IMPROVEMENTS IN COUPLING APPARATUS FOR RAILWAY VEHICLES
Year: 1884

page_text: I JAMES THORNE ROE of Rose Hill House Wandsworth, Engineer do hereby
declare the nature of the said invention for " IMPROVEMENTS IN COUPLING
APPARATUS FOR RAILWAY VEHICLES" to be as follows:-
My invention relates to improvements in coupling apparatus for railway vehicles
and has for its object to provide means whereby such vehicles may be readily and
expeditiously connected or disconnected for shunting or other purposes.
In carrying the said invention into practice I pivot upon the hook-portion of the
draw-bar (which may be similarly arranged to those at present in use) a link or
shackle which is adapted to come in contact with a similar link or shackle upon
the adjacent vehicle and to engage with or be disconnected from the hook of the
draw-bar thereof as hereinafter described. In order to ensure the proper passage
of the shackle attached to the hook at the end of one vehicle over that at the end
of the adjacent vehicle notwithstanding any variation in the height of the bodies
of such vehicles due to a difference in the weight of the contents of the same or
otherwise I provide such shackles upon their upper surface with an angular
or curved guide-piece so that when two adjacent vehicles meet the curved or
angular surface upon the shackle or link of one vehicle will serve to raise the
outer or free end (that is to say the end most distant from the pivot) of the
shackle of the other vehicle into such a position that it will pass over the
hook upon the draw-bar of such other vehicle. Instead however of forming a
projecting curved or angular guide-piece upon the upper surface of the shackles as
above described it will be evident that without departing from the spirit of my
invention I can bend or form the shackle into such a shape as to ensure
the passage of the shackle of one vehicle over the hook of the adjacent vehicle
when such vehicles approach cach other without necessitating any change in the
form of the hook proper as at present used.
Upon the upper surface of the hook-portion of the draw-bar between the hook
proper and the headstock or end of the under carriage of the vehicle I form an
extension or projection on which the free end of the link or shackle of an
adjacent vehicle travels when two vehicles meet.

page_text: In order to provide for coupling and uncoupling the vehicles I secure in suitable
bearings upon the headstock or under frame of the vehicle a transverse rod or shaft
to which is attached an arm or lever adapted to act upon an arm or lever upon
the fulcrum of the shackle when a weighted lever upon the end of such transverse
shaft is turned by the person deputed to attend to the shunting or uncoupling of
the vehicles. I prefer to arrange one of such weighted levers upon each end of the
said transverse shaft so that the shunter can control the action of the shackle from
either side of the vehicles to be coupled or uncoupled without necessitating his
passage between the latter for such purpose. These weighted levers are free to
turn upon such transverse shaft and cannot affect the position of the arm or lever
upon the transverse shaft until one or the other of such weighted levers is turned
by the shunter to such an extent as to come in contact with a stop or abutment
upon the said transverse shaft. It follows therefore that any movement of the
weighted levers due to the momentum of the vehicles or the impact of vehicles
when they meet in shunting operations will not affect the position of the shackles,
it being necessary for the shunter to turn such weighted lever beyond or past the
centre of gravity before it comes in contact with the stop upon the transverse
shaft and consequently the arm upon the said shaft cannot act upon the extension
of the shackle until such weighted lever is thrown over and the vehicles are forced
together to such an extent as to cause the free end of the shackle of one vehicle to
pass out of engagement with the hook on the draw-bar of the adjacent vehicle.
When the latter operation takes place (the weighted lever being turned over
as above stated) the free end of the shackle has travelled up the incline behind
the hook proper and is sustained in its elevated position by the descent of
the weighted arm so that on the separation of the vehicles such shackle will not
engage with the hook of the adjacent vehicle but will pass over such hook thereby
disconnecting the vehicles. When however the weighted levers are in their normal
position and two vehicles are forced together the shackle upon one vehicle will
pass over that on the adjacent vehicle and by gravity will engage with the hook of
such vehicle so soon as tension is exerted upon the vehicles. To prevent the rising
of the free end of the shackle to too great an extent I provide the said shackle
with an extension which is adapted to come in contact with the headstock or a
plate attached thereto when the said shackle is fully raised.
From the above description it will be understood that when the weighted levers
are in their normal position the shackle upon one vehicle is free to engage with the
hook of the adjacent vehicle when such vehicles are forced together but if one of
such weighted levers is turned over or around then on the vehicles being force!
together the free end of the shackle will be raised above the level of the top of the
hook by the incline on such hook and the descent of such weighted arm and will
pass over such hook when the vehicles separate by reason of the tension exerted
upon the adjacent vehicle or vehicles by the engine or otherwise. It follows
therefore that the coupling and uncoupling of the vehicles is controlled by the
position of the weighted lever at the side of the vehicle.
Instead of forming an extension upon the upper surface of the hook to provide
for raising the shackle and permit the uncoupling or shunting of the vehicles I
may provide a guide-piece pivoted to the frame of the vehicle so as to be brought
down into contact with the upper surface of the hook portion of the draw-bar
when a weighted lever at either side of the vehicle is turned this guide-piece then
serving to raise the-free end of the shackle above the nose of the hook when the
vehicles are forced together. When such pivoted guide-piece is used it will be
evident that two weighted levers must be moved to effect the uncoupling of
vehicles, namely the one to provide for the descent of the guide-piece upon
the hook-portion of the draw-bar so as to raise the free end of the shackle
and the other upon the aforesaid transverse shaft to retain the said shackle in an
clevated position so as to effect the disconnection of the vehicles when they are
drawn apart or separated.

page_text: When my improved coupling is applied to vehicles having spring buffers I prefer
in order to compensate for the varied compression of the springs to form the draw-
bar in two parts that is to say. I form in one part of the draw-bar a slot or link in
which a shackle attached to the other portion of the said draw-bar is free to move.
The hook portion of the draw-bar is forced outward preferably by means of a
weighted lever pivoted to a lug or ears upon the slotted portion of such draw-bar.
This lever however is free to move so as to enable the hooks to move inward or
outward in accordance with the compression or expansion of the springs combined
with the buffers. Or I may employ any other flexible connection between the two
portions of the draw-bar.
. 1

page_text: I JAMES THORNE ROE of Rose Hill House Wandsworth, Engineer, do hereby
'declare the nature of my said invention for "IMPROVEMENTS IN COUPLING APPARATUS
FOR RAILWAY VEHICLES" and in what manner the same is to be performed to
be particularly described and ascertained in and by the following statement
reference being had to the accompanying drawing forming a part of this
specification:-
:-
My invention relates to improvements in coupling apparatus for railway vehicles
and has for its object to provide means whereby such vehicles may be readily and
expeditiously connected or disconnected for shunting or other purposes.
The said invention is illustrated in this accompanying drawing in which-
Figure 1 is an elevation partly in section representing the construction of
apparatus in accordance with my invention one of the links or shackles being
shewn as raised due to the manipulation of a weighted lever as hereinafter
described so that on the movement of one vehicle from another they will be
automatically uncoupled or disconnected.
Figure 2 is a similar view shewing slight modifications in the construction of the
apparatus as hereinafter described and representing the vehicles coupled, the
weighted lever connected with one vehicle however being thrown over so that on
the vehicles being forced together it will raise the hook with which it is combined
so that on the vehicles again being drawn asunder their disconnection will be
effected.
Like letters indicate the same parts in both these figures.
In carrying my invention into practice I pivot upon the hook-portion a' of the
draw-bar a (which may be similarly arranged to those at present in use) a link or
shackle b which is adapted to come in contact with a similar link or shackle b upon
the adjacent vehicle and to engage with or be disconnected from the hook a² of the
draw-bar thereof as hereinafter described. In order to ensure the proper passage
of the shackle b attached to the bar a at the end of one vehicle over that at the
end of the adjacent vehicle notwithstanding any variation in the height of the
bodies of such vehicles (due to a difference in the weight of the contents of the
same or otherwise) I provide such shackles 6 upon their upper surface with a
guide-piece having an angular surface, as at 6* for instance, or a curved surface so
that when two adjacent vehicles meet the curved or angular surface 6* upon the
shackle or link b of one vehicle will serve to raise the outer or free end (that is to
say the end most distant from the pivot b¹) of the shackle of the other vehicle into
such a position that it will pass over the hook a upon the draw-bar a of such
other vehicle. Instead however of forming a projecting, curved, or angular guide-
piece upon the upper surface of the shackles as above described it will be evident
that without departing from the spirit of my invention I can bend or form the
shackle into such a shape that it will itself serve as a hook with which the adjacent
shackle is adapted to engage and so as to ensure the passage of the shackle of one
vehicle over the hook of the shackle of the adjacent vehicle when such vehicles
approach each other without necessitating any change in the form of the hook
proper as ordinarily used. Upon the upper surface of the hook portion a¹ of the
draw bar a between the hook proper a3 and the head-stock or end c of the under-
carriage of the vehicle I form an extension or projection a³ on which the free end
of the link or shackle b of an adjacent vehicle rides when two vehicles meet.
In order to provide for coupling and uncoupling the vehicles I secure in suitable
bearings upon the head-stock or under-frame c of the vehicle a transverse rod or

page_text: shaft & to which is attached an arm or lever e adapted to act upon an arm or lever
6 upon the fulcrum b¹ of the shackle when a weighted lever f upon the end of such
transverse shaft is turned by the person deputed to attend to the shunting or
uncoupling of the vehicles. I prefer to arrange one of such weighted levers fupon
each end of the said transverse shaft d so that the shunter can control the action
of the shackle b from either side of the vehicles to be coupled or uncoupled without
necessitating his passage between the latter for such purpose. These weighted
levers fare free to turn upon such transverse shaft d and cannot affect the position
of the arm or lever e upon the same until one or the other of such weighted levers f
is turned by the shunter to such an extent as to come in contact with a stop or
abutment g upon the said transverse shaft or to such an extent that a projection on
the said shaft comes in contact with an arm or projection attached to the arm e. It
follows therefore that any movement of the weighted levers f due to the momentum
of the vehicles or the impact of vehicles when they meet in shunting operations
will not affect the position of the links or shackles bit being necessary for the
shunter to turn such weighted lever f beyond or past the centre of gravity before.
it comes in contact with the stop g upon the tranverse shaft d or the arm e and.
consequently the said arm e cannot act upon the extension 62 of the shackle until
the weighted lever f is thrown over and the vehicles are forced together to such an
extent as to cause the free end of the shackle of one vehicle to pass out of
engagement with the hook a² on the draw-bar of the adjacent vehicle or.
out of contact with the hook formed on the shackle itself. When such operation
takes place (the weighted lever being turned over as above stated) the free end
of the shackle has travelled up the incline as behind the hook proper, and is.
sustained in its elevated position by the descent of the weighted arm f so that on
the separation of the vehicles such shackle will not engage with the hook of the
adjacent vehicle but will pass over such hook thereby disconnecting the vehicles.
When however the weighted levers fare in their normal position and two vehicles
are forced together the shackle upon one vehicle will pass over that on the adjacent
vehicle and by gravity will engage with the hook a² of such vehicle so soon as
tension is exerted upon the vehicles. To prevent the rising of the free end of the
shackle to too great an extent I in some cases provide the said shackle with an
extension 63 which is adapted to come in contact with the headstock c or a plate
attached thereto, when the said shackle is fully raised. Or I may employ a movable
pin or other arrangement to permit the shackle to be turned up and if required
secured against the end of the vehicle (or to be turned so that it will hang down)
when standing idle in a goods-yard for instance or the crank of the weighted lever f
on the axle d or on the axle itself may be adapted to raise and retain the shackle.
or link against the end of the vehicle so that although it can be readily lowered to
be in a position for coupling with an adjacent vehicle it will not do so unless so
lowered so that no harm can be done to the coupling which harm might arise if
vehicles not intended to be coupled are run against each other as frequently occurs
when the vehicles are standing idle in a goods-yard.
From the above description it will be understood that when the weighted
levers fare in their normal position the shackle b upon one vehicle is free to engage
with the hook of the adjacent vehicle when such vehicles are forced together but if
one of such weighted levers is turned over or around then, on the vehicles being
forced together the free end of the shackle will be raised above the level of the top
of the hook by the incline on such hook and the descent of such weighted arm and
will pass over such hook when the vehicles separate by reason of the tension
exerted upon the adjacent vehicle or vehicles by the engine or otherwise. It
follows therefore that the coupling and uncoupling of the vehicles is controlled by
the position of the weighted lever f at the side of the vehicle.
Instead of forming an extension upon the upper surface of the hook (as at a³ for
instance) to provide for raising the shackle and permit the uncoupling or shunting
of the vehicles I may provide a guide piece i pivoted to the frame of the vehicle so
as to be brought down into contact with the upper surface of the hook-portion of

page_text: the draw-bar when a weighted lever j at either side of the vehicle is turned this
guide-piece then serving to raise the free end of the shackle above the nose of the
hook when the vehicles are forced together. When such pivoted guide-piece is.
used it will be evident that two weighted levers must be moved to effect the:
uncoupling of the vehicles namely the one i to provide for the descent of the guide-
piece upon the hook-portion of the draw-bar so as to raise the free end of the
shackle and the other f upon the transverse shaft d to retain the said shackle in an
elevated position so as to effect the disconnection of the vehicles when they are
drawn apart or separated. In some cases I provide the arm f at the side of the
vehicle with a weight of sufficient size to lift the shackle or link b when such artn
is turned by the shunter or attendant and the tension is taken off the coupling by
shunting or otherwise. Under such an arrangement I can dispense with the raised.
portion a³ of the hook or with the guide-piece i pivoted to the frame of the
vehicle.
When my improved coupling is applied to vehicles having spring buffers I in
some cases in order to compensate for the varied compression of the springs form
the draw-bar a in two parts, as at a a³ for instance, that is to say I form in one
part as of the draw-bar a slot or link in which a shackle k attached to the other
portion at of the said draw bar is free to move. The hook-portion a¹ of the draw-
bar a is forced outward preferably by means of a weighted lever pivoted to a lug
or ears upon the slotted portion as of such draw-bar. This lever however is free
to move so as to enable the hooks to move inward or outward in accordance with
Or I may
the compression or expansion of the springs combined with the buffers.
employ any other flexible connection between the two portions of the draw-bar.
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
First. In coupling apparatus for railway vehicles the combination with the draw-
bar a of the link 6 pivoted thereto and provided with a curved or angular surface
and adapted to be controlled as to its position and functions through the medium
of the arm or lever b, the arm or lever e upon the transverse shaft d, and the
weighted lever f and stop, all substantially as herein set forth and for the purposes
specified.
Second. The combination with the link or shackle b of the piece i and weighted
levers jas and for the purpose specified.
Third. The employment in combination with the subject matter of either or both
of the preceeding claims of the arrangement as at a, a, k, l, substantially as herein
set forth and for the purpose specified.
Dated this 4th day of November 1884.