Year: 1886

page_text: Date of Application, 26th Oct., 1886.
Complete Left, 23rd July, 1887.
Complete Accepted, 23rd Aug., 1887.
I, JOHN COLLINS, of 41 Princes Street, New Swindon, in the County of Wilts,
locomotive fireman, do hereby declare the nature of this invention to be as follows:-
The object of this invention is to facilitate the coupling of railway rolling stock,
and to simplify and cheapen the mechanism for continuous brakes.
The main coupling at each end of a carriage or truck consists, according to this
invention, of a plain draw-bar down the axis of the frame, operating in combination
with a spring in the ordinary or any convenient manner, and terminating outwardly
in a head or block having a hole vertically therethrough. At the outer end of this
head is hinged a link, having at its outer end a downwardly projecting catch or
hook. The upper side of the link is formed of a curved shape longitudinally, and the
lower side of the catch curves upwards and meets the top curve of the link so as to
form an angle, in side elevation, at the extreme end. As two carriages or trucks
fitted with these couplings are brought together, the end of the link on one of
such carriages or trucks strikes the end of the corresponding link on the other
carriage, or truck, and runs up the curved top until the catch on its end falls within
the hole in the head to which the other link is hinged. Immediately over the opening
through the head is carried a guard, shaped so as to be readily forced back, against
the pressure of a spring, by the end of a link. The link, in coupling itself, first forces
back such guard sufficiently to enable the catch on the link to fall into the hole
through the head. Immediately upon the catch falling into the hole, and thus
coupling the link, the guard is forced out again, by its spring, to prevent the link
being accidentally uncoupled. A stud projects on one side of the guard, and a lever
is fulcrumed to the corresponding side of the head in such position that as the lever is
moved back it bears against the stud and forces the guard inwards against the
pressure of its spring. The forward side of this lever is formed of a concave shape,
and the end of a vertical bolt is made to gear therewith, so that as such bolt is raised
the lever is forced back. A secondary vertical bolt is formed, or connected, with the
first-mentioned bolt, so as to move therewith, and by its operation pass up into the

page_text: hole through the head and raise up the catch therefrom, and these combined bolts are
geared with a cross-lever, having a handle readily accessible at one side of the carriage
or truck, by which means they may be raised. The first-mentioned bolt has a lead over the
latter bolt and operates to move back the guard previously to the latter bolt raising up
the link to clear it from the head. On the release of pressure from the cross-lever the
guard spring operates to return the vertical bolts, and transverse lever, to their normal
position. The forward end of the head may be formed as a hook suitable for the
ordinary coupling connection, in case such is required, and in this case the link is
pivoted to the hook. The cross-lever may be made to bear in a niche at the bottom of
the combined bolts, and be swivelled sideways on its fulcrum, so that it may readily be
moved out of gear with the niche, and employed to raise the link, in order to place the
link entirely out of action when the ordinary coupling is to be employed, or when in
shunting, or on other occasions, the carriage or truck is not required to be coupled.
Any suitable spring-catch, or other catch, may be employed to retain the cross-lever
in its position while holding up the link. Either of the links on the nearer end of
two adjacent carriages or trucks (or carriage and truck) may be the link which runs
up over the back of the other, and as to which of the links does so depends on the
relative levels of the angles forming their ends; but the links cannot butt against one
another, because such angles are too sharp to admit thereof.
The locomotive has a head, corresponding to the head before-described, hinged to
the buffer plank, and this head terminates in a striking-plate instead of having a link
hinged thereto. The ordinary coupling is carried underneath the head, so that if the
locomotive is to be connected, in the ordinary manner, with a carriage or truck the
hinged head is simply lifted up and the ordinary coupling brought into position. The
head on the locomotive is fitted also with a spring guard, and with the cross-lever and
vertical bolts, similarly as, and for the purpose of, the corresponding parts on the
carriage or truck.
•
by
The brake mechanism for each carriage or truck consists of a plain bar, which
term the "brake draw-bar," running longitudinally under the centre of the frame, and
terminating at each end in a head and link similar to the head and link described as
forming the part of the main coupling mechanism. Each link is connected, by means
of a vertical link at one side, with the corresponding link of the main coupling, so as
to move automatically therewith. The brake draw-bar is carried in a guide, or
means of a supporting link, from the underside of the buffer plank, at one end, and is
connected at the other end with the upper end of a double-ended lever connected with
a cross-shaft supported in bearings under the other buffer plank. The lever last-
mentioned carries two studs projecting therefrom on opposite sides of the fulcrum,
and this lever is connected with a longitudinal bar or rod, which I term the "brake
rod," by means of a bifurcated link with gab ends. These gab ends are geared,
respectively, with studs on the double-ended lever, so that in whichever direction the
brake draw-bar is pulled the gab-ended link, and consequently the brake rod to which
it is connected, will be moved in a uniform direction. This brake rod is connected,
by means of transverse levers, with the brake blocks, which are hung from the
framing in the usual manner, and thus, in whichever direction the brake draw-bar is
pulled the brakes will be "put on." The brake rod is drawn, by means of a spring,
in a direction to take off the brakes, and return, through the medium of the gab-ended
link and double-ended lever, the brake draw-bar to its normal position, immediately
after the force which has drawn it from such position is removed. The brake
mechanism of one carriage or truck is coupled to that of the next by the link at one
end of its brake draw-bar catching into the hole in the adjacent head of the corre-
sponding bar of the next carriage or truck; but, instead of one link striking over the
adjacent corresponding link, as a main coupling link strikes over another link, the
one link is raised by the main coupling link and falls with it so as to gear with
the hole through the head adjacent to the brake coupling link, and is prevented from
rising accidently by the main coupling link to which it is connected. The brake
coupling links are raised, for uncoupling, by means of, and simultaneously with, the
main coupling links to which they are connected.

page_text: A cross-shaft is carried under the end of the engine, and from a lever thereon
projects a link having an opening through its end into which the brake link on the
inner end of the carriage or truck next to the engine is coupled. The cross-shaft
under the engine is geared with a steam cylinder or cylinders, and the brakes are
"put on
by moving such shaft axially by means of such cylinder or cylinders, and
thus drawing the line of brake draw-bars towards the engine.
دو
In the rare case in which a main coupling breaks it is, of course, desirable to
ensure that the continuous brakes shall be immediately "put on." It will be obvious
that, according to the invention herein described, in case a main coupling breaks, the
whole pull, for all the carriages or trucks behind the fractured coupling, will be
entirely through the brake links and bars, and thus the whole of such brakes would
be immediately put on; but to provide, also, against the contingency of the brake
couplings themselves failing under such circumstances, provision may be made
whereby the brakes will nevertheless be put on, so as to pull up the disconnected
portion of the train: For this purpose, a cross-shaft is carried under each carriage
or truck frame, and on this shaft is mounted a horizontal lever having a weight on its
outer end, and also a vertical lever, preferably formed in a piece with the horizontal
lever, in position so that when the weight is allowed to fall the lower end of the
vertical lever comes in contact with a projection on the brake rod and forces it
end ways in a direction to put on the brakes. In its normal position the weighted
lever is held up, so as to keep the vertical lever out of gear with the projection,
aforesaid, by means of a lever on the outer end of the cross-shaft. This last-
mentioned lever is held in a vertical position by means of a catch which is itself held
down by a spring. This catch is geared with a doubly-inclined slide, capable of
being pulled, in either direction, end ways of the carriage or truck, by means of rods
or cords, or equivalent, connecting such slide, and the corresponding slides, throughout
the length of the train. In the event of one part of the train becoming disconnected
from the other, a pull is exerted upon the rods or cords, or equivalent, previously to
their parting assunder, and thus one of the inclines of each doubly-inclined slide is
pulled in a direction to raise the catches out of gear with the levers which they retain,
and thus the weighted levers are allowed to fall, and the brakes are put on by the
pressure of the weights acting through the levers on which they are carried. The
rods, cords or equivalents, may be connected at one end with the steam brake
regulator on engine and at the other end with an alarm bell in the guard's van, so
that in addition to releasing the weighted levers and thus putting on the brakes all
along both portions of the divided train, in the case of a train parting at a coupling,
the brakes would be put on, also, by steam along the fore-part of the train, and the
alarm bell would be rung in the guard's van in the rear part of the train, thus calling
the guard's attention to the breakage.
Provision is made for automatically taking up the wear of the brake blocks, and
this is effected, according to this invention, by connecting the gab-ended link with
the brake rod by means of a taper cotter, or wedge, which is drawn inwards by means
of a ratchet wheel running on a screwed part of such cotter, or wedge, and also in a
slot by which it is prevented from being drawn towards the cotter, as it is screwed
thereon, and thus draws the cotter towards itself. The ratchet is operated by means
of a pawl suspended from some fixed point, or from a point which is fixed relatively
to the brake rod. When the brake rod is moved forwards a moderate distance only
the movement of the ratchet wheel is not sufficient to cause the pawl to gear with a
fresh tooth, but when, by reason of sufficient wear of the brake blocks, the movement
of the brake rod becomes sufficiently greater the ratchet wheel is geared, by such
novement, into another tooth with the pawl, and thus draws the brake rod sufficiently
ermanently forward to take up the wear of the brake blocks.
Dated this Twenty fifth low of Ontahun 1000
STEPHEN WATKINS,
Wolverhampton and Walsall,
Agent for the Applicant.

page_text: Apparatus for Railway Rolling Stock.
I, JOHN COLLINS, of 41 Princess Street, New Swindon in the County of Wilts,
locomotive fireman, 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 reference being had to the accompanying drawings and
the letters of reference marked thereon (that is to say):
:-
The object of this invention is to facilitate the coupling of railway rolling stock,
including also the coupling of the continuous brake mechanism, and generally to
improve the construction and operation of the coupling and brake mechanism; and
this invention relates also to means employed in combination with the coupling
mechanism by which the uncoupling may be readily effected.
This invention will be clearly understood on reference to the accompanying drawings,
of which figure 1 is a plan of one end of a railway carriage frame with my improve-
ments in self-acting couplings and continuous brake apparatus applied thereto;
figure 2 is a longitudinal section taken on line x x of figure ; and figure 3 is a front
end elevation of figures 1 and 2. The remaining figures will be described later on.
The same letters of reference throughout the several views indicate the same parts.
The chief features of a main coupling at each end of a carriage or truck consist,
according to this invention, of a plain draw-bar A down the axis of the frame B B
etc., operating in combination with a spring in the ordinary or any convenient
manner, and terminating outwardly in a head or block having a hole a vertically
therethrough, and of a link D hinged to the outer end of this head, formed, preferably,
of a curved shape longitudinally, as shewn, and having at its outer end a downwardly
projecting catch or lug the lower side of which slants or curves upwards and meets
the top curve of the link so as to form an angle therewith, in side elevation, at the
extreme end of the link, as shewn. Figure 4 illustrates, to an enlarged scale, a longi-
tudinal section through the centre of one of these couplings and also through a brake
coupling hereinafter described. The link D is knuckle or knee-jointed to the head C
so that it cannot fall below the position shewn by figures 2, 3 and but may be turned
up therefrom. As two carriages or trucks fitted with these couplings are brought
together, the end of the link on one of such carriages or trucks strikes the end of the
corresponding link on the other carriage or truck, and runs up the curved top until the
catch on itsend falls within the hole in the head to which the other link is hinged.

page_text: Either of the links on the nearer ends of two adjacent carriages or trucks (or
carriage and truck) may be the link which runs up over the back of the other, and as
to which of the links does so depends on the relative levels of the angles forming their
ends; but the links cannot butt against one another because such angles are too sharp
to admit thereof. Immediately over the opening through the head is carried a guard E
formed so as to be capable of sliding backwards in the head stock B' against the pressure
of a spring c. The forward end of this guard is formed of a slanting shape, as shewn,
and as the end of a link on the adjacent carriage passes up over the head C, to couple
itself therewith, the end of such link first forces back the guard E sufficiently to
enable the catch on the link to fall into the hole through the head, at which point the
catch falls into such hole and couples the link and head together, and the guard E is
forced forwards again by its spring and passes somewhat over the end of the link and
securely prevents it from being accidentally uncoupled. The opening a in each
head is of a length to allow the backward movement of the catch of a link therein
as the buffers are compressed.
In order to enable the link to be readily uncoupled from the head, by an attendant
standing at the side of the carriages or trucks, a double vertical bolt d d' (see also
detached view figure 5) is carried so that the part d may be moved up and down
vertically through one side of the head while the part d' is correspondingly moved
up and down within the hole a of the head. This double vertical bolt is raised by
means of a cross-lever F, fulcrumed upon a stud supported from the head-stock B',
and terminating outwardly in a handle. A stude is carried on one side of the
guard E, and an arm G is fulcrumed to the head in such position that as such arm is
moved back it bears against the stud and forces the guard backwards against the
pressure of its spring. The forward side (or what may he called the lower side, with
reference to figure 2) of the arm G is formed of a concave shape, and the top end of
the part d of the double vertical bolt is rounded to bear thereunder so that as such
bolt is raised the arm is forced back and forces back also the guard; and the part d'
of the double vertical holi, passing up through the hole in the head, raises up the
catch therefrom as the guard is moved back, and thus uncouples the coupling. The
part d of the double vertical bolt has a lead over the part d' thereof so as to operate
in moving back the guard somewhat previously to the latter part raising up the link
to clear the catch thereon from the head. On the release of pressure from the cross-
lever F the guard spring operates to return the guard, and the arm G, double vertical
bolt, and cross lever, to their normal positions.
A hook may be formed, as shewn, on the forward end of the head suitable for
the ordinary coupling connection, in case such may be required, the link itself being
jawed to pass on each side of the hook and pivoted through the base of the hook,
as shewn.
The cross lever F may be fulcrumed by means of a universal joint consisting of a
jaw swivelled into a bracket c² fixed to the headstock B', so that it may be turned
both vertically and horizontally, or in a direction compounded of the two movements,
and it may gear with the double vertical bolt by simply bearing underneath the part d
thereof, so that it may readily be moved out of connection with such bolt, and be
employed to raise the link pivoted to the head with which the double vertical bolt is
geared in order to place such link entirely out of action when the ordinary coupling
is to be employed, or when in shunting, or on other occasions, the carriage or truck is
not required to be coupled. For this purpose the inner end of the lever F is extended
sufficiently that when raised it will bear under the link D and follow the link into a
vertical, or approximately vertical, position; and in order to retain the lever in
position holding up the link as described a guard g is fulcrumed to મ
bracket g fixed to the head stock B¹, the said bracket having a bearing
plate at the back of the guard. This guard is held up sideways while
the lever F is being moved to raise up the link out of action, and when the
inner end of the lever has been moved up and turned backwards into position over the
hook so as to maintain the link in a vertical, or approximately vertical position,

page_text: the guard g is brought down immediately at the back face of the outer end of the
lever F and thus securely prevents the inner end of such lever from moving forwards
again to clear itself around the forward end of the hook f. Figure 6 shews, in front
elevation, the lever F in position holding up the link D out of action, as above
described. If the hook is not employed in combination with the head C the
movement of the lever F in raising the link D out of action may be somewhat
different, in which case it may be necessary to form a projection on the guard g, so
that the outer end of the lever may be prevented from rising and allowing the inner
end to fall. To facilitate the operation of bringing the inner end of the lever F into
gear with the part d of the double vertical bolt a shoulder d² may be formed to
project from such part, and the inner end of the lever is then brought against a
part d³ below the shoulder and bears up underneath the shoulder d² to raise the bolt. In
order to prevent the bolt from falling out of the head C, when the lever F is moved out
of gear with the bolt, a set-pin may be screwed through the side of the head into a vertical
groove, closed at its upper end, in the side of the part d of the bolt, or any convenient
arrangement for this purpose may be adopted, as will be readily understood.
Figures 2 a and 26 illustrate, in side elevation, modified arrangements by which the
guard E is moved backwards by means of the vertical bolt d. In figure 2a the
upper end of the bolt is simply connected by means of a link e² to a stud on the side of
the guard, and in figure 26 an inclined head f¹ on the bolt bears against the stud.
Figure 7 illustrates, in side elevation, a main coupling employed according to this
invention as applied to the locomotive, and shews its position in relation to the buffer
plank, and illustrates also, in side elevation, a brake coupling employed according to
this invention as applied to the locomotive. Figure 8 shews a plan of the main
coupling and a short length of the buffer plank illustrated by figure 7. To the
base of a coupling hook H is hinged a plate J having a horizontal part resting
at its outer end on the point of the hook, and having an opening a' therethrough
corresponding to the opening a through the head C before described. The outer
end of the plate J is formed inclined as shewn at 61, and the coupling between a
link D on a carriage or truck and the plate J on the engine is occasioned by the outer
end of the link running up the inclined part 6 of the plate J and over the flat hori-
zontal part thereof until the catch on the end of the link drops into the hole a¹ in
the plate. A guard, corresponding to the guard E previously described, and
consequently omitted in figures 7 and 8 for the sake of simplicity, is carried over the
top of the plate and operates precisely as the guard E in preventing the link from
being accidentally uncoupled. An uncoupling arrangement similar to that for the
carriage couplings may be employed for the engine coupling, as will be readily under-
stood. In this case a double vertical bolt corresponding to that previously described
is carried in the side of the plate J, and the upper end of a part corresponding to the
part d' of such bolt passes up through the opening a on the side of the hook H which
is towards the side of the plate which carries the bolt, in order that the bolt may clear
the hook and may be raised with the plate when the ordinary coupling is to be used.
This application involves certain modifications in detail which will be readily apparent
to a mechanician. For the purpose of coupling to a carriage or truck provided with
the ordinary coupling, a coupling K of the usual character is suspended from the
base of the hook H, and is also carried, when not in use, by a hook f, as shewn, or
such coupling may be carried from the hook so as to be capable of being turned up
sideways in the usual manner when out of action, and when this coupling is to be
employed the plate J is raised up and the coupling fastened in the usual manner.
In the brake mechanism employed according to this invention, for each carriage or
truck, is a plain bar L (omitted, for convenience, from figure 1) which I term the
"brake draw-bar," running longitudinally under the centre of the frame, and
terminating at each end in a head and link D' similar to the head and link described
as forming part of the main coupling mechanism. Each link D¹ is connected, by
means of a vertical link h, with the corresponding link D of the main coupling, so as
to move automatically therewith. The draw bar L is carried at one end of the carriage

page_text: or truck by means of a supporting link M (see figure 9, which is a vertical section
through the opposite end of the carriage frame to that shewn by figures 1 and 2) or
in a guide, from the underside of the head-stock, and is connected at the other end
with the upper end of a double-ended lever N (see figure 2) carried upon a cross-
shaft N supported in bearings under the head-stock. This lever N is jawed at each
end and is connected by means, respectively, of pins ii, one on each side of the
fulcrum, with slotted parts on a pair of links connected with the end of a
longitudinal bar or rod 0, which I term the "brake rod." It will readily be seen
that in whichever direction the lever N is pulled from its vertical position, by the
longitudinal movement of the brake draw-bar L, the brake-rod will be always moved
in a uniform direction, that is in the direction of the arrow a², figure 2. The brake-
rod O is carried in guides (one of which, W, is shewn) from the framing of the
carriage or truck, and is connected, by means of adjustable links or rods j j, with
transverse levers 01 0¹ fulcrumed at j¹¹ and connected with brake blocks P P which
are hung from the framing in the usual manner, and thus, in whichever direction the
brake draw-bar is pulled these brakes will be "put on." The transverse levers 0¹ 0¹
are carried outwards beyond their fulcrums and are connected, by means of adjust-
able rods kk, with the outer ends of transverse levers 03 02 on the opposite side of
the wheels to that on which the levers 0' 0¹ are placed; and these levers 02 ()² are
fulcrumed at k¹ and are connected with brake blocks P¹ P' corresponding to the
brake blocks P P, and thus the brakes are "put on on both sides of the wheels at
once.
The connection between the brake rod O and the brake blocks is shewn only
in its application to one pair of wheels, but is the same in its application also to the
other wheels of the carriage or truck, as will be readily understood. The brake
mechanism of one carriage or truck is coupled to that of the next by its link D¹
at one end catching into the opening through the adjacent head C₁ on the brake
draw-bar of the next carriage or truck; but, instead of the link D₁ striking over the
adjacent corresponding link, as the main coupling link strikes over another link,
the one link is raised by the main coupling link (through the medium of the
vertical link h) and falls with it so as to gear with the head on the brake draw bar
of the adjacent carriage or truck, and is prevented from rising accidentally by the
main coupling link to which it is connected. The brake coupling links are slightly
shorter than the main coupling links so as not to meet one another as the carriages
or trucks are brought together, and the heads to which they are pivotted are brought
correspondingly forward. These links are raised, for uncoupling, by means of, and
simultaneously with, the main coupling links to which they are connected.
The brake coupling upon the engine may be of a very simple character, as illustrated
in side elevation by figure 7, and in plan by figure 10, consisting simply of a head (2,
having an opening a² therethrough for the connection of a link D¹ therewith, and of
a shank or rod V to such head connected either with a steam or other power cylinder,
or geared to hand mechanism, by which it can be drawn endways so as to draw
lengthways also the whole line of brake draw-bars down the train; and the brakes
are "put on "under ordinary circumstances by drawing back such line of rods in
such manner, the rods being returned to their normal position, when the application
of the power ceases, by means of a spring R (figures 1 and 2) fixed to the framing of
each carriage or truck, and bearing at its lower end against a lug e¹ upon the
corresponding brake draw-bar 0, or by equivalent means. The pair of links
connecting each brake draw-bar with the corresponding lever N acts as a stop to the
endway movement of such bar in taking off the brakes.
In the rare case in which a main coupling breaks, it is, of course, desirable to ensure
that the continuous brakes shall be immediately "put on." It will be obvious that,
according to the invention herein described, in case a main coupling breaks, the whole
pull, over all the carriages or trucks, will be entirely through the brake links and bars,
and thus the whole of the brakes would be immediately put on "; but to provide,
also, against the contingency of the brake couplings themselves failing under such
circumstances, provision may be made whereby the brakes will nevertheless be "put
"

page_text: on" throughout the entire train of carriages and trucks in case of the engine main
and brake couplings parting, or throughout both lengths of such train in case the
same should part in two by the breaking of a main and brake coupling. It is also
desirable that means should be provided by which the brakes of any carriage or truck
may be "put on " whilst such carriage or truck is detached from a train. Figures 11.
and 12 illustrate in side elevation and plan, respectively, means by which, according
to this invention, provision is made for the automatic putting on of the brakes in
case of the engine parting from the train or of the train itself becoming parted
into two sections, and also for the putting on of the brakes whilst the carriage or
truck to which it is applied is detached. Upon a cross-shaft S carried in supports S¹ S¹
fixed to the framing B B of the carriage or truck, is fixed an arm Thaving_a
weight T on its outer end, and at an angle to such arm is a downward arm T2,
formed with the arm T or otherwise fixed to the cross shaft S. On the brake bar O
is formed a lug 4, in position so that the lower end of the arm T would press there-
against and move the brake bar O endways if the weighted arm T were allowed to
fall. On the end of the shaft S, however, is fixed a vertical arm U which is held in
position, so as to prevent the falling of the weighted arm T, by means of a catch m
pivoted at m² to the side of the frame, and having a downwardly projecting part m²
which rests upon a double inclined part n n' of a bar n n, in position to catch the
upper end of the arm U and prevent it turning in the direction of the arm T. The
catch m is pressed down into the position shewn by figure 11 by means of a spring p.
The bar n n is carried in guides n² n² on the side of the frame, and the end of the bar
on one carriage or truck is connected by means of a rod, cord, or equivalent, to the
adjacent end of the corresponding rod on the next carriage or truck, and so on
throughout the train. In the event of one part of the train becoming disconnected
from the other, a pull is exerted upon the rods or cords or equivalents, previously to
their parting asunder, and thus one of the inclines n¹ of each bar nn is pulled in a
direction to raise the part m² of its corresponding catch m out of gear with the arm U
which it retains, and thus the weighted arm T throughout the line of train are
allowed to fall, and the brakes are "put on" by the pressure of the weights acting
through the arms T and T2 and lugs 1. The rods, cords or equivalents, may be
connected at one end with the steam brake regulator on engine, and at the other end
with an alarm bell in the guard's van, so that in addition to releasing the weighted
levers and thus putting on the brakes all along both portions of the divided train, in
the case of a train parting at a main and brake coupling, the brakes would be put on,
also, by steam along the fore part of the train, and the alarm bell would be rung in
the guard's van in the rear part of the train, thus calling the guard's attention to the
breakage. The breaks of a carriage or truck may be readily "put on" while such
carriage or truck is detached, by simply pulling the bar n n endways and thus
releasing the arm U; and the brakes may be taken off again by pushing back the
arm U into its vertical position, the bottom of the part m² of the catch m being
curved or slanted to admit of its being raised by the upper end of the arm U in
order that the same may be passed thereunder as it is moved back to its vertical
position.
Provision is made, according to this invention, for automatically taking up the
wear of the brake blocks. This part of the invention will be clearly understood on
further reference to figures 1 and 2.
A part to which the inner ends of the links are connected is cottered
within a part on the bar O. The narrower end of the cotter s has a screwed
shank projecting therefrom upon which is screwed a ratchet wheel t retained in
position sideways within a slot in a plate or guard t¹ projecting from or fixed to the
bar O. A pawl w, pivotted upon a lug w¹ projecting from the guide W gears with
the teeth of the ratchet wheel t. This pawl is omitted, for convenience, from figure 1.
When the brake rod O is moved forwards a moderate distance only, the movement
of the ratchet wheel is not sufficient to cause the pawl to gear with a fresh tooth; but
when, by reason of sufficient wear of the brake blocks, the movement of the brake

page_text: bar becomes sufficiently greater, the pawl is geared by such movement into another
tooth with the ratchet wheel and thus draws the cotter s forwards as the bar O moves
back again, and consequently, in effect, shortens the brake rod sufficiently to take up
the wear of the brake blocks. The part is capable of sliding further into the part
of the bar O as the cotter s is drawn forwards.
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. The self-acting couplings for railway rolling stock, substantially as described
and shewn.
2. The combination of self-acting couplings and continuous brake apparatus for
railway rolling stock, substantially as described and shewn.
3. The continuous brake apparatus for railway rolling stock, in combination with
means by which the coupling and uncoupling is effected, substantially as described
and shewn.
4. In a self-acting coupling for railway rolling stock, the combination of a head
upon the outer end of a draw-bar, with an opening through such head and with a
coupling link pivotted thereto having a downwardly projecting catch on its outer end,
and with a guard to prevent accidental uncoupling, said guard being moved by a link
on an adjacent carriage or truck as such link is being automatically coupled with
the head, and returning thereover immediately such link has engaged with the
opening through such head, all substantially as and for the purpose described and
shewn.
5. The means by which the self-acting couplings for railway rolling stock herein-
before described may be uncoupled from the side of a train, substantially as described
and shewn.
6. The combination of a cross-lever F with a double vertical bolt, concave arm G,
(or link e², or inclined head f¹) and stud e on the guard E, substantially as and for
the purpose described and shewn.
7. The means by which a link D, of a self-acting coupling as above described for
railway rolling stock, is raised out of action and maintained in such position, sub-
stantially as described and shewn.
8. In combined self-acting coupling and continuous brake apparatus for railway
rolling stock, the combination of a longitudinal bar down the axis of each carriage or
truck, capable of movement lengthways, with a head, having an opening therethrough,
on each end of such bar, and with a link pivotted to each head, and provided with a
downwardly projecting catch on its outer end, and with means by which the move-
ment of such bar, in either direction endways from its normal or central position, may
he conveyed to the brake blocks, to put on the brakes, and with means by which
such bar may be returned to its normal position on the withdrawal of any force by
which it has been moved therefrom, and with means by which the coupling and
uncoupling of the brake mechanism of two adjacent carriages or trucks (or carriage
and truck) is effected by the corresponding operations of the main couplings,
substantially as described and shewn, for the purpose set forth.
9. As a part of the combination set forth in claim 8, the "brake-bar" O, having
one end connected, by means of slotted connections, with a pair of pins carried on
opposite sides of the fulcrum of a double-ended lever N operated by the brake draw
bar L, said "brake bar" O being connected through the medium of suitable
mechanism with the brake blocks, substantially as and for the purpose described and
shewn.
10. The spring R in combination with a lug e¹, or equivalent part, on the rod O,
substantially as and for the purpose described and shewn.
11. The means by which the brakes are "put on "automatically upon the fracture
of a main and brake coupling, substantially as described and shewn.
12. The combination of the weighted arm T, arm T2, cross-shaft S, lug / on the
bar 0, arm U, bar n n with double inclines n' n', catch m and spring p, all
B

page_text: substantially as and for the purposes described and shewn, or, for such purposes, any
mere modification of such combination.
13. The combination, with the "brake bar "O of a part cottered thereto by
means of a cotter having a screwed shank capable of being drawn forwards by the
operation of a ratchet and pawl to, in effect, shorten such bar considered in relation to
its connection with the lever N and take up the wear of the brake blocks, substantially
as described and shewn.
14. In continuous brake apparatus for railway rolling stock, the means sub-
stantially as herein described by which the wear of the brake blocks is taken up
automatically.