Improved Automatic Double Coupling.
Year: 1899

page_text: Date of Application, 18th Nov., 1899
Complete Specification Left, 13th Aug., 1909-Accepted, 13th Nov., 1900
Improved Automatic Double Coupling.
I, HERMANN ROBINSON, Engineer, of 13, Wilmersdorferstrasse, Charlottenburg,
Germany, do hereby declare the nature of this invention to be as follows:-
This invention relates to a modification of the automatic double coupling for
a single-buffer arrangement. It is intended at the same time to enable the
coupling to be effected automatically during the transition from a double-buffer
to a single-buffer arrangement, so that any interference with, or hindrance to,
the working is entirely obviated.
Through the buffer-bar runs the draw-rod. The latter is of square cross
section, has in front a hook and a head-piece in which is a bolt partly circular
in cross section.
The inner end of the draw-rod is furnished with a screw-thread, by means of
which it is connected with a nut. The nut is seated between two plates which
enclose the head or collar of the nut to prevent the nut from moving forwards.
On the nut, a bevel-wheel is secured. This is movable in a longitudinal
groove and is in engagement with other bevel wheels which again are firmly
keyed to shafts which extend outwards at the side and can be rotated by means
of hand (or starting) wheels, when this occurs the nut is rotated and the draw-
rod worked in and out. The extension of the draw-rod serves as a buffer, the
centre line of which is lower than that of an ordinary draw-rod and runs out
into the head, which is so formed that it not only takes up the shock as a buffer,
but can be employed as a drag-hook.
The extended part is divided or opened out at the fore ends so as to form a
kind of fork. At certain points these ends are of circular cross section. At one
point they are cut away and pass through two other plates and these furnished
with suitable holes for the purpose, and through springs which are under ten-
ion between these plates, and are again cut away to pass through the first named
laten, between which are rings of a thickness to correspond to that of the hollow
head of the nut. Behind the second pair of plates, two ends of guide rods are
ixed by means of nuts. These plates are firmly connected with the angle or
orner pieces to the frame of the vehicle by means of bolts. A bolt in the hook
arries a very stout hanging shackle, also a second shackle which is furnished
n front with the hinge-pins in or from which a further shackle is pivotted so
hat it can only snap in the hinge in a downward direction.
The forward shackle is of such a shape that it can enter an old or existing
raw-hook.
In ordinary circumstances, the two larger shackles hang downwards.
During the period of transition, the two side buffers must, as a matter of
ourse be retained, the forward line of direction of the middle-buffer being
xactly in a straight line with the two side buffers.
The action of the apparatus is as follows:-By means of a side lever con-
ection, both of the large shackles are brought into the oblique and upward
irected position. The draw-rod is pushed out as far as possible through the
DO77

page_text: medium of the bevel-wheel arrangement. If the carriage be pushed against one
furnished with the old draw-bar and hook and coupling arrangement, the two
side-buffers release the catch arrangement, the forward shackle dropping into
the drag-hook, whilst the other hook swings down. In order to tighten the
coupling, the draw-rod is again drawn in. If, on the contrary, the carriage
strikes against a second carriage fitted in the same manner with my improve-
ments, the middle-buffer on a straight track, and one of the outer buffers on a
curve will by means of an additional piece disengage the coupling, or in other
words, the locking arrangement that holds it in the oblique position, and now
the second or stouter shackle will come into action and drop and hook into the
buffer-head whilst the forward shackle will engage as an emergency coupling
in the hook-shaped part of the draw-rod.
The drag and tightening up apparatus remains to be explained. When two
carriages are pushed together, the open ends of the buffer force back the springs
and also the rear plates and therewith the nut and the draw-rod, and consequently
the coupling arranged in the head of the latter back to the same extent. There
is thus no loosening of the coupling. If, on the contrary, the engine is pulling,
the draw-rod has of course the tendency to move forwards, therefore the additional
plate of the nut presses against the inner plate, and since the springa yield,
carries said plate and the two open buffer ends along. In this case also the draw-
rods and the buffer move quite uniformly at, the same time, so that in case the
coupling is thoroughly tightened, no space will be created between the two
buffer heads however strung the pull may be. It is obvious that the other end
of the carriage is fitted with a similar apparatus.
I, HERMANN ROBINSON, of 13, Wilmersdorferstrasse, Charlottenburg, Germany,
Engineer, do hereby declare the nature of this invention, and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement:-
This invention relates to a modification of the automatic double coupling
for a single-buffer arrangement. It is intended at the same time to enable the
coupling to be effected automatically during the transition from a double buffer
to a single buffer arrangement, so that any interference with, or hindrance, to
the working is entirely obviated.
The invention is illustrated in the accompanying drawings.
Figure 1, being a plan of the coupling.
Figure 2, a side view of the same.
Figure 3, a single buffer carriage coupled with an ordinary double buffer
carriage.
The latter of square cross
Through the buffer bar C, C, runs the draw-rod a.
section, has in front a hook b¹, and a headpiece b, in which is a bolt c and becomes
circular in cross section at the point a
The end of the draw-rod a is furnished
with a screw-thread, by means of which it is connected with the nut p. The nut
is seated in the plates, which are so arranged that they enclose the piece q
and consequently prevent the nut p from moving forward. On the nut p a bevel

page_text: wheel s¹ is secured. This is moveable in a longitudinal groove, and is in engage-
ment with other bevel wheels s³, 3, which again are firmly keyed to the shafts w¹,
c. These two shafts extend outwards at the side and can be rotated by means
of hand (or starting) wheels. Thereby the nut is rotated and the draw-rod a
thus being worked in and out. The part d serving as a buffer, the center line of
which is lower than that of the draw rod a runs out into the head e, which is so
formed that it not only takes up the shock as a buffer but can be employed as a
drag-hook. The part d is divided at the ends g', g, so as to form a kind of fork.
These ends (of circular cross-section at the point z) are reduced in diameter and
pass through the plates,, which are furnished with suitable holes for the pur-
pose and through the springs, 3, which are under tension between these plates
and are again reduced in diameter at #, passing on through the plates ³,,
between which the rings t, the thickness of which corresponds to that of the
piece, belonging. to. the nut p are placed. Behind the plates, the two
ends g², gª are fixed by means of nuts. The plates and are firmly connected
with the angle or norner pieces n², n³, n³, n, by means of bolts o¹, o³, the
pieces n, m, n, being riveted to the inner longitudinal beams D', D³, placed
at a suitable distance apart. On the ends of the parts 91,9, are provided
rings O, which hold the plates in their position.
On the bolt a very stout shackle his hung, as is also a second shackle_h¹,
which is furnished in front with the hinges i, on which a further shackle k is
pivoted by means of the rod m, and the nut 1, so that it can only snap in the
hinge downwards, but not upwards. The shackle k is of such a shape that it
can enter the old drag-hook. In ordinary circumstances both of the shackles h
and hang downwards. During the period of transition, the two side buffers
must, as a matter of course, be retained, the forward line of direction of the
middle buffer e being exactly in a straight line with the two side buffers.
The action of the apparatus is as follows:
By means of a lever which is not represented in the drawing both of the
shackles and are brought into the oblique and upward directed position
indicated in Fig. 2. The draw-rod a is pushed out as far as possible through the
medium of the bevel-wheel arrangement s¹, 5³, 8³. If the carriage be pushed
against one furnished with the old drag and coupling arrangement, the shackle k
drops into the drag-hook A, whilst the book h swings downward. In order to
tighten the coupling the draw-rod a is again drawn in. If on the contrary the
carriage strikes against a second carriage, fitted in the same manner, the middle
buffer d, e, and the stouter shackle h, not k will come into action, and drop into
the buffer-head e, whilst k, in other words h¹, will engage as an emergency
coupling in the hook-shaped part of the draw-rod a.
When the transition period has been passed, the two side buffers are removed.
It is then no longer necessary that the draw-rod a should have so large an exten-
sion, all that is requisite being the small degree necessary for enabling the hook
to be lifted out. During the period of transition (conversion) the extensile
capacity of the rod must be greater, because in curves, the space between the
two carriages is increased by the side buffers, thus, the coupling must be longer.
The drag and pressing apparatus remains to be explained. When two carriages
are pushed together, the two ends g g of the buffer de, in consequence of the
additional piece at z, press back the plate so that the springs v¹ and 18 yield.
In consequence of the additional piece at u, however, they also press the plates
and, therewith, the nut p, thus also the draw-rod a, and consequently the
coupling arranged in the head of the latter, back to the same extent. There.
is thus no loosening of the coupling. If on the contrary, the engine is pulling,
the draw-rod has of course the tendency to move forwards, therefore the
additional piece of the nut p presses against the plate and, since the springs
yield, carries the plate and the two buffer ends 91, 93 along, because these are
cut away at . In this case also the draw-rods and the buffer d, e move quite
uniformly at the same time, so that, in case the coupling is thoroughly tightened,
g

page_text: no space will be created between the two buffer heads e however strong the
pull may be. It is obvious that the other end of the carriage is fitted with a
similar apparatus.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. Automatic central double coupling, the distinguishing feature of which
is the arrangement of a central buffer d, serving as a hook e¹ in combination with
a draw-rod running at the upper end into the form of a hook and carrying a
double shackle h, h, and acting so that upon coming into contact with a second
single buffer carriage fitted in the same manner, the inner shackles h takes hold
of the buffer hook e, in the capacity of main coupling, whilst the outer shackles h¹,
kengage as emergency coupling in the draw rod hooks b, and on the contrary,
upon coming into contact with a double buffer carriage, the outer, shackle hi
acting as main coupling grasps the drag-hook and the inner shackle h falls
down, being un-used, and may be employed with the emergency hook Å of the
old carriage as emergency coupling.
2. In the central double coupling mentioned under Claim 1, the arrangement
of which the distinguishing feature is the combination of the draw-rod in with
the central buffer d, e, so that, upon being pulled out or pressed in, both move
to the same extent, whilst the draw-rod a can move independently of the central
buffers for the purpose of the coupling being lengthened or shortened.
DAL:- 10DAL
1000
R. CORE GARDNER,
Patent Agent, 166, Fleet Street, London,
Agent for the said Hermann Robinson.