COUPLING & UNCOUPLING RAILWAY ROLLING STOCK
Year: 1884

page_text: We WILLIAM WALTON of Murton House, Bishopwearmouth, Sunderland in the
County of Durham, Schoolmaster, late Engineer Student & GEORGE THOMAS IRVING
of Murton House Bishopwearmouth Sunderland in the County of Durham, Student
in Arts do hereby declare the nature of our invention for COUPLING & UNCOUPLING
RAILWAY ROLLING STOCK to be as follows :—
Our invention is one by means of which we are enabled to couple or uncouple a
train of trucks or other railway vehicles by direct action from the engine, thus
obviating the necessity of a man being employed either to go between the vehicles
or to work an apparatus from the side. Our invention consists generally of a hook
& link hinged, or otherwise fastened, to each end of each truck in such a manner
that no matter how the trucks are turned the hook of one truck will always face
the link of the truck following. The hook and link are arranged side by side, and
the hook may be worked either vertically or horizontally. Between the hook &
link, and either in a line with them or not, is placed a rod hereafter called a
"fulcrum rod" projecting out about as far as the buffers do and fixed, in a manner
hereafter described, so as to partake of all the push and thrust motion of the
buffers without however itself suffering any great pressure. To the outward end
of this rod is hinged at its centre a "flatplate" made so that its centre line shall
work either in a vertical or horizontal plane (according as vertically or horizontally
working hook and link are used) To the two ends of this plate are fastened
chains, or something equivalent, e.g. ring jointed rods, which are carried along
under the vehicle in bearings. The outside of the plate nearest the hook is
connected with the bar of the hook in such a manner as to work easily backwards &
forwards upon it. The manner in which the fulcrum-rod is made to partake of the
motion of the buffers is as follows:-To the buffer-rods, or other rods fixed with
one end near the outside of the buffer springs, & moving in the cross head beam of
the vehicle backwards & forwards, is collared a crosspiece whose ends are in a line
parallel to the cross head beam and having a loose slot at each end so as to allow
for the lateral extension of the buffer rods when the springs are forced backwards.
To the centre of this cross piece the fulcrum-rod is firmly fixed after passing
through the cross head beam. It is clear from this, that when the buffers are
77

page_text: In the
compressed the fulcrum rod will be drawn in and thus suffer no injury.
case of vehicles with solid buffers, of course this contrivance is unnecessary and in
any case it may, if preferred be replaced by a spring which will allow the fulcrum
rod easily to draw back and yet be strong enough to force it out again when the
pressure is removed. It is clear now that, when the trucks are brought together
and one of the chains or other connections is pulled, the hook-rods all along the
line of trucks will be forced out laterally, or raised up (according as the lateral or
vertical couplings are used) whilst when the other chain is pulled the reverse action
will take place. The pull of either chain is given generally from the engine. The
couplings on the engine are substantially the same as for the other vehicles with the
addition that the chain is put in communication with a lever by any of the ordinary
means but preferably by going round a chain wheel so that the wheel may be made
to give either the coupling or uncoupling motion according to the direction in
which it is turned. The wheel may of course be worked either by hand leverage
or by steam or in any other manner. In case it be preferred to have the trucks
couple simply by pushing them together, the hook rods may be made of spring
steel of such a shape & fixed so that they shall be forced into the links by pressure
as e.g. by making on each hook an inclined plane. The chain and Batplate
apparatus would then be used only to draw back the hooks in order to uncouple.
Dated this 27th day of October 1884.

page_text: We WILLIAM WALTON and GEORGE THOMAS IRVING, both of Murton House
Bishopwearmouth, Sunderland do hereby declare the nature of our said invention
for "AN IMPROVED APPARATUS FOR COUPLING AND UNCOUPLING RAILWAY ROLLING-
STOCK," 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 drawing forming a part of this specification :-
Our invention relates to an improved apparatus by means of which an entire
train of trucks or other railway vehicles can be coupled or uncoupled at one
operation, by direct action from the engine, tender or brake van or any of them
thus obviating the necessity of a man going between the vehicles for this purpose,
or working an apparatus from the side of the said vehicles.
Our invention consists of a hook and link coupling, a hook and link being
arranged side by side at each end of each truck or other vehicle and working
horizontally or vertically; and in the novel means or apparatus for operating the
said coupling. The said hooks and links form, in fact, continuations or extentions
of the draw-bars and are so arranged that however the trucks or other vehicles
may be turned the hook on one truck will always come opposite to and in position
to enter the link on the next truck or vehicle of the train. Our improved apparatus
for coupling and uncoupling the said hook and link fastening, can also be used for
coupling and uncoupling any fastening or coupler of a similar nature.

page_text: Figure 12 is a plan of the underside of a railway carriage or vehicle showing
another method of working the "flat-plates."
Like letters indicate like parts in all the figures.
In figure 1 of the drawings A represents a portion of an engine, tender or brake
van, and B are other vehicles coupled thereto, the buffers of the vehicles being
compressed to their full extent. a, a¹ are the two draw-bars arranged at the ends
of each vehicle and working through the head-stock b and cross-bar c of the said
vehicle. The inner ends of the said draw-bars are provided with stops & which
come in contact with the cross-bar c when the said draw-bars are fully extended.
On the outer end or draw-head of the draw-bar a¹ is formed a link e and the draw-
bar a carries on its outer end a hook f the said hook being hinged or pivotted to
the said draw-bar. The said draw-bars and their hooks and links are so arranged
that the hook on one vehicle always comes opposite and in position to enter the
link on the next truck or vehicle in the train. The said hooks and links may be
arranged to work either horizontally or vertically and the said hooks may be
arranged so as to point outward (as shown in the drawings) or inward, that is
toward each other.
"
At the end of each vehicle and between the hook and link, though not necessarily
in the same plane, is a fulcrum rod g working through the head stock b and pro-
jecting from the end of the vehicle to nearly the same extent as the buffers. The
said fulcrum rod carries on its outer extremity a plate lever or "flat-plate" h and
the said "flat-plate" is pivotted near the centre of its back to the fulcrum rod g
(as shown at i) to work vertically or horizontally, according to the direction in
which the hooks and links are arranged to operate. The said plate lever or "flat-
plate" may be pivotted to the said fulcrum rod through the lugs ¹ (figures 5
and 7) the end of the fulcrum rod working between the said lugs; or in any other
suitable manner. These "flat-plates" or plate levers may be of any suitable form
which will operate the hook fand present sufficient bearing surface to enable the
said "flat-plates" to communicate motion imparted to one of them to the "flat-
plates" of all the other vehicles in the train. The middle of the face of the
flat-plate" comes out about as far as the buffers, so that when the buffers touch,
the "flat-plates" touch or nearly so. The fulcrum rod g, the draw-bars a, a¹ and
the buffer rods j may be united by the connecting rod or tie-piece k as shown in
Figure 1. The said connecting rod is arranged parallel with the head-stock b and
may be secured to the said fulcrum rod, draw-bars and buffer rods in any suitable
manner. The said fulcrum rod and draw-bars thus partake of the backward and
forward motion of the buffers as they are compressed or extended. Thus when
the buffers are compressed the draw-bars and fulcrum rod are retracted and suffer
no injury. Or the said draw-bar a which carries the hook ƒ may work freely
through the connecting rod or tie-piece k and carry a spiral spring 7 (Figure 2)
pressing against the connecting rod or tie-piece and against a fixed point or
collar on the said draw-bar in front of the said connecting rod or a spring may be
arranged in any other suitable manner. This spring keeps the book fin position
but by its compression permits the said hook to be forced inward in the event of
collision, without injury. The draw-bar a is in this case provided with a stop
behind the connecting rod to prevent it and the hook f from projecting beyond the
required distance.
เ
Instead of this arrangement of the draw-bars a, a¹ they may, after passing
through the connecting rod k, be discontinued and the fulcrum rod g extended
through the cross-bar and provided with a stop as shown in figure 11. Also
instead of the draw-bars a, al and fulcrum rod being connected to the buffer rods the
connecting rod k may connect the fulcrum rod and draw-bars only, or may be
dispensed with. The said draw-bars and fulcrum rod are in these cases, provided
with a spring or springs whereby they are kept extended, but allowed to yeild with
the buffers, or in case of collision.
For vehicles without spring buffers where the projecting ends of the soles form
solid buffers we arrange our apparatus as shown in Figure 3. The fulcrum rod g

page_text: is secured rigidly to the head-stock b, or to the cross-bar c and the draw-bars a are
provided with springs to keep them extended to the desired distance. Or the
fulcrum rod may be carried through the cross-bar c and the draw-bars a, a¹
connected to the said fulcrum rod as shown in figure 11 the connecting rod or
tie-piece k may be dispensed with and the fulcrum rod provided with a spring for
keeping it extended the desired distance.
"
To the two ends of each plate lever or "flat-plate" h may be secured chains or
rods m which are carried along under the vehicle in suitable bearings or guides and
connect the plate lever or "flat-plate" at one end of the vehicle to the "flat-plate
at the other end of the vehicle. The rods may be attached to the "flat-plate" by
means of the lugs he or in any other suitable manner. If rods are used they are
in two portions, connected under the centre of the vehicle by chains m' or the rods
are ring-jointed as in Figures 9 and 10 in which the end of each rod is shown
provided with a ring or link m" at right angles to the rod and through which the
other rod slides. These are so arranged that when the buffers are not compressed
and these rods are fully extended they form a rigid rod with regard to tension (the
two rings or links butting against each other) but when the buffers are compressed
the rods are forced inward at the same time the one rod sliding upon the other.
"
In figure 12 is shown another method of operating the plate lever or "flat-plate."
On the underside of the carriage is arranged a transverse lever m³ turning freely
on a central pivot or fulcrum m*. One end of the said lever is connected to the
"flat-plate" at one end of the carriage by a connecting rod m³ and the other end
of the lever is connected to the "flat-plate" at the other end of the carriage by a
similar connecting rod me. The movement of one "flat-plate" is thus directly and
immediately communicated to the other "flat-plate." This arrangement is for use
with vehicles having spring buffers and shows the position of the lever and rods
when the carriages are coupled, the buffers are compressed and the hooks point
outward. When there are no spring buffers to the vehicle the intermediate
transverse lever m³ may be dispensed with and the plate levers or "flat-plates"
connected by a single connecting rod, that is to say the rod m³ or the rod me may
extend from one "Hat-plate" to the other and thus connect the two "flat-plates."
When either of these methods is employed for working the "flat-plates" or plate
levers the arrangement of the lugs on the said "flat-plates is varied, and only
such lugs formed upon them as are necessary for the connections.
One end of the plate lever or "flat-plate" h is connected to the stem of the
hook so as to work easily backward and forward upon it. In the drawings
figures 5 and 6 we have shown a swivel ring n sliding freely on the hook ƒ and
having a stem or stalk n¹ turning freely in two lugs h³, h or one long lug formed
on the back of the "flat-plate." The rod or chain m may be secured to an extension
of the lug h³ as shown, or to the stem n³ of the swivel or to another lug on the
flat-plate." Or the connection between the "flat-plate" and the hook may be
formed by a slot " formed in the plate lever or "flat-plate" h (figures 7 and 8)
which slot slides easily upon the stem of the hook f. The said slot may be of the
form shown in figure 8, so that when the said slot is drawn towards the hook end
of the hook f the vehicles are uncoupled, the vehicle being coupled by drawing the
flat-plate" nearly parallel to the end of the vehicle. Or the suid slot may be so
formed as to have the contrary action upon the hook, so that the vehicles are
uncoupled by pulling the slotted end of the “flat-plate" towards the vehicle and
coupled by the reverse movement. Or the connection between the "flat-plate
and hook may be formed in any other suitable manner, being so arranged that
when the hooks point outward and the "flat-plate" is nearly parallel to the front
or back of the vehicle the hook is in the coupled position and when the end is
pulled towards the hinge or pushed towards the hook so that the angle of the
flat-plate" to the draw-hook becomes more acute it is in the uncoupled position.
When the hooks point inward or toward each other these arrangements are
reversed, the hook being uncoupled when the "flat-plate" is nearly parallel to the
end of the vehicle, .
"
"
"

page_text: On the underside of the engine, tender or brake van we arrange a transverse
lever m³ (Figure 1) turning on a central fulcrum or pivot m' one end of the said
lever being connected to the "flat-plate" on the said engine, tender or brake van
by the connecting rod m³. The chains m³ attached to the ends of the said lever m³
are conducted by pulleys o to a wheel or other suitable appliance for exerting the
necessary pull upon either of the chains or rods to give the coupling or uncoupling
motion to the "flat-plate" h. Or the lever m³ may be arranged to work in a
vertical plane, extending upward through the bottom of the vehicle and thus be
made to give direct the necessary backward and forward motion to the rod m.*
The trucks or other vehicles of which it is desired to form the train being
brought together the "flat-plates" at the ends of each vehicle come in contact
with those of the next vehicles in the train. By exerting a pull from the engine,
tender or brake van on the chain, rod, or lever which will cause the "flat-plate
to throw the hook on the said engine, tender or brake van into the link on the
next vehicle the said "flat-plate" by direct pressure on the next" 'flat-plate" and
by the chains, or rods, or rods and levers connecting the "flat-plate" on the front
end of the vehicle with the "flat-plate on the rear end of the vehicle, imparts a
similar movement to the "flat-plates" of the whole of the vehicles composing the
train, and the whole of the said vehicles may be coupled together at one operation.
By operating the reverse rod, or chain, or the lever in the reverse direction the
whole of the vehicles may be uncoupled.
"
If preferred the vehicles may be made to couple automatically by simply pushing
them together by making the hook of such a form that it will enter the link by
its own gravity (when working vertically) or by means of a suitable spring. The
point of the hook may be bevelled off to form an inclined plane so that as the
vehicles are pushed together the hooks will be forced by gravity or by their springs
into the links and the "flat-plate" apparatus with its chains, rods or levers would
then be used only for the purpose of uncoupling by withdrawing the hooks from
the links.
We have shown in the drawings the application of our invention to vehicles
having buffers with springs formed of steel plates like bearing springs but by
slight modifications our invention can be adapted to vehicles having any other
description of buffer-springs.
When the kind of buffer-springs will admit of it the inner ends of the draw-
bars from each end of the vehicle after passing through their respective cross-bars
instead of being provided with the stops d as herein-before described may be
connected to the ends of their corresponding draw-bars by connections similar to
those at present in use on some vehicles or by strong springs so that the weight of
the train may be spread along this draw-bar and the front vehicle may not have
to bear the accumulated weight of all the vehicles behind it.
We do not confine ourselves to the exact details herein described and shown
as the same may be varied and the apparatus modified in various ways without
departing from our invention, but,
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-In an apparatus for coupling and uncoupling railway rolling-stock, the
plate lever or "flat-plate" h of any suitable form, substantially as and for the
purpose herein set forth.
.
Second-In an apparatus for coupling and uncoupling railway rolling-stock, the
fulcrum rod g, either fixed at a definite length from end of vehicle, or capable of a
longitudinal reciprocating motion simultaneously with the buffers substantially as
set forth.
Third-In an apparatus for coupling and uncoupling railway rolling-stock, the
combination of the fulcrum rod a and plate lever or "flat-plate" h. the latter

page_text: operated by chains, rods or levers, or their equivalents constructed and operating
substantially as set forth.
Fourth In an apparatus for coupling and uncoupling railway rolling-stock,
the draw-bars a¹, a carrying link e and hook f, or their equivalents and fixed at
definite lengths from the end of the vehicle or capable of longitudinal reciprocating
motion simultaneously with the buffers, substantially as set forth.
Fifth In an apparatus for coupling and uncoupling railway rolling-stock, the
combination of the plate lever or "flat-plate "h carried by fulcrum rod g, and
operated by chains, rods, or levers or their equivalents with the link e and hook f
carried by draw-bars a³, a respectively the said hook passing through the slot h¹¹ in
the said " flat-plate," or through the swivel n, or being otherwise suitably
connected to the said "flat-plate."
Sixth-In an apparatus for coupling and uncoupling railway rolling-stock, the
combination of the draw-bars a a' and fulcrum rod g, with the tie-piece or
connecting rod k and with a suitable spring or springs for the said draw-bars and
fulcrum rod constructed and operating substantially as set forth.
Seventh-In an apparatus for coupling and uncoupling railway rolling-stock,
the combination of the draw-bars a, a¹, fulcrum rod g and buffer rods j, with the
connecting rod k substantially as set forth.
Eighth-In an apparatus for coupling and uncoupling railway rolling-stock, the
arrangement of draw-bars a a¹ and fulcrum rod g when the latter only is carried
through the cross-bar c substantially as described and shown in Figure 11.
Ninth In an apparatus for coupling and uncoupling railway rolling-stock, the
combination of the plate lever or flat-plate" h carried by fulcrum rod g and
worked by chains, rods, levers or their equivalents, with the draw-bars a¹, a
carrying links and hook respectively (or other coupling device capable of being
operated by the "flat-plate "h) and connecting rod or tie-piece k attached to or
detached from the buffer rods j substantially as set forth.
Tenth: In an apparatus for coupling and uncoupling railway rolling-stock, the
lever m³ and rods m³ and mª substantially as and for the purpose herein set forth
and shown in Figure 12.
"
Eleventh-In an apparatus for coupling and uncoupling railway rolling-stock,
the method of working the plate lovers or flat-plates" of a vehicle having buffers
without springs by means of a single rod m³ or me substantially as set forth.
Twelfth In an apparatus for coupling and uncoupling railway rolling-stock,
the method of working the plate lever or "flat-plate" attached to the engine,
tender or brake van by means of the chaius m¹, lever m³ and rod m³ or by lever m³
working in a vertical plane and the rod m³ or their equivalents,
T. N. PALMER & Co.,
For the Applicants.