Automatic Composite Coupling for Railway and similar Vehicles.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Automatic Composite Coupling for Railway and similar Vehicles.
I, GEORGE RENNIE POWELL, Rosebank, Ashley Down, Bristol, Author and
Journalist, do hereby declare the nature of this invention to be as follows:-
―:
My invention relates to a method of composite coupling, whereby vehicles
either upon railways, or elsewhere, together with the brake pipes, electric wires,
heat pipes or other apparatus in connection therewith, may be mechanically con-
nected without the need of manual interference.
The appliance may be attached to the vehicle at the position usually assigned
to the coupling gear or railway trains, and is so designed as to accomodate itself
to the passage on curves, or other circumstances of the line of travel. It consists,
primarily, of a hook and eye terminal, each to a separate bar, or such like con-
trivance, these being set at an equal altitude, and side by side. That which is
fitted with the eye terminal, is rigidly horizontal throughout its length, but that
which is furnished with the hook terminal, and is somewhat shorter than the
other, swings upon a pivot so positioned that in its normal (uncoupled) condition,
the bar is thrown out of the horizontal the hook being in elevation. The depressed
terminal of this bar is provided with an angle-bar, and other appliance designed
to force the hook-bar into a horizontal position, when under pressure from the
appliance with which it is being coupled. Behind the angle-bar is a spring-
catch appliance, and a locking bolt, or corresponding devise, designed to hold
the angle-bar in the position to which it is forced in the coupling process.
Beneath the hook and eye appliances, to which also they may be attached, I
fix such other apparatus as may require to be coupled, providing each with
horns, which engage in coupling, and also with necessary washers, and other
matters. All such apparatus occupies a central position, as from left to right,
between the positions held by the hook and eye respectively, so that whilst the
reversal of the appliance, as occasioned by fixture upon the front and rear of
a vehicle, effects the object of bringing each hook inimediately in line with its
complementary eye, the supplementary apparatus to be coupled occupying a
central position, is correctly placed for connecting.
For brake, and other purposes, I provide metal pipes at and near the connect-
ing appliance, but towards the vehicle, I substitute for a sufficient length, flexible
pipe, in order to accomodate curves, and other variations.
When pipes for brake or other purposes, are to be coupled, I convey the electric
wires there through; so far, at least, as the coupling portion is concerned. The
wires are introduced into the pipe through the metal pipe, or else through the
flexible pipe by means of a flexible pipe passage-tube, composed of two sections
of india-rubber, the one placed within the pipe, and the other outside of the nipe,
and which are brought together by screw-pressure until the pipe aperture is
rendered air-tight.
When two vehicles, with, or without supplementary systems are to be coupled,

page_text: it is only necessary to bring them into sufficient proximity, when the projecting
appliance provided for the purpose on the one apparatus, will exert pressure
upon the angle iron of the other, and vice versa. Each hook will descend into
its complementary eye, the horns of the supplementary systems will engage, and
the angle iron will be held in position by the catch, and bolt.
The withdrawal of the bolt, and separation of the vehicles, will serve to
uncouple the appliance.
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T
1000
Automatic Composite Coupling for Railway and similar Vehicles.
I, GEORGE RENNIE POWELL, late of Rosebank, Ashley Down, but now of
Ballivor, Nevil Road, both in the City and County of Bristol, Author and Jour-
nalist, 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:-
-
The present invention illustrated by the annexed drawings Figs. 1 to 6 refers
to a composite coupling for draw-bars, clectric conductors, brake pipes, water
and gas pipes, and like appliances upon railway trains which require to be coupled
for the purpose of making up a train.
That the nature of my invention may be the better understood, I will now
proceed to describe the same by reference to these drawings, of which
Fig. 1 shows the appliance from the buffer plate F to the coupling heads. For
the purpose of more clearly showing the plan of the appliance, it is tilted slightly
forward from its correct vertical position, and to more clearly indicate the manner
in which the coupling is performed, some portion of the complementary appli-
ance, with which it is coupling, is also shown.
Fig. 2 is a view of the appliance from the buffer plate I to the coupling heads
from beneath, and shows also a portion of the complementary appliance for the
reason herein before related.
Fig. 3 shows the cam appliance I, with the angle plate J, and the retaining
plate K.
Fig. 4 shows the lower plate T and the spring catch appliance R, also the
position at which the locking bolt S passes through the aperture provided, when
the catch head is brought forward in the coupling action.
Fig. 5 shows the hinge appliance A, B.
Fig. 6 shows the passage block for introducing electric conductors into the
brake pipe through the medium of the flexible portion of the pipe.
The drawbar in customary use, or any other description of drawbar with which
it might be desired to furnish the railway truck, or carriage bed, or any other
vehicle which it is designed to couple upon a railway, or similar track, I furnish
with a drawhead consisting of vertical hinge-shank A, and by means of the
complementary hinge-eye B which is attached to the coupling appliance, herein-
after to be described, I connect the latter appliance with the vehicle whereupon it
is designed for use in coupling purposes. This hinge-shank and eye, I construct
and connect respectively with the drawbar and buffer plate F after the manner
shown in Fig. 5 of the drawings, or in some such manner as, whilst allowing
of a free swaving movement of the coupling appliance, when actuated by the
parts P and Q, hereinafter to be described, shall maintain those parts at right-
angles to the end of the vehicle, to which the coupling appliance is attached,
unless so actuated. I furnish the apex of the hinge shank with a shank-head,

page_text: which I screw on, providing however a sufficient interval between the base of
the head and the eye B to permit of free vertical movement of the latter. For
the purpose of coupling the railway trucks, carriages, or other vehicles which
it is designed to couple, I provide the drawbar or shank C which is furnished at
the end furthest from the carriage end to which it is attached, with an eye, and
it is with this eye that, on coupling, the hook D engages. The hook D forms
the, or part of the, outer end of a shank having an eye working on a pin G,
between the inner faces of the ears of the drawbar H and H¹, the eye being so
fitted between the ears as to allow the requisite movement in an approximately
vertical or vertical plane, but to prevent motion in a plane at right angles to
those planes. I recognise that in place of the ears H and H being separately
constructed as shown in the Figures 1 and 2, a drawbar H may be provided of
which the cars form a fork end, or the drawbar may consist of the one car H
only, the pin G being provided with a washer and nut, or otherwise rendered
of larger dimensions than the eye upon the hook appliance D, to effect the object
of the ear in keeping the movement of D to a vertical, or approximately
vertical plane. Such arrangements are however, only mechanical equivalents
for the first described arrangement, and neither is to be preferred to it for
general convenience or strength. The shank 1) carries at the extremity opposite
to the hook D a cam 1, hereinafter to be described.
The hinge-eye B, 1 firmly ivet to a metal plate F, which plate is, in turn,
secured to another metal plate E. The method I adopt in securing these plates,
the one with the other, is by means of bolts M situated preferably in the vicinity
of the four angles of each, although if desired they may be fitted elsewhere upon
the plates, and in some other positions will effect their object. These bolts M I
construct with a bolt head at one end, these heads being of larger dimensions than
the passages provided in the plates to receive the bolts. When the two plates
are secured together as hereinafter described, I provide the bolt ends furthest
from the heads with nuts for screwing on.
Between these two plates E and F which I characterise as buffer plates, I
provide springs L, constructed either of sufficient strength to render additional
buffer appliances on the carriage unnecessary, or to act as buffer to the coupling
appliance only, as may be desired. These springs L may be either vertical,
or horizontal, or both. They may be constructed of spring plates as shown in
the drawing at Fig. 1, or of a coil, or indeed of any form of spring which the
unemployed surface of the piates E and F will allow.
The shank, or drawbar C, and the ear drawbar H, pass through but are
se urely fixed to the buffer plates E, behind which they continue their parallel
course through the buffer plate F which acts as an additional guide to them.
In their passage through F, they recede under pressure, or recoil from the reaction
of the spring, or springs L, as also do the several bolts M. At the rear of the
plate F, provide both and H with drawbar heads, or secure them with suit-
able pins, preferring the latter course, these being designed in addition to main-
taining the drawbars in their position in F to assist in resisting longitudinal
pulling, when the appliance is coupled.
Beneath the hook and eye appliance hereinbefore described, I convey the brake-
pipe N, attached to which, in the position shown in the drawings at Fig. 2 1
provide a stud which actuates the cam I when the coupling is being effected.
When it is desired to convey and couple other pipes or appliances (excepting
always electric appliances which I convey through the brake pipe, in the manner
hereinafter indicated) I do so immediately beneath the brake pipe, one below
another and all securely strapped together and to the brake pipe N. But I provide
no stud upon these other pipes, or other appliances to be coupled. When no
pipe of any description is required to be conveyed, and coupled I substitute a
stout metal rod for the brake pipe N and to this, in the position shown upon
the drawings in Fig. 2 I attach the stud 0 to actuate the cam I, when coupling
is being effected.

page_text: The brake pipe, and other pipes, to be conveyed and coupled, I construct of
iron, or other suitable rigid material from the rear of F to the coupling head,
and in the mouth of each I provide a groove designed to retain in position a pipe
stopper to be employed upon the end appliance on a train, to effect the object
now effected by the "dummy" in general use on railways. From the rear of F
to a point at or beneath the end of the vehicle to which the appliance is attached,
I provide a tube of a flexible character, in order to accomodate the movement of
the appliance on curves, or from other causes.
The coupling head of all pipes 1 construct with projecting horns, and with
corresponding slots in the coupling head as shown in the drawing Fig. 2. The
brakepipe head, at the point which comes immediately beneath the eye of the
shank C, when the brake pipe N has receded whilst coupling is being effected
and as hereinafter described, 1 provide with an eye W constructed to receive
the point of the hook D and thereby ensure a secure coupling of the brake pipe
and of any other pipes or appliances which might be employed and are strapped
thereto.
The horns and slots are so positioned upon the pipe-heads, that upon coupling
being engaged in, each horn will be accommodated by its complementary slot
upon the companion appliance. The front surface of each coupling head I pro-
vide with a washer, or washers, of india-rubber, leather, or other material
suitable to the purposes for which the pipe is being employed.
When in its normal (uncoupled) condition the pipe-head (or heads) projects
beyond the vertical line of both C and D the pipe or pipes being provided between
the plates E and F with springs X to throw forward towards the pipe heads.
Under the pressure upon the pipe-heads occasioned by the act of coupling, the
pipes recede (and the stud O actuates the cam I) but the spring force X herein-
before specified ensures a close contact of the pipe-heads upon the companion
appliance, each with its complementary pipe head when the coupling is effected.
Projecting still further beyond C and D) as shown in the drawings Fig. 1,
I provide a stout metal cup P and a plunger Q firmly attached at their rear to
a metal strap, riveted, or otherwise securely fixed to the drawbars C and H.
To this strap I also attach a metal eye, which whilst allowing N a free to and
fro movement as herein before described, serves to support it in its horizontal
position. The appliance P is also attached to the outer surface of the eye C
by a metal strap which clasps P close lachind the cup, and is studded to Cat
the position shown in the drawings at Fig. 1.
The cup P and plunger Q are designed to provide for curvature or inequality
in the line, or track, at the point where the coupling is to be effected, and are
so positioned that the plunger will enter the cup of its complementary coupling
appliance and having made some passage through the neck of the cup appliance,
whose dimensions are such as to necessitate a perfectly horizontal passage of
the plunger previous to the horns upon the two appliances coming into juxta-
position, an effective entry of each horn into its accommodating slot is ensured,
the hinge A, B, and the springs L allowing of either horizontal or perpendicular
movement on the part of either or both of the appliances to be coupled.
The cam I which is attached to or forms in some connection part of the rear
terminal of the hook shank D, I construct in the following manner and in
accordance with the design shown in the drawings at Fig. 3.
The rear terminal of the shank is a forked are the fork which is attached
to, or forms a part of, the shank assisting to confine the movement of D to a
vertical or approximately vertical plane, and thereby serving as a guide for D
into the loop of the drawbar C. The other torked are which is positioned in
juxtaposition to the face of the car is provided upon its rear surface with
the cam which actuates the spring catch it hereinafter described.
Upon the face surface of this fork I provide an angle-plate J, and it is through
pressure upon this angle plate when N recedes, that the stud () actuates the
cam I. Above this angle plate upon the same tork and face and with an interval

page_text: between them to accommodate the spring catch head as hereinafter described,
I provide another plate K, designed by reason of the intervention of the catch
head beneath it, to prevent the return of D when coupled, to its normal (uncoupled)
position, until the catch head is withdrawn, in the manner hereinafter described.
Attached to the plate E between the drawbars and above the brake pipe, or
rod, I provide a spring catch appliance which I construct in the following manner
and as shown in the drawings at Fig. 4. The catch which works upon a pivot,
is provided with a strong spring designed to throw the catch-head back, and to
advance the tail against the cani I. This catch and spring I sandwich between
two parallel plates T and through each of these plates in the position shown
in Fig. 4, I provide a bolt hole Y surmounting that upon the upper plate with
a tower as shown in Fig. 1 and the purpose of which is hereinafter described.
When the appliance is in its normal (uncoupled) position, the body of the catch R,
intervenes between the upper and lower bolt holes and the locking bolt. S which
plays through the tower, has its heel resting upon the catch plate which prevents
it from entering the lower bolt hole. But when the tail of the catch R is
actuated by the cam I in the process of uncoupling, the portion of R upon which
the bolt S has been resting is moved forward, and no longer prevents the passage
of S through the lower bolt hole. S accordingly engages with both bolt holes,
and locks the catch head in its forward position beneath the retaining plate K
on the fork of the rear terminal of 1) as hereinbefore described. The tower U
shown in the drawings at rig. 1 is provided to accommodate the bolt S. This
bolt is constructed of such a length as to allow of the heel projecting beneath
the lower parallel plate T when the movement of R permits of its falling through,
and when S has so fallen through the lower plate, the ball head of S is then
resting upon the roof of the tower on T. The lower moiety of the bolt being
of larger dimensions than the upper moiety, and the passage in the tower roof
being only sufficient to accommodate the latter portion of it, prevents the bolt S
from being displaced from its position in the tower when drawn upwards for
the purpose of uncoupling, as hereinafter described.
Coupling chains may be employed in connection with the appliance and when
these are provided they may be attached to the carriage end at the position and
in the manner customarily selected for the purpose, and to a hook or eye attach-
ment provided for the purpose in connection with the bolt head and screw nut
employed at the extremities of the pivot pin G shown upon the drawings at
Fig. 2.
Electric wires which may be conveyed for lighting, signalling or any other
purpose to which electricity may require to be conveyed and coupled upon
railway trains, or similar vehicles, I convey and couple in accordance with the
provisions described in my Patent Specification No. 18957/97 and I prefer to
use the horn and slot situated at the greatest altitude upon the brake-pipe head
for the purpose of providing electric contact points when only one electric current
is required. I also prefer to introduce the electric wires within the pipe in
the manner therein indicated, but in circumstances where it is considered advis-
able, or more convenient, to introduce the wires through the medium of the
flexible portion of the pipe I do so through a specially designed passage block
which I construct in the following manner and as shown in the drawings Fig. 6.
I provide two sections of india-rubber of similar diameter such diameter being
greater upon the heads 1 of the appliance than the aperture provided in the
flexible tube 3 for the accommodation of the passage block and in their tail
ends 2 of such diameter as will fit or nearly fit the aperture. Through both
sections of indiarubber I provide passages to accommodate the legs 4 hereinafter
described and through the centre of both sections of indiarubber I provide a
passage for the accommodation of the electric wire or wires which are to be con-
veyed within the pipe. These sections of indiarubber I place one section within
the pipe and the other section upon the exterior of the pipe the head of each
being farthest from that of the other and in such position as when the electric

page_text: wire or wires are passed through them, and they are brought together in the
manner hereinafter described, they shall effectually close the aperture which has
been provided and render it air tight. Capping the head of the section of india-
rubber which is for use within the pipe I provide a suitable metal headpiece 5,
which headpiece is provided with three or more metal legs 4. These legs pass
through the apertures provided for the purpose in the two sections of the india-
rubber passage blocks and protrude beyond the head of the section which is
outside of the pipe. The portions of these legs which protrude and for some
distance further towards the metal cap, I provide upon the outer surface with
a screw thread which will accommodate the compressing screw
presently described. The head of the section I cap with a metal
washer 7 in which are slots to accommodate the legs 4 and I surmount this with
a compressing screw the thread of which is accommodated by the thread upon
the legs 4 which it encircles and clasps. This screw I operate by screwing
upwards until the tails of the indiarubber sections are brought together within
the aperture which has been provided in the brake pipe and until the heads are
pressed sufficiently upon the flexible pipe as to render the passage air-tight.
The apparatus designed for coupling railway vehicles and others of a like
character, operates in the following manner:
When two of these which are to be coupled are thrown together, the plunger Q
upon each appliance enters its accommodating cup P and thereby the appliances
are brought into correct position for coupling. The horns and slots of N engage
and the washers upon the pipelieads colliding, N is forced back. The stud O
engages with the angle plate, and the rear end of D is raised until D is in a
horizontal position from end to end. This movement has occasioned the hook-
end of D to engage with C and W and the cam I to thrust back the tail of
the catch R thereby thrusting the catchhead beneath the retaining plate K. The
passage for the bolt S has been cleared by the forward movement of the catch-
head and upper body and the butt falls through the bolt hole of the lower plate
and securely locks the catch and the coupled appliance in position.
To uncouple; A prong-end staff, to be used from the station platform, or at
the side of the railway track, and beyond the line of vehicles, is used to clasp
the bolt S immediately beneath the bolt head. The bolt is raised until the spring-
catch escapes and blocks the downward passage of the bolt. The separation of
the vehicles will then uncouple the entire appliance.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what
I claim is:-
1. In a coupling appliance for railway vehicles the combination of the vertically
moving hook mounted on one of a pair of drawbars with the horizontal eye Ü
mounted on the companion drawbar the parts being so arranged side by side
upon a swinging plate suitable mounted on the vehicle and connected with suit-
able guides and actuating mechanism so that when two vehicles provided with
these coupling appliances are brought together the hooks will be automatically
guided to and lowered into the eyes substantially as herein before described.
2. A pivoted hook forming the male part of an appliance to be attached to
the drawbar on a railway vehicle which being actuated by pressure from a
portion of the appliance with which it is being coupled engages with the female
part of that appliance and effects a compound coupling of drawbars brake pipes
electric conductors gas or water pipes and other apparatus of a similar nature
which it is required to couple on a train, substantially as set forth.
3. The employment of the spring catch R in connection with an automatic
coupling appliance upon railway vehicles as shown in the drawings at Fig. 4
and substantially as set forth.
4. The employment of the angle plate or bar J and the retaining plate K in

page_text: connection with an automatic coupling appliance upon railway vehicles as
shown in Fig. 3 of the drawings and substantially as set forth.
5. The employment of the cam I in connection with an automatic coupling
of railway vehicles as shown in Fig. 3 and substantially as set forth.
6. The employment of the stud O in connection with the automatic coupling
of railway vehicles as shown in the drawings at Fig. 2 and substantially as set
forth.
7. The passage block for the admission of electric wires into the brake pipe
on a railway vehicle through the medium of the flexible portion of the brake-
pipe as designed and shown in the drawings at Fig. 6 and substantially as set
forth.
8. The employment in connection with the herein before described automatic
coupling appliance for railway vehicles of the guidng appliances P and Q for
the purpose of assisting in bringing the centre lines of the dissimilar parts which
form the coupling pair into one and the same line vertically and horizontally as
shown in the drawings at Figs. 1 and 2 and substantially as set forth.
Datod this 6th dox of Doombor 1800.