Improvements in Car Coupling Devices.
Year: 1895

page_text: Date of Application, 29th Jan., 1895
Complete Specification Left. 23rd Mar., 1895-Accepted, 4th May, 1895
Improvements in Car Coupling Devices.
A communication by DUNCAN SINCLAIR, of Caledonia, in the County of
Livingston and State of New York, United States of America, Farmer
and Inventor.
I, WILLIAM PHILLIPS THOMPSON F.C.S., M.I.M.E. of The Agency for
Foreign Patent Solicitors, 6 Lord Street Liverpool and 6 Bank Street, Manchester
both in the County of Lancaster, 118 New Street Birmingham in the County of
Warwick and 31, High Holborn in the County of Middlesex, Civil Engineer, do
hereby declare the nature of this invention to be as follows:-
:―
According to this invention prismatic iron or steel draw-heads for the cars are
formed hollow, and substantially rectangular in cross section, and projecting about
the usual distance from the ends of the cars. These draw-heads are a lapted to
have a moderate longitudinal motion in the car frames, as is usual in this class of
devices, each draw-head being provided at its inner end with a stout spring, in a
manner that is common, and for the usual purpose.
The draw-head is usually made in an upper and a lower half, divided
longitudinally, and joined by dowel pins or bolts of common kind.
The space within the draw-head is divided, toward its outer or operating end,
by a transverse partition, a longitudinal cylinder being placed in the smaller space
just within the vertical end-wall the draw-head. This cylinder is adapted to
turn upon its axis but has no endwise motion. An axial shaft of the cylinder
extends rearward through the partition, being provided at its end with an over-
hanging toothed hub. A coiled spring upon a reduced part of the cylinder tends
to turn the latter and hold it in a normal position.
A vertical operating rod piercing the upper part of the draw-head is provided
at its lower end, within the draw-head, with a toothed hub engaging the toothed
hub on the cylinder shaft. This rod is extended to the top of the car and
provided thereat with a hand lever by means of which the trainman on the deck of
the car may operate the cylinder.
Simple stops are provided for the cylinder, which limit its axial motions to
one-fourth of a revolution.
A longitudinally movable trip rod is provided for the cylinder, placed horizontally
at the side of and parallel with the latter, and in the middle plane of the draw-
bead. This rod ordinarily projects beyond the end of the draw-head in position
to be encountered and driven inward by the opposing draw-head of an advancing car.
The trip rod is actuated by a spring tending normally to keep its outer en
projecting from the draw-head; but it has no axial motion. It is formed, when in
its normal position, to engage the cylinder and hold it against the action of its
spring; but when pushed inward it releases the cylinder and gives the latter over
to the control of its spring.
A horizontal operating rod for the cylinder is also provided resting in bearings
on the end of the car and connected with the vertical operating rod, above
mentioned, by means of which the trainman may set the cylinder while standing
upon the ground at either side of the car without stepping upon the track.
The draw-link consists of a shaft provided at either end with a flat, semi-oval
head, substantially in the form of an ellipse divided along its minor axis. The
pointed ends of these heads are turned away from each other and one head is loose

page_text: upon the shaft so as to have axial motion thereon to the end that the two may
occupy a plane, or be turned to occupy two planes at right angles with each other.
A light tension spring is employed to moderately resist the turning of the loose
head.
Each draw-head is formed with a horizontal, oblong, flaring opening at its outer
end, communicating with the space within, and adapted to receive a head of the
link when presented horizontally. The adjacent end of the cylinder is also formed
with a flat, longitudinal cavity adapted to receive and hold the link-head. This
cavity, when horizontal, registers with the opening in the draw-head, and a link
entering the draw-head will pass into the cavity.
The parts are so arranged that the trip rod engages the cylinder only when the
cavity in the latter is horizontal and in position to receive the link; but the spring,
when in control of the cylinder, turns the latter so the cavity will be vertical.
When two cars are coupled both heads of the link and the cavities in the
cylinders occupy a vertical plane, and the straight, inner ends of the link-heads
bear against the respective vertical, inner faces of the end-walls of the draw-heads
and resist the pull of the locomotive.
To uncouple a car the trainman, by using the operating rod, turns the cylinder
so its cavity and the contained link-head will be horizontal. The link may then
be drawn out without opposition.
When it is wished to couple two cars the link, held in the draw-head of
one, has
its outer head turned by the attendant to a horizontal position and the cylinder in
the other car is also turned to have its cavity horizontal. Now, when the cars
meet the advance end of the link will pass into the cylinder of the opposite car,
and the associated trip rod being pushed inward by the approaching draw-head
releases the cylinder and allows it to be quickly turned by the spring to bring its
cavity and the link-head vertical.
The outer end of the trip rod is formed with a removable piece which, whe
taken off, shortens the trip rod so as not to be acted upon by the opposing draw-
head, this being sometimes convenient when handling cars.
A stop or detent is provided for the operating rod to enable the latter to hold
the cylinder temporarily against the action of the spring. This practically answers
the same purpose as does the removing of the outer end-piece of the trip rod;
that is to say, in either case the cylinder of a draw-head cannot be effected in any
way by the opposing draw-head.
In order that this said invention may be more fully understood and readily
carried into effect, the accompanying drawings will now be described:-
Figure 1 is a plan of two co-acting draw-heads, partly in horizontal section, parts
being broken away.
Figure 2 is a side elevation of one of the draw-heads seen as indicated by arrow 2
in Figure 1, parts being vertically and centrally sectioned.
Figure 3 is a front end view.
Figure 4 is a front end view of a cylinder and a trip rod.
Figure 5 is a cross section on the dotted line 5 5 in Figure 1.
Figure 6 is a cross section on the dotted line 6 6 in Figure 1.
Figure 7 is a plan of the draw-link.
Figure 8 is a transverse section on the dotted line 88 in Figure 7.
Figure 9 shows a removable part of the trip rod.
Figures 10, 11 and 12, show the adaptation of the invention to a car.
Figure 13 shows the stop or detent for the operating rod for the cylinder.
Figures 7, 8, 9 and 13, are drawn to scales larger, and Figures 10, 11 and 12, to
a scale smaller, than that of the remaining figures.
A is the body of an ordinary railway freight car, and B B the draw-beads. The
latter are attached to the cars in the usual manner and are usually made open at
the under side and divided horizontally as a matter of convenience in construction.
Dowel bolts or pins m' entering holes n¹ are employed to hold the halves
together.

page_text: A horizontal cylinder C is placed within the draw-head between a partition 7
and the front end-wall k', formed with a flat axial cavity a in which to receive a
head of the draw-link. The draw-head is made with a corresponding opening b
to receive the link-head.
.
The link is formed with flat, semi-oval heads c c', Figures 7 and 8, joined by a
shaft d. The head c² is constructed to turn upon a reduced part of the shaft and
is formed with an opening e in which to insert a collar made rigid upon the
shaft. A spiral spring 9 serves to press the collar against the head and so
create friction between the parts to moderately resist the turning of the head
upon the shaft. This is mainly to prevent the shifting of the parts of the link by
the jolting of the car, when set in position for coupling.
The cylinder is formed with a reduced part i, Figures 1, 2 and 5, holding a spiral
spring k, one end being secured to the cylinder and the other end entering the
partition. The cylinder is also formed with an axial shaft m resting in the
partition and holding at its end a toothed hub n.
A vertical operating rod o piercing the upper wall of the draw-head holds a
toothed hub p in position to engage the hub n. By turning the rod as indicated
by arrow r in Figures 1 and 11, the cylinder will be turned contrary to the action
of the spring k or in the direction indicated by dotted arrow in Figure 4.
The cylinder is formed with a rear semi-circular rib s. A trip rod t for the
cylinder is provided with a pin w to engage one end of the rib to hold the cylinder
from being turned by the spring. The trip rod is provided with a spring u acting
between a pin v in the rod and an opposite part of the draw-head, the spring acting
to push the rod forward or outward.
A horizontal cavity a, Figure 1, is formed in the draw-head, in which the pin w
plays during longitudinal motions of the rod, the pin also serving to prevent the
rod from turning on its axis. When the trip rod is pushed forward by the spring u
it engages the cylinder and prevents the latter being turned by the spring k.
When it is pushed backward by an approaching draw-head it releases the cylinder
and allows the spring k to turn it.
The trip rod holds the cylinder in a position in which the cavity a is horizontal
and ready to receive a link; but when in control of the spring the cylinder is
turned to bring the cavity to a vertical position.. If, when in the latter position,
the cylinder be turned back again by means of the operating rod o the trip rod
will immediately advance and engage it as before.
When two cars are coupled both heads of the link stand edge wise with their
square ends bearing against the respective inner faces of the ends k¹ k¹ of the
draw-heads, the springs being in control of both cylinders. To uncouple either
car its operating rod o is moved by the trainman to turn the cylinder back in
position to be caught by the trip rod. This releases the link.
The cavities in the cylinders are made deeper longitudinally than the length of
the link-heads, the proportions being such that when two draw-heads of adjacent
cars touch end to end there will be a free space in each cylinder at the end of the
link so the latter shall in no case bottom in both cavities at the same time. That
is to say, the horizontal distance between the bottoms of the two cavities when the
draw-heads touch is greater than the extreme length of the link. This is to
prevent the link being crushed end wise when two cars are brought together.
The operating rod o is provided with a handle y, Figures 10 and 11, for the
purpose of turning it. The horizontal operating rod z, held in bearings a', is
connected with the vertical rodo by means of a simple slotted part d', and lever c¹
rigid with the rod o. The rod z is formed with handles b¹ to be grasped by a
person at either side of the car to set the cylinder.
To stop the cylinder at the termini of its quarter revolutions a circular
quadrant g, Figures 2 and 5, of the draw-head projects into the space h' back of
the cylinder in position to meet the longitudinal ends of the ribs as the cylinder is
turned.

page_text: Two catch teeth e¹, Figures 1 and 13, rigid with the rod o are adapted to be
engaged by a pawl f¹, actuated by a spring, the pawl turning on a pin o' rigid in
the draw-head. These teeth are in such relative positions that when either is
engaged by the pawl the cylinder will be in one of its extreme positions. The
pawl is used in part to hold the cylinder and its associated parts temporarily
inactive as when, for instance, cars have been distributed on sidings; and also to
hold the cylinders from accidentally turning and allowing a moving train to become
uncoupled.
To place the pawl out of use it is swung back to the dotted position shown in
Figure 13, and held by a simple pin el inserted in the draw head."
The outer end piece h of the trip rod, Figure 9, being removed the latter will
be shortened so as not to project from the draw-head and consequently will not be
affected by the opposing draw head.
The draw-heads and the cylinders are usually provided with vertical holes r³,
Figures 1 and 2, so that the ordinary coupling link and pin may be used should it
be in any case convenient or necessary. In this case the cylinders are useless and
are held by the pawls 1 so their cavities will be horizontal, the parts of the trip
rods being also removed.
Dated this 28th day of January 1895.
Improvements in Car Coupling Devices.
A communication by DUNCAN SINCLAIR, of Caledonia, in the County of
Livingston and State of New York, United States of America, Farmer
and Inventor.
I, WILLIAM PHILLIPS THOMPSON, F.C.S. M.I.M.E. of The Agency for
Foreign Patent Solicitors, 6 Lord Street, Liverpool, and 6 Bank Street,
Manchester, both in the County of Lancaster, 118 New Street, Birmingham in
the County of Warwick and 31 High Holborn in the County of Middlesex,
Civil 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 :-
According to this invention, prismatic iron or steel draw-heads for the cars are
formed hollow and substantially rectangular in cross section, and projecting about
the usual distance from the ends of the cars. These draw-heads are adapted to
have a moderate longitudinal motion in the car frames, as is usual in this class of
devices, each draw-bead being provided at its inner end with a stout spring, in a
manner that is common, and for the usual purpose.
The draw-head is usually made in an upper and a lower half, divided longi-
tudinally, and joined by dowel pins or bolts of common kind.
The space within the draw-head is divided, toward its outer or operating end,
by a transverse partition, a longitudinal cylinder being placed in the smaller space
just within the vertical end-wall of the draw-head. This cylinder is adapted to
turn upon its axis but has no endwise motion. An axial shaft of the cylinder
extends rearward through the partition, being provided at its end with an over-
hanging toothed hub. A coiled spring upon a reduced part of the cylinder tends
to turn the latter and hold it in a normal position.
A vertical operating rod piercing the upper part of the draw-head is provided
at its lower end, within the draw-head, with a toothed hub engaging the toothed

page_text: lub on the cylinder shaft. This rod is exten led to the top of the car and provided
thereat with a hand lever by means of which the trainman on the deck of the car
may operate the cylinder.
Simple stops are provided for the cylinder which limit its axial motions to one
fourth of a revolution.
A longitudinally movable trip rod is provided for the cylinder, placed
horizontally at the side of and parallel with the latter, and in the middle plane of
the draw-head. This rod ordinarily projects beyond the end of the draw-head in
position to be encountered and driven inward by the opposing draw-head of an
advancing car.
The trip rod is actuated by a spring tending normally to keep its outer end
projecting from the draw-head, but it has no axial motion. It is formed, when in
its normal position, to engage the cylinder and hold it against the action of its
spring, but when pushed inward it releases the cylinder and gives the latter over
to the control of its spring.
A horizontal operating rod for the cylinder is also provided resting in bearings
on the end of the car and connected with the vertical operating rod, above
mentioned, by means of which the trainman may set the cylinder while standing
upon the ground at either side of the car without stepping upon the track.
The draw-link consists of a shaft provided at either end with a flat, semi-oval
head, substantially in the form of an ellipse divided along its minor axis. The
pointed ends of these heads are turned away from each other and one head is
loose upon the shaft so as to have axial motion thereon to the end that the two
may occupy a plane, or be turned to occupy two planes at right angles with each
other. A light tension spring is employed to moderately resist the turning of the
loose head.
Each draw-head is formed with a horizontal, oblong, flaring opening at its
outer end, communicating with the space within, and adapted to receive a head of
the link when presented horizontally. The adjacent end of the cylinder is also
formed with a fat, longitudinal cavity adapted to receive and hold the link-head.
This cavity, when horizontal, registers with the opening in the draw-head, and a
link entering the draw-head will pass into the cavity.
The parts are so arranged that the trip rod engages the cylinder only when the
cavity in the latter is horizontal and in position to receive the link; but the spring,
when in control of the cylinder, turns the latter so the cavity will be vertical.
When two cars are coupled, both heads of the link and the cavities in the
cylinders occupy a vertical plane, and the straight, inner ends of the link-heads
hear against the respective vertical, inner faces of the end walls of the draw-heads
and resist the pull of the locomotive.
To uncouple a car, the trainman, by using the operating rod, turns the cylinder
so its cavity and the contained link-bead will be horizontal. The link may then be
drawn out without opposition.
When it is wished to couple two cars, the link, held in the draw-head of one,
has its outer head turned by the attendant to a horizontal position, and the cylinder
in the other car is also turned to have its cavity horizontal. Now, when the cars
meet, the advance end of the link will pass into the cylinder of the opposite car,
and the associated trip rod being pushed inward by the approaching draw-head,
releases the cylinder and allows it to be quickly turned by the spring to bring its
cavity and the link head vertical.
The outer end of the trip rod is formed with a removable piece which, when
taken off, shortens the trip rod so as not to be acted upon by the opposing draw-
head, this being sometimes convenient when handling cars.
A stop or detent is provided for the operating rod to enable the latter to hold
the cylinder temporarily against the action of the spring. This practically.
auswers the same purpose as does the removing of the outer end piece of the trip
rod; that is to say, in either case the cylinder of a draw-head cannot be effected
in any way by the opposing draw-head.

page_text: In order that the said invention may be more fully understood and readily carried
into effect, reference will be had to the drawings accompanying the Provisional
Specification, in which,
Figure 1 is a plan of two co-acting draw-heads, partly in horizontal section, parts
being broken away.
Figure 2 is a side elevation of one of the draw-heads seen as indicated by arrow 2
in Figure 1, parts being vertically and centrally sectioned.
Figure 3 is a front end view.
Figure 4 is a front end view of a cylinder and a trip rod.
Fi
Fi
Figure 5 is a cross section on the dotted line 5 5 in Figure 1.
igure 6 is a cross section on the dotted line 6 6 in Figure 1.
igure 7 is a plan of the draw-link.
Fi
Figure 8 is a transverse section on the dotted line 8 8 in Figure 7.
Figure 9 shows a removable part of the trip rod.
Figures 10, 11 and 12, show the adaptation of the invention to a car.
Figure 13 shows the stop or detent for the operating rod for the cylinder.
Figures 7, 8, 9 and 13, are drawn to scales larger, and
Figures 10, 11 and 12, to a scale smaller than that of the remaining figures.
A is the body of an ordinary railway freight car, and B B the draw-heads.
The latter are attached to the cars in the usual manner and are usually made open
at the underside and divided horizontally as a matter of convenience in construction.
Dowel bolts or pins m³ entering holes n' are employed to hold the halves together.
A horizontal cylinder C is placed within the draw-head between a partition /
and the front end wall k¹, formed with a flat axial cavity a in which to receive a
head of the draw-link. The draw-head is made with a corresponding opening b to
receive the link-head.
The link is formed with flat semi-oval heads c c², Figures 7 and 8, joined by a
shaft d. The head c² is constructed to turn upon a reduced. part of the shaft and
is formed with an opening e in which to insert a collar made rigid upon the shaft.
A spiral spring g serves to press the collar against the head and so create friction
between the parts to moderately resist the turning of the head upon the shaft.
This is mainly to prevent the shifting of the parts of the link by the jolting of
the car when set in position for coupling.
The cylinder is formed with a reduced part i, Figures 1, 2 and 5, holding a
spiral spring k, one end being secured to the cylinder and the other end entering
the partition . The cylinder is also formed with an axial shaft m resting in the
partition and holding at its end a toothed hub n.
A vertical operating rod o piercing the upper wall of the draw-head holds a
toothed hub p in position to engage the hub n. By turning the rod as indicated
by arrow in Figures 1 and 11, the cylinder will be turned contrary to the action
of the spring k or in the direction indicated by dotted arrow in Figure 4.
The cylinder is formed with a rear semi-circular rib s. A trip rod t for the
cylinder is provided with a pin w to engage one end of the rib to hold the cylinder
from being turned by the spring. The trip rod is provided with a spring u acting
between a pin v in the rod and an opposite part of the draw-head, the spring
acting to push the rod forward or outward.
A horizontal cavity a, Figure 1, is formed in the draw-head in which the pin w
plays during longitudinal motions of the rod, the pin also serving to prevent the
rod from turning on its axis. When the trip rod is pushed forward by the spring u
it engages the cylinder and prevents the latter being turned by the spring k
When it is pushed backward by an approaching draw-head it releases the cylinder
and allows the spring k to turn it.
The trip rod holds the cylinder in a position in which the cavity a is horizontal
and ready to receive a link; but when in control of the spring the cylinder is
turned to bring the cavity to a vertical position. If, when in the latter position,
the cylinder be turned back again by means of the operating rod o the trip rod
will immediately advance and engage it as before.

page_text: When two cars are coupled both heads of the link stand edgewise with their
square ends bearing against the respective inner faces of the ends k¹k of the
draw-heads, the springs & being in control of both cylinders. To uncouple either
car its operating rod o is moved by the trainman to turn the cylinder back in
position to be caught by the trip rod. This releases the link.
The cavities in the cylinders are made deeper longitudinally than the length of
the link-heads, the proportions being such that when two draw-heads of adjacent
cars touch end to end there will be a free space in each cylinder at the end of the
link so the latter shall in no case bottom in both cavities at the same time. That is
to say, the horizontal distance between the bottoms of the two cavities when the
draw-heads touch is greater than the extreme length of the link. This is to
prevent the link being crushed end wise when two cars are brought together.
The operating rod is provided with a handle y, Figures 10 and 11, for the
purpose of turning it. The horizontal operating rod, held in bearings a', is
connected with the vertical rod o by means of a simple slotted part d', and lever c¹
rigid with the rod o. The rod z is formed with handles to be grasped by a
person at either side of the car to set the cylinder.
To stop the cylinder at the termini of its quarter revolutions a circular
quadrant gl, Figures 2 and 5, of the draw-head projects into the space back of
the cylinder in position to meet the longitudinal ends of the rib s
cylinder is turned.
as the
Two catch teeth e', Figures 1 and 13, rigid with the rod o are adapted to be
engaged by a pawl actuated by a spring 1, the pawl turning on a pin o
rigid in the draw-head. These teeth are in such relative positions that when
either is engaged by the pawl the cylinder will be in one of the extreme
positions. The pawl is used in part to hold the cylinder and its associated parts
temporarily inactive as when, for instance, cars are being distributed on sidings;
and also to hold the cylinders from accidentally turning and allowing a moving
train to become uncoupled. To place the pawl out of use it is swung back to the
dotted position shown in Figure 13, and held by a simple pin p inserted in the
draw-head.
The outer end-piece of the trip rod, Figure 9, being removed the latter will be
shortened so as not to project from the draw-head and consequently will not be
effected by the opposing draw-head.
The draw-heads and the cylinders are usually provided with vertical holes,
Figures 1 and 2, so that the ordinary coupling link and pin may be used should it.
be in any case convenient or necessary. In this case the cylinders are useless and
are held by the pawls so their cavities will be horizontal, the parts of the trip
rods being also removed.
1
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare that what I claim is :---
1. In a car coupler, a draw-head formed with an opening in its exposed end, in
combination with a longitudinal, rotatory cylinder in the draw-head, formed with a
Hat longitudinal cavity co-acting with the opening in the draw-head, a spring to
turn the cylinder, a vertical rod to control the cylinder, held by the draw-head,
gearing connecting said rod with the cylinder, and a detent for the cylinder.
2. A car-coupling device comprising a draw-head having a horizontal, longi-
tudinal opening in its exposed end, in combination with a rotatory cylinder in the
draw-head, formed with a flat, longitudinal cavity opposite the opening in the
draw-head, a spring to turn the cylinder, an operating rod held by the draw-head
to control the cylinder, gearing connecting said rod and the cylinder, and a detent
for the rod.
3. A car-coupling device comprising a draw-head open at its outer end, in
combination with a rotatory cylinder in the draw-head, formed with a flat,
longitudinal cavity opposite the opening in the draw-head, a spring to turn the

page_text: cylinder, a vertical rod held by the draw-head to control the cylinder, gearing
connecting said rod and the cylinder, and a trip rod constituting a detent for the
cylinder.
4. In a car-coupling device a draw-head formed with an opening b, a cylinder
in the draw-head formed with a cavity opposite said opening, a spring to turn the
cylinder, a rod held by the draw-head to control the cylinder, and gearing
connecting said rod with the cylinder, the latter being formed with a semi-circular
rib, in combination with a trip rod to control the cylinder, and a stop for the
latter.
5. In a car coupling device a draw-head formed with an end opening, a cylinder
formed with a backward projection in the draw-head, having a cavity opposite
said end opening, and means for controlling the cylinder, in combination with a
two-part trip rod for the cylinder, in the draw-head, projecting forward of the
latter.
6. A car-coupling device comprising a draw-head having an end opening, a
cylinder in the draw-head having a cavity opposite said end opening, a spring to turn
the cylinder, and a vertical rod and gearing held by the draw-head to control the
cylinder, in combination with a detent for said rod, an arm or lever upon the
rod, and a horizontal, shiftable rod upon the car for operating said lever.
7. In a car coupler, a draw-head open at its outer end, a cylinder in the draw-
head having a cavity opposite said opening, a spring to turn the cylinder, and a
vertical rod with gearing, held by the draw-head to control the cylinder, in
combination with a spring-pressed pawl to control said rod, and a holding pin for
said pawl.
8. In a car coupler, a draw-head open at its outer end, a cylinder in the draw-
head having a flat longitudinal cavity opposite said opening, and means to control
the cylinder, in combination with a draw-link formed with flat heads to enter said
cavity in the cylinder, the heads being connected by a shaft, and one adapted to
turn upon said shaft.
9. In a car coupler, a draw-head open at its outer end, a cylinder in the draw-
head having a cavity opposite said opening, and means to control the cylinder, in
combination with a draw-link formed with heads connected by a shaft, adapted to
enter said cavity in the cylinder, one head being movable on the shaft, and a
friction spring for the parts.
Dated this 22nd day of March 1895.
WM. P. THOMPSON & Co.,
A gents.