IMPROVEMENTS IN APPARATUS FOR COUPLING RAILWAY CARRIAGES
Year: 1885

page_text: "
I PHILIP LINDO of Delft, Holland, Engineer do hereby declare the nature of my
invention for "IMPROVEMENTS IN APPARATUS FOR COUPLING RAILWAY CARRIAGES
to be as follows:-
.
This invention has for its object improvements in apparatus for coupling railway
carriages.
My apparatus comprises adjustable spring draw bars and coupling links. The
arrangement is similar at each end of each of the carriages or vehicles.
The draw bar has a pair of hooks formed upon its head one beneath the other
and the links to engage with the hooks of the draw bar are also double so that in
case of the breakage of one link the carriage nevertheless remains securely coupled.
The use of double coupling links admits of the usual side chains being safely
dispensed with. The upper coupling link of the pair is jointed to the head of the
draw bar immediately in rear of the upper hook which spans the hook being
between the two side bars of the link. The link is of a length suitable to engage
with the upper hook of the draw bar of the next carriage or vehicle. Midway in
its length the link is provided with a rule joint which admits of its folding to a
V form.
The lower link of the pair is similar to the upper link and is jointed to the draw
bar in rear of its lower hook. This link engages with the lower hook on the draw
bar of the opposite carriage or vehicle.
The two links forming pair are connected together by a small slotted con-
necting piece attached by a pin to each close to the central joint on the part of the
link next to the draw bar.
Thus in the operation of coupling it is not necessary to raise the two links
separately but when the upper link is raised it brings up the lower with it. This
raising of the links for coupling is effected by means of chains attached to the
inner joint or portion of the upper link and passing to a barrel mounted on the
end of the carriage or vehicle. The barrel can be turned by a handle at the end of
its axis so that it is not necessary to enter between the carriages in coupling up
and uncoupling the vehicles forming the train.
When the carriages or vehicles are uncoupled the links hang down from the
head of the draw bar the first joints taking a vertical or nearly vertical position
whilst the outer joints are supported horizontally or nearly so by light suspending
Prine G71

page_text: chains which connect the outer joint of the lower coupling link to the head of the
draw bar and which serve to keep the links off the ground.
The link is raised for coupling by turning the barrel already mentioned and
winding the lifting chains upon it. The links then straighten the rule-like joints
becoming stiff when they come to the end of their travel. The links rise together
somewhat over the horizontal position and so that the ends of the links are above
the level of the hooks which they are to engage. They are stopped in this position
ready for coupling by a stop in the joint connecting the upper link with the draw
bar head and they are retained by a pawl which engages with the teeth of a
ratchet wheel on the same axis with the barrel.
The liberation of the coupling links so that they may drop down on to the hooks
is effected when the buffers of the carriages or vehicles are brought together.
There is a sliding bar in connection with each buffer head and the bar has a tappet
upon it.
When the bar is driven in by the compression of the buffer springs this
tappet acts against an arm on the same axis with the retaining pawl and lifts the
pawl. Hence directly the carriages are brought together the barrel by which the
coupling links are held ready for coupling is released, the chains at once fall slack and
the coupling links fall on to the hooks with which they are respectively to engage.
In uncoupling the links are lifted by winding the chains on the barrel but to
enable this to be done it is necessary first to slacken the springs of the draw bar.
The arrangements for this are as follows:-
The draw bar passes through a sleeve within which a screw thread is cut and
the draw bar itself has a corresponding screw thread upon it. This sleeve is able
to slide through the central boss of a worm wheel which is held in a suitable
bearing and engages with a worm on a horizontal axis which can be turned from
the side of the carriage.
The fore part of the draw bar is square and it passes through a guide of corre-
sponding form on the carriage or vehicle so that it is unable to turn. Between the
guide and the sleeve there is a helical spring surrounding the stem of the draw
bar. So that it will be seen that by turning the worm already mentioned the
sleeve can be made to advance along the screw thread upon the draw bar and to
compress to any desired extent this spring which resists the outward movement of
the draw bar. Or by rotating the worm in the contrary direction the tension of
the spring can be relaxed and the draw bar heal allowed to advance sufficiently to
admit of the coupling links being lifted from the hooks.
The draw bar springs operate in the usual manner to permit play of the draw
bars whilst the train is running maintaining approximately uniform tension and
preventing the sudden application of heavy strains.
Single coupling links and hooks may be arranged in like manner.

page_text: Improvements in Apparatus for Coupling Railway Carriages.
I PHILIP LINDO of Delft, Holland, Engineer do hereby declare the nature of
this invention and in what manner the saine is to be performed to be particularly
described and ascertained in and by the following statement:-
My apparatus comprises adjustable spring draw bars and coupling links. The
arrangement is similar at each end of each of the carriages or vehicles.
The draw bar has a pair of hooks formed upon its head one beneath the other
and the links to engage with the hooks of the draw bar are also double so that in
case of the breakage of one link the carriage nevertheless remains securely coupled.
The use of double coupling links admits of the usual side chains being safely
dispensed with. The upper coupling link of the pair is jointed to the head of the
draw bar immediately in rear of the upper hook which it spans the hook being
between the two side bars of the link. The link is of a length suitable to engage
with the upper hook of the draw bar of the next carriage or vehicle. Midway in
its length the link is provided with a rule joint which admits of its folding to a
V form.
The lower link of the pair is similar to the upper link and is jointed to the draw
bar in rear of its lower hook. This link engages with the lower hook on the draw
bar of the opposite carriage or vehicle.
The two links forming a pair are connected together by a small slotted connecting
piece attached by a pin to each close to the central joint on the part of the link
.next to the draw bar.
Thus in the operation of coupling it is not necessary to raise the two links
separately but when the upper link is raised it brings up the lower with it. This
raising of the links for coupling is effected by means of chains attached to the inner
joint or portion of the upper link and passing to a barrel mounted on the end of
the carriage or vehicle. The barrel can be turned by a handle at the end of its
axis so that it is not necessary to enter between the carriages in coupling up and
uncoupling the vehicles forming the train.
When the carriages or vehicles are uncoupled the links hang down from the head
of the draw bar the first joints taking a vertical or nearly vertical position whilst
the outer joints are supported horizontally or nearly so by light suspending chains
which connect the outer joint of the lower coupling link to the head of the draw
bar and which serve to keep the links off the ground.
The link is raised for coupling by turning the barrel already mentioned and
winding the lifting chains upon it. The links then straighten the rule like joints
becoming stiff when they come to the end of their travel. The links rise together
somewhat over the horizontal position and so that the ends of the links are above
the level of the hooks which they are to engage. They are stopped in this position
ready for coupling by a stop in the joint connecting the upper link with the draw
bar head and they are retained by a pawl which engages with the teeth of a
ratchet wheel on the same axis with the barrel.
The liberation of the coupling links "so that they may drop down on to the
hooks is effected when the buffers of the carriages or vehicles are brought together.

page_text: 1320
There is a sliding bar in connection with each buner head, and one wat
upon it.
When the bar is driven in by the compression of the buffer springs this
tappet acts against an arm on the same axis with the retaining pawl and lifts the
pawl. Hence, directly the carriages are brought together the barrel by which the
coupling links are held ready for coupling, is released, the chains at once fall slack
and the coupling links fall on to the hooks with which they are respectively to
engage. In uncoupling the links are lifted by winding the chains on the barrel
but to enable this to be done it is necessary first to slacken the springs of the draw
bar. The arrangements for this are as follows:-
The draw bar passes through a sleeve within which a screw thread is cut and
the draw bar itself has a corresponding screw thread upon it. This sleeve is able
to slide through the central boss of a worm wheel which is held in a suitable
bearing and engages with a worm on a horizontal axis which can be turned from
the side of the carriage.
The fore part of the draw bar is square and it passes through a guide of corre-
Between the
sponding form on the carriage or vehicle so that it is unable to turn.
guide and the sleeve there is a helical spring surrounding the stem of the draw bar
so that it will be seen that by burning the worm already mentioned the sleeve can
be made to advance along the screw thread upon the draw bar and to compress to
any desired extent this spring which resists the outward movement of the draw
.bar. Or by rotating the worm in the contrary direction the tension of the spring
can be relaxed and the draw bar head allowed to advance sufficiently to admit of
the coupling links being lifted from the hooks.
The draw bar springs operate in the usual manner to permit play of the draw
bars whilst the train is running maintaining approximately uniformn tension and
preventing the sudden application of heavy strains.
Single coupling links and hooks may be arranged in like manner.
In order that my said invention may be most fully understood and. readily
carried into effect I will proceed to describe the drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a side elevation, and
Figure 2 is a plan of apparatus for coupling railway carriages, arranged in
accordance with my invention.
Figure 3 is a section taken on the line 1. 1. in Figure 1, and Figure 4 shews in
plan a modified arrangement in connection with the draw bar.
A. A represents the frame of the carriages.
In Figures 1 and 2 portions of two carriages are shown in the relative positions
they occupy when coupled. B B are the draw bar heads each with two hooks B' B¹.
C¹ C² CC are the pairs of links connected with the draw bar heads one pair to
each. Only one pair of coupling links is in use at a time, the other pair hangs
down out of the way. This is clearly represented in Figure 1, where the links of
the carriage to the right of the Figure are in use and those of the carriage to the
left are out of use. The links CC2 are each in two parts jointed together at C*
and the joint is made like the joint of a rule, that is to say, it admits of the parts
folding in one direction but the joint is stiff in the other direction when the two
parts of the link are aligned. D is a slotted connecting piece which attaches the
two links forming a pair the one to the other but admitting of a certain amount of
freedom, so that the links in rising and falling may turn freely about the joints
connecting them with the head of the draw bar. E is a barrel, the axis of which
is carried in bearings upon the frame of the carriage immediately over the head of
the draw bar. The axis extends to the side of the carriage and there receives a
handle by which it can be turned. Connecting with the barrel are two chains F F
which can be wound upon it by turning the barrel. These chains pass to lugs Co
upon the links C₁ so that when the chain is wound up the links are raised until
they are stopped by the projections B* on the draw bar head. A pawl G dropping

page_text: into ratchet teeth upon the barrel E prevents the return of the barrel and sustains
the links in the position to which they are raised.
H is an arin on the same axis with the pawl, and I is a tappet for acting upon
this arm; it is attached to a rod J which is able to slide in a bearing carried upon
the spring box K of the buffer L.
When the buffers of two carriages come together, this sliding rod with its tappet
is, moved inwards towards the frame of the carriage with which it is connected.
and acting against the arm H it lifts the pawl out of the ratchet teeth upon the.
barrel E. The coupling links then immediately fall and engage simultaneously
with the hooks on the head of the opposite draw bar. The links C and C when
uncoupled and hanging down are supported from the licad of the draw bar by other
chains M M as is indicated in Figure 1.
The stem of the draw bar is square in section, and it passes in the usual way
through a guide of corresponding forin on the frame of the carriage which prevents
the bar from turning, though it can move out and in. N is the draw bar spring
surrounding the draw bar it abuts at one end on a disc O supported by the frame
of the carriage, and at the other against the flanged end of a sleeve P.
The draw bar has a screw thread cut upon it at B2 and the sleeve when it is
turned works as a nut upon this thread. The sleeve passes through the centre of
a worm wheel Q which is carried in a bearing on a support R fixed beneath the
platform of the carriage. The worm wheel engages with a worm S carried upon
the same support R and this worm can be turned from the side of the carriage by
means of a handle applied to its axis.
When the sleeve is thus rotated (for the worm wheel carries the sleeve around
with it) it advances or retires along the screw thread B² on the draw bar and so
draws the head of the draw bar home and compresses the spring N when the
movement is in a direction to produce this effect. For uncoupling, the movement
is in the other direction it releases the spring from pressure and allows the draw
bar head to protrude, sufficient to allow of the coupling links when the carriages
are at rest being lifted clear from the hooks with which they engage.
The helical spring N may be replaced by a spring of other form or by an india
rubber spring.
If it be desired that the draw bar should be continuous from end to end of the
carriage, that is to say, that the two draw bar heads should be connected inde-
pendently of the carriage frame, this may readily be done in the manner indicated
by Figure 4 where T is a stirrup which receives the thrust of the spring N; it is
connected by a bar T with a similar stirrup at the other end of the carriage which
in like manner receives the thrust of the spring N which is there situate.
It is not necessary that there should be separate springs at the two ends of the
draw bar; one spring may be made to serve the purpose in the manner shown in
Figures 5 and 6. Figure 5 is a side view partly in section of the draw bar and
parts in connection therewith. Figure 6 is a plan of the same.
The spring N is here confined between two collars t t upon the bar T¹ which
connects the stirrups T. These collars are kept in place on the bar T¹ by keys
passing through the bar so that when the bar moves in one direction it carries the
collar with it but when it moves in the other direction it slides through the collar.
The collars with the spring are also confined between two brackets X X fixed
beneath the platform of the carriage.
Bosses upon the collars are received into corresponding holes or guide passages in
the brackets.
The spring N is thus compressed by the movement of the draw bar in either
direction one collar moving with the bar and the other being firmly supported by
its bracket or abutment.
Hence, in whichever direction the traction is applied the spring is compressed
by the rearward collar and the carriage is propelled by the pressure which the
compressed spring exerts upon the leading collar.

page_text: 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. My improved coupling consisting of a pair of rule jointed links connected
with the head of the draw bar and a barrel with chains lifting the links to
a position to drop on to hooks on the opposite draw bar head substantially
as described.
2. A single link coupling of like construction substantially as described.
3. The apparatus for effecting the automatic liberation of the coupling links
enabling them to engage with the hooks of the draw bar consisting of a sliding rod
operated by the buffer when driven in and lifting a retaining pawl substantially as
described.
4. The apparatus for adjusting the draw springs consisting of a worm and
worm wheel and a sleeve on which the draw spring abuts; the said sleeve sliding
through the wheel and working as a nut on a screw thread on the draw bar,
substantially as described.
5. My improved apparatus for coupling railway carriages substantially as
described and represented by the annexed drawings.