IMPROVEMENTS IN RAILWAY COUPLINGS
Year: 1877

page_text: LETTERS PATENT to Richard Harrison, of Union Chambers, Newcastle-on-
Tyne, in the County of Northumberland, for the Invention of "IMPROVEMENTS
IN RAILWAY COUPLINGS."
Sealed the 15th September 1877, and dated the 26th July 1877.
PROVISIONAL SPECIFICATION left by the said Richard Harrison at the
Office of the Commissioners of Patents on the 26th July 1877.
RICHARD HARRISON, of Union Chambers, Newcastle-on-Tyne; in the County of
Northumberland. "IMPROVEMENTS IN RAILWAY COUPLINGS."
My Invention relates to improvements in that description of railway coupling,
wherein a coupling link connected to the draw hook of a carriage or truck is
coupled and uncoupled to and from the draw hook of the opposite carriage by an
arrangement of levers at the sides thereof, so as to avoid the necessity of an
attendant going between the carriages for the purpose of coupling and uncoupling.
Various arrangements of such apparatus were described in my previous Patent,
No. 4631, of 1876.
According to one of my present improvements the coupling link is connected to
its draw hook by short links, and it is supported at an intermediate point of its
length by rods passing down to levers on a transverse shaft carried in bearings on
the under side of the headstock of the wagon or carriage for the purpose of coupling
the link. This shaft is held by hand levers at the sides of the carriage in such a
position that the first-named levers and rods support the coupling in a raised
horizontal or slightly inclined position, with its nose above the opposite draw hook,
so that when the carriages or trucks are pushed together the link can be dropped
into the said hook by turning the side levers. In order to cause the coupling link
to assume the said horizontal position when raised, its connection to the supporting
rods must be at such a point of its length that the weight of the free end will
balance that of the back end, and part of that of the links connecting it to its
drawhook. The supporting rods are formed with slotted ends at their connection
with the coupling link, so as to allow the latter to rise and fall somewhat when

page_text: coupled without moving the rods and levers, the hand levers or shaft being locked
by catches when in this position.
The levers actuating the supporting rods may either be rigid or formed as spring
levers.
When the link is uncoupled it may be raised out of the way by turning the
levers until the coupling link is in a vertical position close against the end of the
carriage, and it may be held there either by hooking the nose of the link on to a
hook on the back of the carriage, or by securing the supporting levers or the hand
levers in their positions by suitable catches.
According to another modification of the above arrangement the supporting rods
are not connected to the coupling link, but the latter rests with projecting studs
upon the rods, which are formed with their upper ends curved. The said rods hold
the link in a raised inclined position, with its nose above the opposite draw hook,
so that when the carriages are pushed together and the supporting arms are lowered
the link will drop into the hook. The hand levers on the shaft of the supporting
arms are weighted and placed in such a position relative to the arms, that when let
go they will in falling turn the arms into a more or less horizontal position under-
neath the carriage so as to be out of the way. In uncoupling with this latter
arrangement the studs on the link slide on the arms till the nose of the link is clear
of the beak of the hook, then is lifted above it.
It is not necessary that the wagons shall be close together for uncoupling, the
distance at which this may be effected being limited by the length of the arms.
In certain wagons it may be necessary that the hand levers be on separate
shafts, geared in any convenient way to the main shaft on which the arms are
fixed.
The coupling may be effected automatically in both the above arrangements by
providing a catch holding the supporting arms in the raised position, which catch is
released by a detent operated by the opposite carriage when pushed up, so as to
allow the supporting arms to fall, and thus cause the coupling link to drop into its
hook; or the catch may be so arranged that when a wagon is pushed against that
on which the coupling is set the inertia of a weighted lever serves to release the
supporting arms.
To enable wagons to be coupled on sharp curves the nose of the link is made of
sufficient width, the sharper the curve the wider the link.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Richard Harrison in the Great Seal Patent Office on the 25th January
1878.
RICHARD HARRISON, of Union Chambers, Newcastle-on-Tyne, in the County of
Northumberland. "IMPROVEMENTS IN RAILWAY COUPLINGS."
My Invention relates to improvements in that description of railway coupling,
wherein a coupling link connected to the draw hook of a railway carriage or truck
is coupled and uncoupled to and from the draw hook of the opposite carriage by an
arrangement of levers at the sides thereof, so as to avoid the necessity of an
attendant going between the carriages for the purpose of coupling and uncoupling.
Various arrangements of such apparatus were described in my previous Patent,
No. 4631, of 1876.
According to one of my present improvements the coupling link is connected to
its draw hook by short links, and it is supported at an intermediate point of its length
by rods passing down to levers on a transverse shaft carried in bearings on the under
side of the headstock of the waggon or carriage for the purpose of coupling the
link. This shaft is held by hand levers at the sides of the carriage in such a
position that the first-named levers and rods support the coupling in a raised
horizontal or slightly inclined position, with its nose above the opposite draw hook,
so that when the carriages or trucks are pushed together the link can be dropped
into the said look by turning the side levers. In order to cause the coupling link
to assume the said horizontal position when raised, its connection to the supporting
rods must be at such a point of its length that the weight of the free end will
balance that of the back end, and part of that of the links connecting it to its
draw-book. The supporting rods are formed with slotted ends at their connection
with the coupling link, so as to allow the latter to rise and fall somewhat when
coupled without moving the rods and levers, the hand levers or shaft being locked
by catches when in this position.
The levers actuating the supporting rods may either be rigid or formed as spring
levers.
When the link is uncoupled it may be raised out of the way by turning the
levers until the coupling link is in a vertical position close against the end of the
carriage, and it may be held there either by hooking the nose of the link on to a
hook on the back of the carriage, or by securing the supporting levers or the hand
levers in their position by suitable catches.
According to another modification of the above arrangement the supporting
rods are not connected to the coupling link, but the latter rests with projecting
studs upon the rods, which are formed with their upper ends curved. The said rods
hold the link in a raised inclined position, with its nose above the opposite draw
hook, so that when the carriages are pushed together and the supporting arms
are lowered the link will drop into the hook. The hand levers on the shaft of
the supporting arms may be weighted and placed in such a position relative to the
arms, that when let go they will in falling turn the arms into a more or less
horizontal position underneath the carriage so as to be out of the way. In uncoupling
with this latter arrangement the studs on the link slide on the arms till the nose
of the link is clear of the beak of the hook, then is lifted above it.
It is not necessary that the waggons shall be close together for uncoupling, the
distance at which this may be effected being limited by the length of the arms.
In certain waggons it may be necessary that the hand levers be on separate
shafts, geared in any convenient way to the main shaft on which the arms are
fixed.
The coupling may be effected automatically in both the above arrangements by
providing a catch holding the supporting arms in the raised position, which catch

page_text: is released by a detent, operated by the opposite carriage when pushed up, so as to
allow the supporting arms to fall, and thus cause the coupling link to drop into its
hook; or the catch may be so arranged that when a waggon is pushed against that
on which the coupling is set the inertia of a weighted lever, serves to release the
supporting arms.
To enable waggons to be coupled on sharp curves the nose of the link is made of
sufficient width, the sharper the curve the wider the link.
DESCRIPTION OF THE DRAWINGS.
Fig. 1 shows a side view of the first above-described construction of coupling.
The coupling link B is connected to the draw hook A by short links F, and it has
pins or studs projecting outwards from each side at B¹, which are connected to levers
C by means of rods D, the levers C being fixed or formed on a transverse shaft E,
mounted on the under framing of the carriage, and having at each end a hand lever
G, by which the shaft E can be turned. For coupling on to the next carriage the
shaft E and levers C are turned so as to bring the coupling link into the raised
position shown in full lines, in which position the front end of the coupling link is
so balanced by the back part beyond the studs B¹ and the links F, that it is held in
a horizontal or somewhat inclined position, with its nose raised above the top of
the draw hook of the other carriage. On leaving the lever G free the coupling link
will descend into the dotted position, its front end at the same time moving forward
over the nose of the hook; and on allowing the link to drop still further, it becomes
engaged with the draw hook. For uncoupling, the link is again raised by the lever
so as to be clear of the draw hook, and after separation of the trucks the link is
allowed to drop again; or it may be raised into the position shewn at B² against the
end of the truck, and be held there either by engaging it on a hook there situated,
or by fixing the lever C or G by a catch.
Fig. 2 shews a side elevation, and Fig. 3 a front elevation of the second herein-
before described arrangement. In this case the raising levers C are not connected to
the link B, and are made of a curved shape, so that when by turning the shaft E
they are raised to lift the link B by means of the pins B¹ thereon, they at the same
time, owing to their curved form, push the link outward, whereby, when the link
has been raised into the dotted position at Fig. 2, its loop will be brought above
and also beyond the nose of the opposite draw hook, so that on their allowing the
levers to fall again the link will drop into the hook, as shewn by the full lines,
Fig. 2.
Fig. 4 shews the arrangement adapted for locomotive couplings, in which the
levers C are mounted with their shaft E above the draw hooks, in which case the
part of the levers acting on the link does not require to be curved, its inclined
position, as shewn, having the same effect as the curved form in pushing the link
forward. The coupling and uncoupling may be conveniently effected by the
driver by means of a hand lever actuating the shaft E through the rod K and
lever L.
In order to enable the link to be raised above the opposite draw hook when the
trucks are pushed closely together, a modified arrangement may be used, as shewn
at Figs. 5 to 8, of which Figs. 5 and 6 shew side views with the lifting levers and
links in different positions. Fig. 7 shews a front view, and Fig. 8 a section. In
this arrangement the levers C have horns C¹ formed or fixed on them, the inner
faces of which are curved to a radius corresponding with the distance from the
centre of the shaft E. The pin F', by which the coupling link B is connected to the
short links F, is extended beyond the latter, as shewn at Figs. 7 and 8, so that when
the links are hanging down, and the levers C are being raised for the purpose of
coupling, the horns C¹, in the first instance, pass in front of the ends of the pin F',
and thus prevent the links F from moving outwards, and the levers in then acting
against the pins B₁ of the coupling link, raise the latter as shewn at Fig. 5, so that
its nose is clear of the opposite draw hook. When the link has cleared the hook

page_text: the horns Care, by the continued upward motion of the levers, raised above the
pin F, as shewn by the full lines at Fig. 6; and the links F being now free to move
forward, the action of the levers causes the links B and F to advance in the
manner previously described, and as indicated by the dotted position at Fig. 6.
Instead of forming the horns C on the levers, they may be formed on the links
F, as shewn at F2, Fig. 9, and the lever C be provided with pins C, which pass in
front of the horns.
Figs. 10 to 13 shew an arrangement whereby the ordinary coupling chains may
be made to serve as the coupling link, operating according to my before-described
Invention. Fig. 10 shews a side elevation; Fig. 11, a front view: Fig. 12, and end
view of the link H; and Fig. 13, a cross section thereof, H, H', being the links of
the ordinary coupling chain, connected to the draw hook A by the shackle F; I fit
upon the link Ha hood I, secured thereon by the pin I', and a filling piece 12, as
shewn at Fig. 13, which hood is provided with horns at Is, which support the outer
link H in an extended position when H is raised by the levers, as shewn at Fig. 10.
Thus the links H, H', serve together in place of the link B of the previous arrange-
ments, the shackle F serving as the short connecting links, and the pin l' as the
pins B. The links H, H', being in this case loosely connected to their shackle,
their central position between the lifting levers C is insured by forming conical
enlargements on the pin I, as shewn at Figs. 12 and 13. Coupling chains with five
links may be rendered available in a similar manner for the purposes of my
Invention.
It will be seen that by arranging the shaft E to shift laterally somewhat in its
bearings the lever C may be made to slew the links sufficiently to one side so as to
clear the opposite draw hook in rising when the waggons are pushed close up; or
the arrangement of horns before described for preventing the forward motion of
the shackle may be used for this purpose.
Having thus described the nature of my Invention, and in what manner the
same is to be performed, I claim in respect of railway couplings of the kind herein
referred to.
First. Connecting the coupling link to its draw hook by short links, and sup-
porting it in its raised position by means of levers acting on studs or pins fixed
or formed on the coupling link in such positions that the link is balanced in a
horizontal or inclined position, with its nose above that of the draw hook, sub-
stantially as herein described.
Second. The use for raising the coupling link arranged as described in the pre-
ceding claim, of arms or levers separate from the coupling link, and having curved
or inclined surfaces so formed as to push the link forward at the same time that
they raise it, substantially as herein described.
In witness whereof, I, the said Richard Harrison, have hereunto set my hand
and seal, this Twenty-first day of January, in the year of our Lord One
thousand eight hundred and seventy-eight.