Improved Automatic Coupling for Railway Vehicles.
Year: 1899

page_text: Date of Application, 21st Nov., 1899
Completo Spacification Left 20th Aug 1900-Accented. 20th Oct., 1900
Date of Application, 21st Nov., 1899
Complete Specification Left 20th Aug 1900-Accented. 20th Oct.. 1900
PROVISIONAL SPECIFICATION.
Improved Automatic Coupling for Railway Vehicles.
I, WILLIAM CLARK, of the Firm of A. M. & Wm. Clark, of 53, Chancery
Lane, in the County of Middlesex, Fellow of the Chartered Institute of Patent
Agents, do hereby declare the nature of this invention (a communication to me
from Charles Percy White, of Morvi Kattiwar, Bombay Presidency, India,
Engineer, and Michael Burke, of Morvi, aforesaid Locomotive Superintendent)
to be as follows:-
This invention relates to means of coupling up and uncoupling railway vehicles,
and has for object to provide improved means whereby such vehicles may be
automatically coupled up, and whereby the coupling may be tightened, locked
and disengaged at will by an operator standing outside the track.
The invention may be applied to existing rolling stock without alteration to
the headstocks and buffers, and will be described with special reference to
passenger vehicles which it is required to connect by means both of a central
coupling adapted to draw the vehicles tightly together, and of a pair of side safety
couplings adapted to come into operation in the event of failure of the central
coupling.
each
con-
The invention comprises a central screw coupling in two parts consisting
essentially of a hook and link respectively attached to the central draw-bars nt
the adjacent ends of the two vehicles and adapted to automatically engage with
one another when the vehicles are brought together; means operated from outside
the track whereby said coupling may be tightened so as to draw the vehicles
stress
together against the
of their buffer springs, or loosened pre-
pair of safety side couplings
paratory to uncoupling; a
sisting essentially of a hook and link respectively attached to lateral draw-bars
of the vehicle and adapted to automatically engage with one another when the
vehicles are brought together, and to come into operation in the event of failure
of the central coupling; means operated from outside the track, whereby the
central and side couplings may together be locked against accidental disengage-
ment or unlocked as required; and means operated from outside the track,
whereby the central and side couplings may be simultaneously disengaged.
The central and side draw-bars at one end of the one vehicle are each outwardly
prolonged to form a draw hook, and the corresponding draw-bars at the adjacent
end of the other vehicle are provided each with a bowed coupling link pivoted
about a transverse horizontal axis, the three links being normally maintained
horizontally resting upon a transverse bar hereafter described. The coupling
links are free to rise by turning about their axes, and on the vehicles being brought
together, the three links are simultaneously caused to engage automatically with
the hooks on the opposed draw-bars by an inclined face on the outer end of
each hook passing like a wedge under the bow of the link so as to lift the latter
and allow it to drop into engagement behind the draw hook. The length of all
the draw hooks and coupling links is made sufficient to afford the longitudinal
play required in consequence of the compression of the buffer springs, and, in
•

page_text: the case of the side safety couplings, in consequence of the separation between
the vehicles due to the pull on the central draw bar springs.
The central and side couplings are simultaneously disengaged by the above-
mentioned transverse bar (upon which the coupling links rest) being raised so
as to lift the bows of the links clear of the tops of the draw hooks. For this
purpose the said bar is supported upon the headstock which carries the coupling
links, by means of pin and slot or equivalent connections affording the bar a
limited vertical movement, and the bar is attached to one end of a lever fulcrumed
upon the headstock and extending outwardly so as to be capable of being operated
from outside the track. The bar is raised by depressing the outer end of the
lever, and may be so held in order to retain the coupling links out of engagement
with the draw hooks, by means of a notched quadrant and spring pressed bolt
adapted to lock the lever in the required position, the arrangement being similar
to that commonly used in connection with engine reversing levers and the like.
Each coupling link is prevented from becoming accidentally disengaged from
its draw hook, by means of an arm adapted to bridge across and close the mouth
of the hook and capable of being moved laterally for the purpose of closing or
opening the hook as required, the arms appertaining to the three hooks being
carried by a single sliding bar mounted in transverse guides upon the head-
stock which supports the draw hooks. The sliding bar extends to the side of
the carriage and is provided with a handle whereby it may be actuated from
outside the track so as to simultaneously open or close the three hooks, a spring
jumper serving to retain the bar in either of the positions in which it may be
set.
The link of the central screw coupling is made longitudinally adjustable by
being mounted upon a nut working upon the screwed outer end of the corre
sponding draw bar, the transverse horizontal axis about which the the link is
pivoted consisting of a pair of gudgeons projecting laterally from a ring working
in a peripheral groove on the nut. The latter is capable of being rotated in
either direction so as to travel along the screw the ring together with the link
which it supports, being prevented from rotating with the nut by the engage-
ment of the side members of the link with the transverse bar upon which the
link rests horizontally as already described. To enable the nut to be rotated
and the coupling tightened or slackened by the shunter from outside the track,
the nut has a series of notches forming a ratchet wheel on its periphery adapted
to be engaged by either arm of a double pawl which can be actuated in either
direction at will, the pawl being pivoted upon an arm carried by a ring mounted
freely upon the nut. Connected to said arm is a rod which extends to the side
of the vehicle and by means of which the arm can be oscillated to cause the nut
to turn, the direction in which the nut is rotated being dependent upon which
arm of the double pawl is caused to engage with the ratchet wheel, this being
determined by means of another rod slidably mounted upon the first mentioned rod
so as to extend outside the track, and coupled at its inner end by pin and slot
connection to a radial arm fixed to the pawl. By a longitudinal movement of
the second rod relatively to the first, the double pawl can be oscillated on its
pivot so as to throw the one or the other of its arms, into gear with the ratchet
wheel, that arm which for the time being is in use being so maintained by the
engagement of a spring pressed jumper or bolt, mounted upon the arm which
carries the pawl, with one or other of two depressions formed at the back of the
pawl.
In cases where the central screw coupling is used alone, the coupling link may
be provided with a tail lever connected with the uncoupling lever already
described so as to enable the link to be raised out of engagement with the draw-
hook when required. In this case the coupling link may be prevented from
turning with the tightening nut, by means of a bracket mounted on the end of
the screwed draw bar and adapted to engage with the ring which carries the
1:1

page_text: The effect of the invention is to entirely obviate the necessity of the shunter
either going between the vehicles or using a pole for the purpose of coupling up
and uncoupling, and the invention is applicable to both single and double buffer
rolling stock whether for passenger or goods traffic. Whereas in the case of
passenger vehicles the central and side couplings would generally be employed
together, in the case of goods trucks the adjustable screw coupling might as
usual be dispensed with and a single automatic coupling, similar to the above-
mentioned safety side couplings, alone used, together with the necessary locking
and uncoupling gear operated from outside the track.
Dated this 20th day of November 1899.
A. M. & WM. CLARK,
Chartered Patent Agents, 53, Chancery Lane, London..
Improved Automatic Coupling for Railway Vehicles.
I, WILLIAM CLARK, of the Firm of A. M. & Wm. Clark, of 53, Chancery
Lane, in the County of Middlesex, Fellow of the Chartered Institute of Patent
Agents, do hereby declare the nature of this invention (a communication to me
from Charles Percy White, of Morvi Kattiwar, Bombay Presidency, India,
Engineer, and Michael Burke, of Morvi, aforesaid Locomotive Superintendent)
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 means of coupling up and uncoupling railway vehicles,
and has for object to provide improved means whereby such vehicles may be
automatically coupled up, and whereby the coupling may be tightened, locked
and uncoupled at will by an operator standing outside the track.
The invention may be applied to existing rolling stock without alteration to
the headstocks and buffers, and will be described with special reference to
passenger vehicles provided both with a tight central coupling, and side safety
couplings.
The invention comprises a central screw coupling consisting essentially of a
hook and a link provided with a screw tightener and adapted to automatically
engage with one another when the vehicles are brought together; means operated
from outside the track whereby said coupling may be tightened or loosened
preparatory to uncoupling: a pair of safety side couplings each consisting
essentially of a hook and link adapted to automatically engage with one another
when the vehicles are brought together, and to come into operation in the event
of failure of the central coupling; means operated from outside the track, whereby
the central and side couplings may be locked against accidental disengagement
or unlocked as required; and means operated from outside the track, whereby
the central and side couplings may be simultaneously uncoupled.
In the accompanying drawings.
Figure 1 is a plan of automatic central and side couplings, the former provided
with a screw tightener.
Figure 2 is a side view partly in section at line 1-1 Figure 1.
Figure 3 is a similar view at line 2-2 Figure 1.
Figure 4 is an elevation of the link lifter and its operative mechanism.
Figure 5 is a rear face view and Figure 6 an edge view of the ratchet gear for
operating the screw tightener of the central coupling.

page_text: The same letters of reference indicate the same parts in all the figures.
The central coupling comprises the drawhook A and the bowed coupling link B
pivoted at b. The safety side couplings comprise similar hooks D D and links EE
pivoted at to draw bars E. The drawhooks A, D, D being made of the shape
shown in Figures 2 and 3, that is to say with inclined outer ends as shown at a, d.
The three links B and EE are normally maintained horizontal by resting upon
a transverse bar or link lifter F and they are free to rise by turning about their
axes and e, e, so that on the vehicles being brought together, the three
links B. E, E are simultaneously caused to engage automatically with the hooks
A, D, D by the bowed end of each link meeting and riding up the inclined
outer end of the corresponding hook, and then dropping into engagement there-
with. The length of all the draw hooks and coupling links is made sufficient to
afford the longitudinal play required in consequence of the compression of the
buffer springs, and, in the case of the side safety couplings, in consequence of
the separation between the vehicles due to the pull on the central draw bar
springs.
The central and side couplings are simultaneously uncoupled by the transverse
bar or link lifter F being raised so as to lift the bows of the links clear of the
draw hooks. For this purpose the lifter F is guided by slots f in it, working
on bolts ffixed to the draw bars E, E and. permitting the lifter a limited
vertical movement, and the lifter is jointed at f to one end of a lever G fulcrumed
at g upon a bracket g¹ carried by one of the draw bars E¹, the lever G extending
outwardly so as to be capable of being operated from outside the track. The
lifter F is raised by depressing the outer end of the lever G and may be so held
in order to retain the coupling links out of engagement with the draw hooks,
by means of a notched quadrant Hand spring pressed bolt on the lever adapted
to engage the quadrant to lock the lever in the required position.
Each coupling link is prevented from becoming accidentally disengaged from
its draw hook, by means of an arm I adapted to bridge across and close the
mouth of the draw hook and engage beneath the rearwardly projecting
nose or lug i of the drawhook, the arms I appertaining to the three hooks being
carried by a single sliding bar J mounted in guides upon the headstock, so
as to move the arms I laterally for the purpose of closing or opening the hooks
as required. The sliding bar J extends to the side of the carriage and is provided
with a handle whereby it may be actuated from outside the track so as to simul-
taneously open or close the three hooks, a spring jumper serving to retain the
bar in either of the positions in which it may be set.
The link B of the central coupling is capable of being tightened up by being
pivoted to gudgeons bon a collar K held in a groove about a long nut L working
upon the screwed part of the draw bar B, the nut L being capable of being rotated
in either direction so as to travel along the screw, the collar K together with the
link B being prevented from rotating with the nut by the engagement of the side
members of the link with the lifter F. To enable the nut to be rotated and the
coupling tightened or slackened by the shunter from outside the track, the nut L
has fast with it a ring M having perpheral notches with which one or other arm
of a double pawl M. M2 is adapted to engage so that the nut can be actuated in
either direction at will, the pawl being pivoted at m upon a lever arm N carried
by a ring loose upon the nut. Connected to said lever N is a rod O which extends
to the side of the vehicle and by means of which the lever N can be oscillated
to cause the nut L to turn, the direction in which the nut is rotated being
dependent upon which arm of the double pawl M M is caused to engage with
the ratchet wheel. This is determined by means of another rod P slidably
mounted upon the rod and also extending to the side of the track, this rod P
being coupled at its inner end by pin and slot connection to a lever arm Q also
pivoted at m and coupled by a slot to a stud g fast on the casing R of a spring
pressed jumper or thrust bolt S, that bears against the pawl and retains it in
which ever of two positions it is set for action. The casing R is pivoted at r to

page_text: the lever N and the thrust bolt S bears against the rounded back of the pawl and
holds it out of action when the levers N and Q coincide in direction, or bears
against one or other of two shoulders or abutments m¹ m² formed on the pawl
and forces the corresponding arm M¹ or M² of the pawl into engagement with
the ratchet, when the lever is moved out of alignment with the lever N, these
inactive and active positions being respectively shown in full and dotted lines in
Figure 5. Thus by a longitudinal adjustment of the rod P relatively to rod 0,
the double pawl can be set to drive the ratchet wheel in the one or other direction
by working the rod () and lever N to and fro, thereby tightening or loosening
the coupling
In cases where the central screw coupling is used alone, the coupling link B
may be provided with a tail lever connected with an uncoupling lever whereby
to cause the link to be raised and uncoupled, instead by lifter F and its operat-
ing lever as before described. In this case the collar K and coupling link B
may be prevented from turning with the nut L by means of a bracket T (Figs. 1
and 2) fixed on the end of the screwed draw bar B₁ and carrying a guide pin t
along which the collar K slides.
The effect of the invention is to entirely obviate the necessity of the shunter
either going between the vehicles or using a pole for the purpose of coupling
up and uncoupling, and the invention is applicable to both single and double
buffer rolling stock whether for passenger or goods traffic. Whereas in the
case of passenger vehicles the central and side couplings would generally be
employed together, in the case of goods trucks the adjustable screw coupling might
be dispensed with and a single automatic coupling, similar to the above-mentioned
safety side couplings, alone used, together with the necessary locking and un-
coupling gear operated from outside the track.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, I declare that what
I claim is
1. The herein described combined central screw tightened and loose side
couplings, adapted to couple up automatically with draw hooks having inclined
outer ends as described, the central coupling being provided with means operated
from the side of the track whereby it may be tightened or loosened, and the
central and side couplings being combined with means also operated from the side
of the track whereby they may be supported in position for coupling up and
whereby these couplings may be simultaneously uncoupled, substantially as
specified.
2. The combination with each of the draw hooks of a latch arm adapted to
engage beneath the nose and close the mouth of the hook by a lateral movement,
the said latch arms being carried by a sliding rod adapted to be operated from
the side of the track substantially as described.
3. The combination with the central coupling link of a screw adjustment,
formed by the threaded part of its draw bar, a nut working thereon, and a collar
engaged with the nut and to which the link is pivoted as described.
4. The combination with the screw adjustment for the central coupling link
of means of operating the adjusting nut from the side of the track, such means
comprising a double acting ratchet mechanism, means of setting the same for
operation in either direction, and means of operating the same substantially as
specified.
5. The combination with central and side coupling links pivoted as described,
of a link lifter taking under the links and adapted to receive, vertual motion,
and means of operating said lifter substantially as described.
6. The combination of a central screw-adjusted tight coupling, and of loose
side couplings all formed each of a single link pivoted and supported as described
for automatic engagement with bevel ended draw hooks as described, the side
coupling links being of such length relatively to the central coupling, and the

page_text: throats of the drawhooks being of such length that the side couplings will be
slack when the central coupling is tightened up and free to play to accomodate
the play of the draw bar and buffer springs.
Dated this 20th day of August 1900.
A. M. & WM. CLARK,
Chartered Patent Agents, 53, Chancery Lane, London.