. The tenon and the two branches of the fork are
traversed by a thick pin or bolt which serves as an axis for the very limited rotary
motions which these parts have to make relatively to the others.
It is these articulations which we utilize, modifying them so as to obtain the
desired result, the coupling being maintained while the lateral play of the coupled
axles is allowed.
For fulfilling their new duty the articulations must be modified as follows:
The two branches of the fork no longer embrace the prolongation on the head
of the neighbouring rod with little friction. It is on the contrary necessary that

page_text: they shall be separated from each other by reason of the lateral play which the
axles are to have.
The opening of the fork being also considerably enlarged the axis which forms
one piece with the two branches must itself be much prolonged. This axis
traverses freely the tenon or prolongation of the preceding rod; and the said
tenon may, as it slides along the axis, approach now one and now the other of the
two branches of the fork.
Moreover when I utilize it for obtaining this new result it is no longer necessary
that the articulation should be placed in proximity to the heads of the rod. It
will on the contrary probably be advantageous to place them as much as possible
in or near the middle of the intermediate axis. The relative lateral movements of
the parts of the articulation appear in fact to be greatly facilitated in this place.
The tenon thus lengthened then will be altogether analogous to the segment
mentioned in my former Specification.
In device which is supposed to be placed near the middle of the intermediate
axis one of the two segments of the connecting rod forming the system of coupling
which occupies the said intermediate axis, carries the fork while the other pierced
at its extremity can slide upon the axis keyed in the branch, in the direction in
which the axle to which it is attached can slide.
By adopting an inverse arrangement I may fix the axis in the second segment
and render the fork movable upon this axis, but it is then necessary to give the
latter an inconvenient excess of length which becomes useless and disappears if on
the contrary the second segment is movable upon the axis.
It is known, that with the intention of giving to ordinary coupling rods, the
possibility of making a very small angular displacement the articulation with the
horizontal axis is sometimes preceded by another articulation with a vertical axis
under the same conditions at the same time as my device. Although the
invariableness of length neutralizes in the system which I here describe and also
in ordinary connecting rods, the capacity possessed by the rod of inclining upon
the axle in the horizontal plane, and although this capacity can be brought to bear
only within the narrowest limits in the case of axles, the parallelism and distance
of which remain constant (cases which I consider exclusively here) a little
extension in the service rendered by my system may result from the use of the
articulation with a vertical axis.
I may observe that in the same way as the system of coupling described in my
former Specification the present arrangement ensures at the same time the coupling
and the lateral play of the coupled axles without at all altering the strictly
invariable position relatively to the wheels which the heads of the rods must
occupy upon their journals which should suitably follow all the displacements.
Naturally the heads of the rods project more or less according as the modified
articulations, just described, which then form a more or less long projection upon
the body of the rods, compel the latter to recede more or less from the wheels.
But this distance from the head of the rod to the wheel which carries it remains
invariable, because the length of the journals corresponds exactly to the width of
the head of the rod.
I make this observation which sets forth an essential feature of my system,
because of late years the opposite principle has been employed. Given a series of
axles coupled in such a manner that they can slide in the heads of the rods. The
said heads then recede from or approach the neighbouring wheel according as the
coupling rod on which they depend is inside or outside the curve described by
the line. This is precisely the reverse of what we have described and sought to
realize.
As regards the lubrication a displacement of a few millimetres which represent
in the passage on to and from a curve of the line the sliding movement of the
second segment upon the axis does not appear to me, at least in general, to justify
sufficiently the construction of a special device especially of a device with bearings,
and the like, that is to say, similar to that of an ordinary coupling rod. It is

page_text: advisable to look twice before needlessly burdening parts which, like coupling
rods, are a source of disturbance in the movements of the engine.
A comparison with the system of coupling which forms the subject of 'my
former Patent will show that the arrangement just described, possesses the
following advantages:
1. It is simpler and lighter. 2. In a straight line the successive coupling rods,
or more exactiy the partial rod segments which form the system of coupling, are
all in the prolongation of one another, that is to say, in the same vertical plane.
Despite this fact however we do not think that this arrangement gives in
practice, even in the special case to which it is exclusively applicable, as good
results as the system of coupling described in my said former Specification.
Dated this 2nd day of November 1893.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
Improvements relating to the Coupling of Wheels of Locomotive
Engines and Railway Vehicles.
I, LOUIS ANATOLE BRIERE, of 95 Boulevard Beaumarchais, Paris, in the
Republic of France, 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 :-
My invention relates to the coupling of the wheels of locomotive engines and
railway vehicles.
When the system of coupling which forms the subject of Application No. 9127
May 6th 1893, is employed for connecting axles belonging to the same frame and
having no other than lateral play, that is to say, perpendicular to the longitudinal
axis of this frame or if desired parallel to the axis of the axle itself, the property
possessed by this system of adapting itself to variations in the respective distances
of the coupled axles and also to changes in their parallelism is not utilized, because
there is no necessity either for any lengthening or shortening or for any angular
displacement.
In this particular case I make use of the simple arrangement hereinafter
described and shown in the accompanying drawing, in which
Figure 1 is a longitudinal section of the coupling and
Figure 2 an elevation of the same.
It should be noted that when a locomotive engine has more than two connected
axles, all the ordinary coupling rods which follow each other in succession in the
same vertical plane are, with the exception of a single one next to the driving rod,
provided with an articulation having a horizontal axis placed at the extremity
nearest to this exceptional rod, which, alone presents no discontinuity.
These articulations with a horizontal axis have for their sole object to adapt
themselves to small changes of level resulting on the same line of rails either from
the sinking of a sleeper or from any other cause, and obviating the inconveniences
which may arise if the whole formed by the succession of rods in a straight line
were absolutely rigid. These articulations are as is known, constituted in the
following manner; The strap of the head of the connecting rod which precedes
the intermediate axis under consideration is prolonged, giving generally to this
prolongation or appendix the form of a tenon rounded at the end, and embraced
with little friction by the two branches of the fork which terminates the following
rod on this side. The tenon and the two branches of the fork are traversed by a
thick pin or bolt which serves as an axis for the very limited rotary motions which
these parts have to make relatively to the others.

page_text: It is these articulations which we utilize, modifying them so as to obtain the
desired result, the coupling being maintained while the lateral play of the coupled
axles is allowed.
For fulfilling their new duty the articulations must be modified as follows:
The two branches of the fork no longer embrace with more or less little friction
the prolongation on the head of the neighbouring rod. It is on the contrary
necessary that they shall be apart from each other by reason of the lateral play
which the axles are to have.
The opening of the fork being also considerably enlarged the axis A which
forms one piece with the two branches must itself be considerably prolonged. This
axis traverses freely the tenon or prolongation S' of the preceding rod; and the
said tenon may, as it slides along the axis A, approach now one and now the other
of the two branches L and L¹ of the fork.
Moreover when I utilize it for obtaining this new result it is no longer necessary
that the articulation should be placed in proximity to the heads of the rod. It
will on the contrary probably be advantageous to place them as much as possible
in or near the middle of the intermediate axi-. The relative lateral movements of
the parts of the articulation appear in fact to be greatly facilitated in this place.
The tenon thus lengthened then will be altogether analogous to the segment S
mentioned in the said former Specification.
The drawing shows my device which is supposed to be placed near the middle
of the intermediate axis. One, S. of the two segments of the connecting rod S
and S¹ forming the system of coupling which occupies the said intermediate axis,
carries the fork while the other S' pierced at its extremity can slide upon the
axis A keyed in the branch L, in the direction in which the axle to which it is
attached can slide.
By adopting an inverse arrangement I may fix the axis A in the second
segment S¹ and render the fork movable upon this axis, but it is then necessary
to give the latter an inconvenient excess of length which becomes useless and
disappears if on the contrary the second segment S¹ is movable upon the axis.
It is known, that with the object of giving to ordinary coupling rods, the
capability of making a very small angular displacement the articulation with the
horizontal axis is sometimes preceded by another articulation with a vertical axis
under the same conditions at the same time as my device. Although the
invariableness of length neutralizes in the system which I here describe, and also
in ordinary connecting rods, the capacity possessed by the rod of inclining upon
the axle in the horizontal plane, and although this capacity can be brought to bear
only within the narrowest limits in the case of axles, the parallelism, and distance
of which remain constant (cases which I consider exclusively here) a little
extension in the service rendered by my system may result from the use of the
articulation with a vertical axis.
I may observe that similarly as the system of coupling described in the said
former Specification the present arrangement ensures at the same time the coupling
and the lateral play of the coupled axles without at all altering the strictly
invariable position relatively to the wheels which the heads of the rods must
occupy upon their journals which should suitably follow all the displacements.
Naturally the beads of the rods project more or less according as the modified
articulations, just described, which then form a more or less long projection
upon the body of the rods, compel the latter to recede more or less from the
wheels.
But this distance from the head of the rod to the wheel which carries it remains
invariable, because the length of the journals corresponds exactly to the width of
the head of the rod.
I make this observation which sets forth an essential feature of my system,
because of late years the opposite principle has been employed. Given a series
of axles coupled in such a manner that they can slide in the heads of the rods.
The said heads then recede from or approach the neighbouring wheel according as

page_text: the coupling rod on which they depend is inside or outside the curve described by
the line. This is precisely the reverse of what we have described and sought to
realize.
As regards the lubrication a displacement of a few millimetres which represent
in the passage on to and from a curve of the line the sliding movement of the
second segment S¹ upon the axis A does not appear to me, at least in general, to
justify sufficiently the construction of a special device especially of a device with
bearings, and the like, that is to say, similar to that of an ordinary coupling rod.
It is advisable to look twice before needlessly burdening parts which, like coupling
rods, are a source of disturbance in the movements of the engine.
A comparison with the system of coupling which forms the subject of the said
former Patent will show that the arrangement just described, possesses the
following advantages:
1. It is simpler and lighter. 2. In a straight line the successive coupling
rods, or more exactly the partial rod segments which form the system of coupling,
are all in the prolongation of one another, that is to say, in the same vertical
plane.
Despite this fact however we do not think that this arrangement gives in
practice, even in the special case to which it is exclusively applicable, as good
results as the system of coupling described in my said former Specification.
It is to be understood that the accompanying drawing is only a specimen
designed to render the invention better understood and to materialize the same.
The arrangements of detail, for instance the manner of fixing the axis A
in the branches of the fork, may be treated, as is understood, in many different
manners.
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 :
The employment of the articulation with a horizontal axis in coupling rods,
with the modifications indicated, for the purpose of permitting lateral play (that is
to say the play parallel to the axis of the axle) of the coupled axles.
Dated thin 14th dow of Rohmiary 1904
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.