An Improved Car-coupling.
Year: 1891

page_text: Date of Application, 9th May, 1891
Complete Specification Left, 9th Feb., 1892-Accepted, 9th Apr., 1892
PROVISIONAL SPECIFICATION.
An Improved Car-coupling.
I, WILLIAM HENRY MUNNS, of 106, 107, and 108, Victoria Chambers,
55 and 56 Chancery Lane, in the County of London, Patent Agent, do hereby
declare the nature of this invention (a communication to me from abroad by
Joseph Schatz, of Newport, Kentucky, U.S.A. Inventor,) to be as follows:-
My invention relates to car-couplers, and is especially applicable to that class of
couplers known as "link-and-pin couplers."
The object of my invention is to provide a coupler which couples automatically,
thereby preventing the danger and loss of life so frequently occasioned by the
practice of stationing a man between the two cars to put in the coupling-pin when
the two cars come together.
The draw-bar has open draw-heads with flaring lips, and are generally similar to
those now in use with link-and-pin couplings.
My improved link has two rectangular scores, flaring at the outer ends, cut in the
upper portion thereof, with rectangular apertures cut entirely through the link.
At the inner ends of the two scores I have buffers, which may be faced with
rubber or leather, but this is unnecessary. The ends of the link and the corre
sponding walls of the slot are curved.
The coupling-pin is made, preferably, rectangular in section, rounded somewhat
at the angles. On one side of this coupling-pin I have a recess or chamber adapted
to receive the head of a spring-plunger, and above this chamber I have a guide-
score registering with the rounded face of the head of the said plunger.
On the back of the coupling-pin I have a score cut part of the way down the
centre. In this score engages a lug-piece attached to the frame. This lug-piece
limits the motion of the pin, preventing it from being accidentally pulled out farther
than is necessary.
To the upper end of the coupling-pin I attach a chain, which may be connected
to an ordinary lifting-bar or to any lifting device.
The framework, may be cast or screwed upon or otherwise secured to the upper
part of the draw-head. The function of the framework is merely to furnish a
guide for the pin and plunger and a bearing for the spring, and hence the shape of
the framework is not material, provided it be adapted to meet those requirements.
A spring is located at the rear of the draw-bar to take up the butting strains.
The head of the plunger is normally held against the coupling-pin by a spring, and
when the head engages in the chamber the pin is prevented from falling. To allow
the pin to fall, I have a trip lever, forked at the upper end. These forks engage
in the slots of the plunger. The trip levers turn on a pivot let into the draw-head
or secured to the upper face thereof. The draw-head is cut away to allow for the
insertion of the lower arm of the said trip-lever. Suppose now the draw-bar with
pin raised to be attached to a car approaching the one carrying the other draw-bar
and link. When the cars come together the link will enter the first-named draw-
bar until the face strikes the lower arm of the trip-lever. This will throw the upper
or forked arm of the lever backward, withdrawing the head of the plunger from the
chamber of the coupling-pin and allowing that pin to fall into the opening in the link.
This opening is made somewhat longer than the depth of the pin to allow for play
and also for any inequalities in the distance between the coupling-pins when two
draw-heads are in contact. The links should be made so that the distance between
the centres of the pin-holes in the links may be the same as that between the

page_text: centres of the pin-holes on two draw-bars when buffing together. To uncouple,
either pin is lifted by means of its appropriate lifting-bar.
Dated this 25th day of April 1891.
An Improved Car-coupling.
I, WILLIAM HENRY MUNNS, of 106, 107, and 108 Victoria Chambers,
Chancery Lane, in the County of London, Patent Agent, do hereby declare the
nature of this invention (a communication to me from abroad by Joseph Schatz, of
Newport, Kentucky, U.S.A. Inventor) and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :-
My invention relates to car-couplers and is especially applicable to that class of
couplers known as "link-and-pin couplers."
The object of my invention is to provide a coupler which couples automatically,
thereby preventing the danger and loss of life so frequently occasioned by the
practice of stationing a man between the two cars to put in the coupling-pin when
the two cars come together.
My invention will be better understood by reference to the accompanying
drawings, wherein corresponding parts are indicated by similar letters.
Figure 1 represents a perspective view of two draw-bars coming together, as in
coupling, part being broken away.
Fig. 2 represents a vertical longitudinal section of the same.
Fig. 3 represents a front view of a draw-head, showing my improved coupling-
pin and attachments.
Fig. 4 represents a perspective view of one form of my improved link.
Fig. 5 represents a perspective view of my improved coupling-pin.
Fig. 6 represents a perspective view of the locking plunger for my coupling-pin.
Fig. 7 shows a longitudinal section of two draw-heads coming together, showing
modifications of the device shown in Fig. 1, one form of unlocking lever being shown
full and the other in broken lines.
Fig. 8 shows a front view of a draw-head, showing the long coupling-pin seen in
Fig. 10 and other parts of my device.
Fig. 9 shows one form of my improved link.
Fig. 10 shows one form of my coupling-pin.
Fig. 11 shows one form of my forked lever for automatically dropping the
coupling-piu.
In order that the various modifications of my invention may be more easily
understood I will describe fully the device shown in the first sheet of drawings, and
then indicate any modifications that are shown in the other sheet.
A represents a draw-bar having open draw-heads with flaring lips and being
generally similar to those now in use with link and pin couplings.
B represents my improved link. This has two rectangular scores flaring at the
outer ends cut in the upper portion thereof with rectangular apertures 61 and 2 cut
entirely through the link. At the inner ends of the two scores I have buffers 6³
and, which may be faced with rubber or leather, but this is unnecessary. The
ends of the link and the corresponding walls of the slot 65 and 66 66 are curved, as
shown.
C represents the coupling-pin. This I make preferably rectangular in section,
rounded somewhat at the angles. On one side of this coupling-pin I have a recess
or chamber c¹ adapted to receive the head g of the spring-plunger G, and above
this chamber have a guide-score c, registering with the rounded face g³ of the
head of the said plunger.

page_text: In this
On the back of C I have a score cut part of the way down the centre.
score engages the lug-piece M attached to the frame D. This lug-piece thus limits
the motion of the pin C, preventing it frein being accidentally pulled out farther-
than is necessary.
To the upper end of the coupling-pin I attach a chain which may be connected to.
an ordinary lifting bar F, or to any lifting device.
D represents a suitable framework, which may be cast or screwed upon, or other--
wise secured to the upper part of the draw-head. The function of D is merely to
furnish a guide for the pin C and plunger G and a bearing for the spring K, and
hence the shape of D is not material, provided it be adapted to meet those
requirements.
9
E is a spring at the rear of the draw-bar to take up the buffing strains. The
head of the plunger G is normally held against the coupling-pin by the spring K,.
and when g engages in the chamber c¹ the pin C is prevented from falling. To
allow the pin to fall I have a trip-lever H, forked at the upper end. These forks h¹
and engage in the slots g¹ and g² of the plunger G. The trip-lever turns on a
pivot let into the draw-head or secured to the upper face thereof. The draw-
head is cut away to allow for the insertion of the lower arm 3 of the said trip--
lever. Suppose now the draw-head A, Fig. 1, with pin C raised to be attached to
When the
the car approaching the one carrying the draw-bar A and the link B.
cars come together the link B will enter the draw-bar A until the face /³ strikes
the lower arm 3 of the trip-lever H. This will throw the upper or forked arm of
that lever backward, withdrawing the head g of the plunger from the chamber c¹.
in the coupling-pin, and allowing that pin to fall into the opening in the link..
This opening is made somewhat longer than the depth of the pin to allow for play
and also for any inequalities in the distance between the coupling-pins when two
draw-heads are in contact. The links should be so made that the distance between
the centres of the pin-holes in the links may be the same as that between the
centres of the pin-holes on two draw-bars when buffing together. To uncouple lift.
up either pin by means of its appropriate lifting-bar.
In Figs. 7, 8, and 10 the tripping-bar is placed on the opposite side of the
coupling-pin, which enables me to use a shorter link. This tripping effect I
produce by using the forked trip-lever pivoted to the draw-bar, or to some part
attached to the draw-bar, and actuated by striking some fixed part of the car when
the draw-bar is buffed back. To prevent accidents to my coupling-mechanism.
should the draw-bar be pushed back too far I must limit its motion in some way.
In Fig. 7 I have shown a hollow draw-bar A³ having a wide slot a³ near its rear
end with a rectangular pin P narrower than the said slot, and so arranged that the
draw-bar will bring up against P before the arm D' strikes the front of the car-
timber X. Behind P the draw-bar may be either pushed out by the usual spring.
or it may have a separate plunger Q with heady pushed out by the spring E¹.
N is a metal box in which the draw-bar slides; but the pin P and the slot a³
may be made horizontal, in which case the side timbers would take the place of the
box, while a small cross-piece protruding under the draw-bar might be arranged to
strike the lower arm 3 of the trip-lever H'. The lower arm 13 of this lever works.
in a slot cut in the draw-bar while the upper arm passes through a similar slot in.
the draw-bar and engages the plunger G. This trip-lever H may be pivoted
at 15 or at any other convenient place. I may also have the lever H2 (shown in
broken lines) pivoted to the framework and engaging the plunger. This lever H2
may be in lieu of or auxiliary to the lower lever H'.
I have also shown another form of coupling-pin C¹ in Fig. 10. This differs from.
that shown in Fig. 5 only in having a long guide-piece c¹³ in lieu of the short end.
In c¹³ I have a hole c¹ for a pin c¹ to keep the coupling-pin from being accidentally
taken out. This guide-piece at the bottom of the pin necessitates a link open at
both ends, as shown in Fig. 9. Now suppose the draw-head A³ to be approaching
the draw-head A' for coupling, A carrying the link, and A3 having its coupling-

page_text: pin up ready for automatic coupling. As the link B' enters the draw-head A³ the
guide-piece c¹³ passes between the jaws of the link and, and the two draw-
heads buff together, each spring E yielding. As A³ goes back the lower arm h¹³
of the trip-lever H or the upper arm of the trip-lever H2 (or both if both be
used) strikes a rigid part of the car n, (or X respectively) the plunger G' is with-
drawn and the pin C falls, coupling the car.
I do not desire to limit myself to the construction shown and described, for many
modifications would readily suggest themselves to skilled mechanics which would be
used without departing from the spirit of my invention.
Having now particularly described and ascertained the nature of this my said
invention, and in what manner the same is to be performed, I declare that what
I claim is :
1. In a car-coupling, the combination, with an H-shaped link having double-
hooked arms, and an enlarged aperture for the coupling-pin, of a coupling-pin
moving in guides attached to the draw-head and having a longitudinal groove and
a deeper chamber at one side of the said pin, a spring plunger also attached to the
draw-bar and having a slide engaging in the said chamber, and a tripping-device
for withdrawing the said plunger from the said chamber, substantially as described.
2. In a car-coupling, the combination, with an H-shaped link having double-
hooked arms and an enlarged aperture for the coupling-pin moving in guides
attached to the draw-head, and having a longitudinal groove and a deeper chamber
on one side of the said pin, a spring plunger also attached to the draw-bar and
having a head engaging in the said chamber on the coupling-pin and sliding in the
said groove, a lever pivoted to the draw-head and engaging the said plunger, and
any suitable device for actuating the said lever and withdrawing the said plunger
when the cars come together, substantially as described.
3. In a car-coupling, the combination, of an H-shaped link B' having double-
hooked arms and 1,68 and 68, with an opening between the same and an enlarged
rectangular chamber near each end of the link for the coupling-pins, with a rect-
angular coupling-pin having a long guide arm moving in a slot in the lower portion
of the draw-head, a pin near the extremity of the said lower arm, a longitudinal
groove, and a deeper chamber on one side of the coupling-pin, a spring plunger also
attached to the draw-bar and having a head engaging in the said chamber on the
coupling-pin and sliding in the said groove, a lever pivoted to the draw-head and
engaging the said plunger, and any suitable device for actuating the said lever and
withdrawing the said plunger when the cars come together, substantially as described.
Dated this 9th day of February 1892.
W. H. MUNNS.