Year: 1887

page_text: Date of Application, 3rd May, 1887
Complete Left, 2nd Feb., 1888
Complete Accepted, 29th Mar., 1888
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex do hereby declare the nature of
this invention to be as follows:-
This invention relates partly to automatic railway vehicle coupling apparatus of the
class described in the Specification of former Letters Patent granted to me and dated
December 14th A.D. 1885 No. 15343.
While retaining the main part of the apparatus described in the specification before
referred to viz. the rack for prolonging and shortening the coupling essential modifica-
tions have been made in the devices for hooking and unhooking and the safety
couplings, which now comprise two symmetrical double hooks mutually engaging with
each other.
In carrying the said invention into practice the coupling link is pivotally connected
to the draw hook.
This coupling link is situated in the coupling axis, whilst its front part with the
hook proper is bent side-ways so that the hooks of two opposite couplings can pass
each other.
The said coupling link has a projection on its upper edge the object of which
will be hereinafter explained; the said link is also provided in front with an inclined
surface.
Through the said coupling link is passed a bolt on each end of which is fixed short
cranks provided with crank pins to which are pivoted the coupling shackle.
The operation of the apparatus is as follows.
By means of a transverse bar at the end of the coupling link engaging with the
underside of the draw hook, the said coupling link is kept in a somewhat inclined,
position, and the coupling links of the adjacent vehicles move towards each other in
this position.

page_text: On the further approach of the vehicles the coupling shackle of one vehicle slides
upwards on the inclined surface of the other, whilst at the same time it lifts up the
shackle of the latter.
As the shackles are wider at their rear ends than in front the shackle of one vehicle
finally slides into the shackle of the other.
On the still further approach of the vehicles the buffers are compressed, and the
projection on the upper edge of the coupling link of one vehicle then presses upon
the falling shackle of the opposite one, and turns back the crank thereof, whereby
the shortening of the coupling is effected.
Consequently the pin connecting the coupling shackle to the crank is lower than
the pin which connects the said crank to the coupling link; the forward movement of
the said links and consequently the uncoupling of the vehicles is thereby prevented.
A projection is formed on the underside of the coupling hook upon which the crank
is supported when the vehicles are coupled together. After the impingement of the
buffers and the consequent compression of their springs, the said springs will react
and will cause the coupling shackle of one vehicle to engage with the coupling hook
of the adjacent vehicle.
The coupling shackle of the second vehicle is still in the position in which the crank
is not turned back and is consequently not shortened so that it serves as a safety
coupling.
The uncoupling of the vehicles is effected from the outside of the same in any
desired manner by turning the crank and the shackle which at the same time lifts up
the opposite shackle, in which position of the said shackles the vehicles can be moved
apart.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements relating to Apparatus for Coupling Railway
Vehicles.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, 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 :-
This invention relates partly to automatic railway vehicle coupling apparatus of the
class described in the specification of former Letters Patent granted to me and dated
December 14th A.D. 1885 No. 15343.
The said invention is represented in the accompanying drawing the figures of
which are hereinafter referred to.
In carrying the said invention into practice the coupling link 2 is pivoted at 1 to
the draw hook.
This coupling link is situated in the coupling axis, whilst its front part with the
hook proper 3 is bent side-ways so that the hooks of two opposite couplings can pass
each other, as shown in plan Figure II.
The said coupling link has a projection 4 on its upper edge the object of which
will be hereinafter explained; the said link is also provided in front with an inclined
surface 5.
Through the said coupling link is passed a bolt 6 on each end of which is fixed
short cranks 7 provided with crank pins 8 to which are pivoted the coupling
shackle 9.
The operation of the apparatus is as follows:-
By reason of the transverse bar 1ª at the end of the coupling link 2 engaging with
the underside of the draw hook, the said coupling link 2 is kept in a somewhat inclined,
position, and the coupling links of the adjacent vehicles move towards each other in
this position, as shown in figures I and II.
On the further approach of the vehicles the coupling shackle 9 of one vehicle slides
upwards on the inclined surface 5 of the other whilst at the same time it lifts up the
shackle 9 of the latter.
As the said shackles 9 are wider at their rear ends than in front the shackle of one
vehicle finally slides into the shackle of the other as shown in Figure III.
On the still further approach of the vehicles the buffers are compressed, and the
respective parts will occupy the positions shown in Figure IV.
The projection 4 on the upper edge of the coupling link of one vehicle then presses
upon the falling shackle 9 of the opposite one and turns back the crank 7 thereof,
whereby the shortening of the coupling is effected.
As the pin 8 connecting the coupling shackle to the crank is lower than the pin 6
which connects the said shank to the coupling link; the forward movement of the
said links and consequently the uncoupling of the vehicles is prevented..

page_text: A projection is formed on the underside of the coupling hook upon which the crank
is supported when the vehicles are coupled together.
After the impingement of the buffers and the consequent compression of their
springs, the said springs will react and will cause the coupling shackle 9 of one vehicle
to engage with the coupling hook 3 of the adjacent vehicle as shown in Figure V.
The coupling shackle of the second vehicle is still in the position in which the
crank is not turned back and is consequently not shortened so that it serves as a
safety coupling.
The uncoupling of the vehicles is effected from the outside of the same in any
desired manner by turning the crank 7 and the shackle 9 which at the same time
lifts up the opposite shackle, in which position of the said shackles the vehicles can be
moved apart.
Instead of securing the coupling link 2 to the bolt 1 of the old draw hook, it can
be fixed direct to the truck, as shown in Figure VI.
When trucks having the new and old coupling are to be connected with each other,
the shackle must be made correspondingly longer. The effect is exactly the same in
both cases.
Having now particularly described and ascertained the nature of the said invention,
and in what manner the same is to be performed as communicated to me by my foreign
Correspondents I declare that what I claim is :-
First. In couplings for railway vehicles the automatic lengthening and shortening
of the coupling shackles by inserting a crank or an eccentric as above described..
Second. For the above purpose the inclined sliding surface on the hook for the
opposite coupling shackle for simultaneously hooking both shackles as above
described.
'
Third. The projection 4 on the upper side of the coupling link against which the
shackle 9 impinges and causes the tension of the coupling as above described.
Fourth. The enlargement of the shackles at the rear part thereof, whereby one
shackle can slide into the other as above described.
Fifth. The employment of the coupling which is not shortened as a safety coupling
as above described.
Sixth. The lateral bending of the coupling links so that they can pass each other
as above specified.
Dated this 2nd day of February 1888.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London,
Agents for the Applicant.