Apparatus Connected therewith.
Year: 1887

page_text: This Specification was, upon the 20th day of June 1888, amended under
Sections 18 to 21 of the Patents, Designs, and Trade Marks Act, 1883.
[The Amendments are shown in erased and italic type.]
Apparatus Connected therewith.
We, JEAN PIERRE CITO, of Petingen, Mechanician, and PETER FUNCK, of
Luxemburg, Architect, both in the Grand Duchy of Luxemburg, 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 :-
Our invention relates to a lateral railway coupling device comprising the arrange-
ment of hooks, toothed wheels, links, rods and levers, between two metal plates
secured to the existing draw hook rod.
The draw hook rod and its spring retain their present shape, the form of the outer
end of the same however is changed so that the improved coupling can be applied
(even by way of trial) to any vehicle without the least difficulty moreover the
retention of the existing draw hook rod enables the coupling of vehicles that are
not provided with the improved coupling device, with vehicles that are provided
therewith.
In the accompanying Drawings
Figures 1 to 6 illustrate side views of the coupling in its various positions.
Figures 7 and 8 represent respectively, a front view and a plan of the said
coupling.
A indicates the existing draw hook rod, and A' a stiffening bar of the same.
B B are metal plates of the shape indicated in the Drawings, which are fixed to the
ends of the rods A and A' on both sides of the same and serve for the reception of
the main parts of the coupling, and form with their upper projecting ends the draw
hook proper. C is a drag hook pivotted to the plates B and provided at its rear part
with teeth forming a toothed segment. With these teeth engages a spur pinion D
placed below the hook and likewise pivotted to the plates B B, the said pinion being
loose upon a rotary shaft E and participates only at times in the motion of the shaft
through the medium of two pins z secured to E. This shaft E Figures 7 and 8
extends the whole width of the vehicle and rests in suitable blocks arranged on the
said vehicles and carries at each of its ends a crank E¹. All the necessary motions
of the coupling are effected by the turning of the shaft E.
From this shaft is are loosely suspended links F connected at their lower ends, these
links are arranged on the right and left of the spur pinion D outside the plates B,
the said links are operated during the turning motion of the shaft E by projections y

page_text: or bridge-pieces y arranged in a line with the pins z on the said shaft, and serve to
guide the drag links. The latter comprises two parts movably connected with each
other, namely the part that turns upon the bolt in the plates and acts as a
counterweight, and the parts that forms the link proper which is pivoted at G upon
the part .
The counterweight is of such shape that when the coupling is disengaged
it bears against the narrow front edges of the plates B.
H is an auxiliary or safety hook which is pivotted below the spur pinion D between
the plates B, and serves for the reception of the drag link s, of the coupling of the
opposite vehicle.
A shaft I parallel to the shaft E is supported, in the plates B and in the brackets
for the shaft E, this shaft likewise extends the entire width of the vehicle, and carries
at each end a fixed pawl K, which pawls engage with corresponding ratchet wheels I
keyed upon the shaft E, and thereby secures the position given to the said shaft E.
In the position of repose or when disengaged, the coupling parts of each vehicle
occupy the position represented in Figure 1. If then two vehicles are to be moved
against each other for the purpose of coupling them, the links of one vehicle is
previously lifted, (Figure 2,) which is effected by turning the shaft E, inasmuch as in
this turning movement the links F and consequently the link s are lifted.
The motion imparted to the link, as soon as the latter passes beyond the vertical
position, is transmitted to the counterweight r, owing to the link bearing against a
projection on the said counter weight, consequently the counterweight ŕ is moved
through a certain distance.
In this position the pawls K arrest the ratchet wheels and shaft E respectively.
As soon as the vehicles strike against each other, the pawls K are caused to
disengage by moving one of the said pawls whereupon the lifted link s falls of itself
into the hook C of the opposite vehicle, because the piece r acts as a counterweight
and causes the necessary motion of the link s.
When the links is in the hook C of the opposite, vehicle, the links of the latter is
hooked into the safety hook H of the first carriage by turning the corresponding
shaft E by means of the arm F belonging thereto. The links then strikes first
against the hook H, and causes the latter to spring back. During this time the links,
is raised still higher and, as soon as the hook H swings forward again, the link is
allowed to fall into the latter.
In order to stretch the coupling, the shaft E together with the spur pinion I) is
turned backwards towards the vehicle, Figure 3, whereby the hook C is turned, and
the links is placed behind the projecting parts of the plate B, Figure 6. The
vehicles are then completely coupled.
If the vehicles thus coupled experience a shock the part of the link sinks by
reason of its gravity as far as the vertical position, and should the shock be very
strong the links griping over the plates B also slides backwards or towards the front
wall of the respective vehicle, as indicated in Figure 5. The accidental disengage-
ment of the coupling during the journey cannot therefore take place.
The disengagement of the coupling is effected in the reverse manner to that above
described.
First the hook C is turned forwards again, the links is then lifted out to bring it
back to the position shown in Figure 2, or the said link is lifted out, and is simply
allowed to fall when the other vehicle has been removed.
The vehicles which are provided with the improved coupling can also be coupled to
those that have the existing screw coupling, the link of the screw coupling being
placed in the hook C or the links in the existing draw hook.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is:-
First. A railway coupling which allows of being safely engaged and disengaged
from the side of the vehicles without the attendant having to pass between the
vehicles, and in which the drag link formed by the counterweight and the link

page_text: proper s is lifted by turning the shaft. E in one direction through the medium of the
arm F, and after releasing the shaft, E falls, by the action of the counterweight r, into
the opposite drag hook, which latter, being also turned by the shaft E belonging
thereto in the opposite direction, brings the links behind the draw hook B B.
Second. The improved apparatus consisting of the parts constructed and combined
substantially as described with reference to the accompanying drawings for the
purpose specified.
..
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1 1
1
1007

page_text: Date of Application, 23rd Nov., 1887
Specification Accepted, 23rd Dec., 1887
Apparatus Connected therewith.
We, JEAN PIERRE CITO, of Petingen, Mechanician, and PETER FUNCK, of
Luxemburg, Architect, both in the Grand Duchy of Luxemburg, 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 :-
Our invention relates to a lateral railway coupling device comprising the arranges
ment of hooks, toothed wheels, links, rods and levers, between two metal plate-
secured to the existing draw hook rod.
The draw hook rod and its spring retain their present shape, the form of the outer
end of the same however is changed so that the improved coupling can be applied
(even by way of trial) to any vehicle without the least difficulty moreover the
retention of the existing draw hook rod enables the coupling of vehicles that are
not provided with the improved coupling device, with vehicles that are provided
therewith.
In the accompanying Drawings
Figures 1 to 6 illustrate side views of the coupling in its various positions.
Figures 7 and 8 represent respectively, a front view and a plan of the said
coupling.
A indicates the existing draw hook rod, and A¹ a stiffening bar of the same.
B Bare metal plates of the shape indicated in the Drawings, which are fixed to the
ends of the rods A and A' on both sides of the same and serve for the reception of
the main parts of the coupling, and form with their upper projecting ends the draw
hook proper. C is a drag hook pivotted to the plates B and provided at its rear part
with teeth forming a toothed segment. With these teeth engages a spur pinion D
placed below the hook and likewise pivotted to the plates B B, the said pinion being
loose upon a rotary shaft E and participates only at times in the motion of the shaft
through the medium of two pins z secured to E. This shaft E Figures 7 and 8
extends the whole width of the vehicle and rests in suitable blocks arranged on the
said vehicles and carries at each of its ends a crank E¹. All the necessary motions
of the coupling are effected by the turning of the shaft E.
From this shaft is loosely suspended links F connected at their lower ends, these
inks are arranged on the right and left of the spur pinion D outside the plates B,
he said links are operated during the turning motion of the shaft E by projections y

page_text: on the said shaft, and serves to guide the drag link s. The latter comprises two parts
movably connected with each other, namely the part r that turns upon the bolt a in
the plates B and acts as a counterweight, and the parts that forms the link proper
which is pivoted at G upon the part r. The counterweight is of such shape that
when the coupling is disengaged it bears against the narrow front edges of the
plates B.
H is an auxiliary or safety hook which is pivotted below the spur pinion D between
the plates B, and serves for the reception of the drag link s, of the coupling of the
opposite vehicle.
A shaft I parallel to the shaft E is supported in the plates B and in the brackets
for the shaft E, this shaft likewise extends the entire width of the vehicle, and carries
at each end a fixed pawl K, which pawls engage with corresponding ratchet wheels L
keyed upon the shaft E, and thereby secures the position given to the said shaft E.
In the position of repose or when disengaged, the coupling parts of each vehicle
occupy the position represented in Figure 1. If then two vehicles are to be moved
against each other for the purpose of coupling them, the links of one vehicle is
previously lifted, (Figure 2,) which is effected by turning the shaft E, inasmuch as in
this turning movement the links F and consequently the link s are lifted.
The motion imparted to the link, as soon as the latter passes beyond the vertical
position, is transmitted to the counterweight r, owing to the link bearing against a
projection on the said counter weight, consequently the counterweight is moved
through a certain distance.
In this position the pawls K arrest the ratchet wheels and shaft E respectively.
As soon as the vehicles strike against each other, the pawls K are caused to
disengage by moving one of the said pawls whereupon the lifted links falls of itself
into the hook C of the opposite vehicle, because the piece r acts as a counterweight
and causes the necessary motion of the link 8.
When the links is in the hook C of the opposite vehicle, the links of the latter is
hooked into the safety hook H of the first carriage by turning the corresponding
shaft E by means of the arm F belonging thereto. The links then strikes first
against the hook H, and causes the latter to spring back. During this time the links,
is raised still higher and, as soon as the hook H swings forward again, the link is
allowed to fall into the latter.
In order to stretch the coupling, the shaft E together with the spur pinion D is
turned backwards towards the vehicle, Figure 3, whereby the hook C is turned, and
the links is placed behind the projecting parts of the plates B, Figure 6. The
vehicles are then completely coupled.
If the vehicles thus coupled experience a shock the part of the link sinks by
reason of its gravity as far as the vertical position, and should the shock be very
strong the links griping over the plates B also slides backwards or towards the front
wall of the respective vehicle, as indicated in Figure 5. The accidental disengage-
ment of the coupling during the journey cannot therefore take place.
The disengagement of the coupling is effected in the reverse manner to that above
described.
First the hook C is turned forwards again, the links is then lifted out to bring it
back to the position shown in figure 2, or the said link is lifted out, and is simply.
allowed to fall when the other vehicle has been removed.
The vehicles which are provided with the improved coupling can also be coupled to
those that have the existing screw coupling, the link of the screw coupling being
placed in the hook C or the links in the existing draw hook.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is :-
First. A railway coupling which allows of being safely engaged and disengaged
from the side of the vehicles without the attendant having to pass between the
vehicles, and in which the drag link formed by the counterweight 7. and the link.

page_text: proper s is lifted by turning the shaft E in one direction through the medium of the
arm F, and after releasing the shaft E falls, by the action of the counterweight r, into
the opposite drag hook, which latter, being also turned by the shaft E belonging
thereto in the opposite direction, brings the links behind the draw hook B B.
Second. The improved apparatus consisting of the parts constructed and combined
substantially as described with reference to the accompanying drawings for the
purpose specified.
Dated thin 021 1
1000