IMPROVED RAILWAY COUPLINGS FOR EFFECTING THE COUPLING OF WAGONS, CARRIAGES, VANS, OR ANY KIND OF RAILWAY VEHICLES FROM THE SIDE
Year: 1875

page_text: LETTERS PATENT to Henry Conradı, of 7, Lower James Street, Golden
Square, in the County of Middlesex, for the Invention of" IMPROVED
RAILWAY COUPLINGS FOR EFFECTING THE COUPLING OF WAGONS, CARRIAGES,
VANS, OR ANY KIND OF RAILWAY VEHICLES FROM THE SIDE "-A. communi-
cation from abroad by Charles William Kesseler, of Greifswald,
Germany.
Sealed the 18th January 1876, and dated the 26th July 1875.
PROVISIONAL SPECIFICATION left by the said Henry Conradi at the
Office of the Commissioners of Patents, with his Petition, on the
26th July 1875.
I, HENRY CONRADI, of 7, Lower James Street, Golden Square, in the
County of Middlesex, do hereby declare the nature of the said Inven-
tion for "IMPROVED RAILWAY COUPLINGS FOR EFFECTING THE COUPLING OF
WAGONS, CARRIAGES, VANS, OR ANY KIND OF RAILWAY VEHICLES FROM THE SIDE,"
to be as follows:-
My coupling arrangement is based upon the principle of working the
connecting rod from behind its squaro portion, and by passing through

page_text: the front part of the frame of the wagon, carriage, van, or vehicle,
permitting of the shackle or coupling ring being hitched on to the
coupling hook of the next wagon or van, and the coupling to be tight-
ened up by means of a hollow sliding screw spindle A, which slides
loose over the connecting rod B, and may revolve upon its own axis
between the connecting disc a and the rest b, both the latter being fixed
upon the connecting rod.
The motion is effected by means of the bevel pinion c fixed to the
screw, and put into gear either with the bevel wheel e keyed upon the
shaft f, or with the bevel wheel & koyed upon the shaft g, according to
the side of the railway carriage, wagon, van, or other railway vehicle
from which it may be desired to effect the coupling. The shafts ƒ and g,
brought to the sides of the frame, are so arranged in their bearings as to
give sufficient play to the connecting rod without pinching, while at the
same time the shifting produced by it in the gearing is so slight that no
notice need be taken of it. The nut C of the hollow screw spindle A is
provided on two of its sides with pins, upon which slightly oscillates the
cross head D consisting of two parts; those pins form the actuating
portion of the coupling, the pressure of the coupling spindle being
transmitted to the disc a, and by it to the connecting rod B
The traction is effected by the shackle or coupling or connecting
ring G being hitched on to the coupling hook of the next wagon by the
intermediate traction rods F, F, bolted to the coupling rods E, E¹, and
by the coupling rods E, E', bolted to the cross head D.
The intermediate traction rods are made in the form of bent levers,
and act as levers in hitching the shackle or connecting or coupling ring
on to the coupling hook, but they act as traction rods after the coupling
has been effected. For this purpose the shorter end of the bent lever,
as shown in Figs. I. and II, is fixed by a chain h, h³, in such a manner
that the part of the coupling in front of the wagon, carriage, vau, or
other railway vehicle must rise automatically as soon as the coupling
rods E, E¹, which arc advancing in a horizontal direction from out of the
wagon, pass beyond a certain point, this motion is given by means of
the handle n.
The greatest hight to which the front part of the coupling rises is;
shown in Fig. I The shackle, coupling, or connecting ring G is balanced
by the counterweight I in such a manner as to be retained in a horı-

page_text: zontal position while unconnected, but so that it can be drawn back by
its upward motion from its balancing position as soon as it is hitched on
to the coupling or connecting hook. In the highest positions (as shown
in blue in Fig. I) the shackle or connecting ring is represented as just
having been drawn sufficiently forward as to remain in its horizontal
position over the connecting hook. At this moment the porter charged
with the coupling up changes the direction of the motion on the
handlen, thus giving the backward motion to the coupling rods E, E¹,
and in this way fastening the shackle G into the hook, and finally
tightening up the coupling. The disconnecting of the coupling is effected
in a similar manner.
On curves the coupling is simply effected during the turning of the
handle by producing a pressure upon the handle m, and transmitting
it through the bars and to the triangular bar arrangement 2, which
again transmits it to the cross head D, thus producing a more rapid
forward motion of one bar, and at the same time a corresponding back-
ward motion to the same extent of the other coupling rod E, E¹.
Sufficient clearance is given to the fork-shaped joints E and F and E¹, F¹,
to allow the connecting ring or shackle G to turn to the right or left to
the extent that may be required. Fig. V shows in red lines the extreme
positions. The chains h, h³, being tightened while the motion takes
place, these must therefore be allowed to follow this motion, which is
rendered possible by the arrangement of the small beam H; thus action
may casily be followed by the aid of the Drawing
The disconnecting of the coupling is also effected by the mechanical
arrangement described above. The subsidiary or supplementary
coupling is brought into action by being hitched on to the coupling
of the second wagon, carriage, van, or vehicle, if those of the first
wagon or van, etc., be placed in the position shown in blue, the former
not being tightened but left hanging freely, while the actual connection
of the two wagons, carriages, vans, or other similar vehicles is effected
by the main coupling, the position of which having been defined as
shown by blue lines. The Drawing shows that both kind of couplings
can be put into effect at the same time, the shackle or coupling or
3 connecting ring G having sufficient space between the connecting
rods E, E¹.
The handles n and m can be fixed in any convenient position on
that tham mahan may ho from while the bevel of the

page_text: wheels c, d, e, has to be taken into account, as regards the position of
the handle n.
The principle of my coupling, as described above, differs essentially
from all other kinds in this particular, viz., that the main coupling is
effected by only one coupling hook, that in which the shackle or
coupling ring is placed, while the other hook is only used for the
subsidiary or supplementary coupling. Besides this, neither a lengthening,
nor shortening, nor any other alteration of the connecting rod for
tightening the coupling is required The adjusting pieces of the
connecting rod projecting beyond the frame which carries the wagon
after the correct adjustment of the apparatus are always in action
There is besides no special lever arrangement or shafting for engaging
the shackle, or coupling, or connecting ring with the coupling hook, and
a very simple arrangement permits the connecting and disconnecting of
the coupling for very sharp curves.
The coupling arrangement is brought into action by turning the
handle several times in one direction, while its tightening, which is at
the same time transmitted to the buffer, is effected by turning the same
handle several times in the opposite direction.
The whole arrangement can easily be adapted to any kind of railway
wagon, carriage, or vehicle, and its working may be depended upon, as it
has no springs, catches, or other mechanical appliances likely to get out
of order, or exposed to the evil of rapid deterioration
The following points are those in which my system differs from all
others, and in which consist the main points of my claim as to the 2
improved coupling arrangement,-
1. In the application of a hollow screw spindle revolving freely upon
the connecting rod of the railway carriage, wagon, van, or railway vehicle
of any kind.
2. In one of the connecting or coupling hooks being entirely appro- 3
priated to the subsidiary or supplementary coupling.
3 In the working of one handle being sufficient for hitching the
coupling, or connecting ring, or shackle into the coupling or connecting
hook, and for tightening it up.
4 In the mode of connecting or disconnecting the coupling gear 38

page_text: on curves by exercising a pressure by means of a handle, as above
described.
5. In the coupling being always kept in its required position and
order without the application of catches or other similar stop arrange-
ments in such a manner that by ranging the wagons, carriages, vans, or
other railway vehicles the coupling is effected automatically, so that the
ranging takes place by keeping the coupling in a horizontal position as
long as may be necessary.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Henry Conradi in the Great Seal Patent Office on
the 25th January 1876.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
CONRADI, of 7, Lower James Street, Golden Square, County of Middle-
sex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-sixth day of July, in the year
of our Lord One thousand eight hundred and seventy-five, in the
year of Her reign, did, for Herself, Her heirs and successors, give.
and grant unto me, the said Henry Conradı, Her special licence, that I,
the said Henry Conradı, my executors, administrators, and assigns, or
such others as I, the said Henry Conradı, my executors, administrators,
and assigns, should at any time agree with, and no others, from time
to time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "IMPROVED RAILWAY COUPLINGS FOR
EFFECTING THE COUPLING OF WAGONS, CARRIAGES, VANS, OR ANY KIND OF RAILWAY
VEHICLES FROM THE SIDE," upon the condition (amongst others) that I,
the said Henry Conradı, my executors or administrators, by an instru-
ment in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and
cause the same to be filed in the Great Seal Patent Office within six

page_text: calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Henry Conradı, do hereby declare
the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in
and by the following statement.―
My coupling arrangement is based upon the principle of working the
connecting rod from behind its square portion, and by passing through
the front part of the frame of the carriage, wagon, or van, permitting of
the shakle or coupling ññg being hitched on to the coupling hook of
the next carriage or van, and the coupling to be tightened up by means
of a hollow sliding screw spindle A, which slides loose over the
connecting rod B, and may revolve upon its own axis between the con-
necting disc a and the rest b, both the latter being fixed upon the
connecting rod.
The motion is effected by means of the bevel pinion c fixed to the
screw, and put into geàr either with the bevel wheel e keyed upon the
shaft or with the bevel wheel d keyed upon the shaft g, according to
the side of the railway carriage, wagon, van, or other railway vehicle
from which it may be desired to effect the coupling. The shafts ƒ and g |
brought to the sides of the frame are so arranged in their bearings as to
give sufficient play to the connecting rod without pinching, while at the
same time the shifting produced by it in the gearing is so slight that no
notice need be taken of it. The nut E of the hollow screw spindle A is
provided on two of its sides with pins, upon which slightly oscillates the
cross head D consisting of two parts Those pins form the actuating
portion of the coupling, the pressure of the coupling spindle being
transmitted to the disc a, and by it to the connecting rod B
The traction is effected by the coupling or connecting ring or
shackle G being hitched on to the coupling hook of the next wagon by
the intermediate traction rods F, F, bolted to the coupling rods E, E¹,
and by the coupling rods E, E¹, bolted to the cross head D.
The intermediate traction rods are made in the form of bent levers,
and act as levers in hitching the coupling or connecting ring or shackle
on to the coupling hook, but they act as traction rods after the coupling
has been effected. For this purpose the shorter end of the bent lever,
as shown in Fig. I. & II., is fixed by a chain h, h³, in such a manner

page_text: that the part of the coupling in front of the wagon, carriage, van, or
other railway vehicle must rise automatically as soon as the coupling
rods E, E', which are advancing in a horizontal direction from out of
the wagon pass beyond a certain point, this motion is given by means
of the handle n.
The greatest height to which the front part of the coupling rises is
shown in Fig. I. The shackle, coupling, or connecting ring G is balanced
by the counterweight I in such a manner as to be retained in a hori-
zontal position while unconnected, but so that it can be drawn back by
its upward motion from its balancing position as soon as it is hitched on
to the coupling or connecting hook. In the highest position (as shown
dotted in Fig. I.) the shackle or connecting ring is represented as just
having been drawn sufficiently forward so as to remain in its horizontal
position over the connecting hook At this moment the porter charged
with the coupling up changes the direction of the motion on the handlen,
thus giving the backward motion to the coupling rods E, E¹, and in this
way fastening the shackle G into the hook, and finally tightening up
the coupling. The disconnecting of the coupling is effected in a similar
manner.
On curves the coupling is simply effected by turning of the handle n
by producing a pressure upon the handle m & transmitting it through
the bars and to the triangular bar arrangement 2, which again
transmits it to the cross head D, thus producing a more rapid forward
motion of one bar, and at same time a corresponding backward
motion to the same extent of the other coupling rods E, E¹ Sufficient
clearance is given to the fork-shaped joints E and F and E, F, to allow
the connecting ring or shackle to turn to the right or left to the extent
that may be required. Fig V. shows in dotted lines the extreme
position, the chains h, h¹, being tightened while the motion takes place,
there must therefore be allowed to follow this motion, which is rendered
possible by the arrangement of the small beam H, this action may
casily be followed by the aid of the Drawing.
The disconnecting of the coupling is also effected by the mechanical
arrangement described above The subsidiary or supplementary coupling
is brought into action by being hitched on to the coupling of the second
wagon, carriage, vehicle, or van, if those of the first wagon or van, etc.,
be placed in the position shown in dotted lines, the former not being
tightened, but left hanging freely, while the actual connection of the

page_text: two or more wagons, carriages, or vans or other similar railway vehicles
is effected by the main coupling, the position of which having been
defined as shown by the dotted lines The Drawing shows that both
kind of coupling can bo put into effect at the same time, the slacklo
or coupling ring G having sufficient space between the connecting
rods E, E¹.
The handles n and m can be fixed in any convenient position on the
frame so that their motion may be free, while the bevel of the wheels
c, d, e, has to be taken into account as regards the position of the
handle n.
The principle of my coupling as described above differs essentially
from all other kinds in this particular, viz, that the main coupling is
effected by only one coupling hook, that in which the shackle or
coupling ring is placed, while the other hook is only used for the subsidiary
or supplementary coupling. Besides this neither a lengthening nor
shortening nor any other alteration of the connecting rods while the
coupling is drawn straight takes place, therefore those parts or
adjusting pieces of the rods projecting beyond the frame of the vehicle,
and which serve for the traction of the wagon, are in constant action
after the elastic portion of the apparatus has taken its position. There
are besides no special levers with their shafting required to place the
shackle in the hook, and a very simple arrangement effects the con-
necting and disconnecting of the wagons even in very sharp curves.
In connecting the wagon or vehicles it is sufficient to turn the handle
of the crank several times in order to place the shackle or connecting
ring in the hook, while the turning of the handle in the opposite
direction draws the coupling chains together in such a manner as to
press even the buffers against each other.
The whole arrangement can easily be adapted to any kind of railway
wagon, carriage, van, or vehicle, and its working may be depended upon,
as it has no springs, catches, or other similar mechanical appliances
likely to get out of order or exposed to the evil of rapid deterioration.
The following points are those in winch my system differs from all
others, and in which consist the main points of my claim as to the
improved coupling arrangement:-
I. In the application of a hollow screw spindle revolving freely upon
the connecting rod of the railway carriage, wagon, van, or railway
vehicle of any kind.

page_text: 11. In one of the connecting or coupling hooks being entirely
appropriated to the subsidiary or supplementary coupling.
III In the working of one handle being sufficient for placing the
coupling or connecting ring or shackle in the coupling or connecting
hook and for tightening it up.
IV. In the mode of connecting or disconnecting the coupling appa-
ratus or gear on straight lines or curves by exercising a pressure by
means of a handle in the latter case, as above described
V In the coupling being always kept in its required position and
order without the application of springs, catches, or other similar
arrangements in such a manner that by ranging the wagons or other
railway vehicles the coupling is effected automatically, so that the
ranging takes place by keeping the coupling in a horizontal position as
long as required.
•
VI. In the arrangement of the coupling chains so that both chains
can be hooked in at the same time, and one of them may be used as a
reserve coupling The above described apparatus is so arranged that
there is no necessity for the man in charge of connecting or dis-
connecting any kind of railway vehicles to pass between the buffers; he
is therefore not more exposed to danger of life as it is the case by the
coupling arrangements now in use The apparatus acts as a double
coupling, rendering safety or supplementary chains or couplings un-
necessary; it may be adapted to the present system of coupling on
account of its being cheaper. All its parts are united in a strong and
compact manner and are not liable to frequent repairs. The apparatus
acts with the greatest security and precision in straight lines as well as
in curves, and even if the difference of level of the hooks of the wagons
to be connected exceed even the maximum usually allowed.
In witness whereof, I, the said Henry Conradi, have hereunto set
my hand and seal, this 25th day of January, in the year of our