A New or Improved Automatic Coupling for Railway and similar Vehicles.
Year: 1892

page_text: Date of Application, 7th Nov., 1892-Accepted, 22nd Apr., 1833
COMPLETE SPECIFICATION.
A New or Improved Automatic Coupling for Railway and similar
Vehicles.
We, AUGUST HOYRMANN, of Bubenc near Prague, Bohemia, Manufacturer,
and ARTHUR STEIN, of Schonpriessen near Aussig af Elbe, Bohemia, Engineer,
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 to automatic duplex couplings for railway carriages and
similar vehicles, its object being to provide means by which such vehicles may
be automatically and safely coupled together while at the same time the clumsiness
and complications existent in previous couplings of this type are completely
obviated.
In its essential form a coupling constructed according to this invention consists
of two links or hooks of different widths pivoted one to each end of the vehicle
in such a manner that upon the carriages being forced together the forward ends
of the links come upon inclined planes on the coupling hooks or draw bars and
are thereby simultaneously lifted up and carried over the hooks to engage there-
with, the narrower link passing through the wider one for the purpose. The
links then fall by gravity and engage with the hooks.
This coupling is sufficient for some purposes, such for example as the coupling
of goods waggons, but the coupling may be screwed up if desired by moving the
coupling hooks or draw bars longitudinally relatively to the carriages and away
from one another. To disengage the coupling the draw bars are advanced or the
carriages are forced together when the coupling links are lifted free of the hooks.
In the accompanying drawings reference to which is hereinafter made,
Figure 1 is an elevation of the opposed ends of two vehicles furnished with the
improved coupling apparatus, the various parts being in the uncoupled position.
Figure 2 is a plan of Figure 1.
Figures 3A, 3B, 3, 3, 3 shew the positions assumed by the various parts during
the operation of coupling and uncoupling.
Figure 4 illustrates mechanism by which the coupling hook or draw bar may be
moved longitudinally.
Figures 5, 6, 7, 14 and 15 represent modifications of and substitutions for the
mechanism illustrated by Figure 4.
Figures 8, 9, and 10 shew the details by means of which the coupling links are
lifted upon the longitudinal movement of the coupling hook.
and
Figures 11 and 12 are illustrations of modified forms of the lifting apparatus.
Figure 13 shews an arrangement of hooks in substitution for the coupling rings.
Figure 16 illustrates apparatus for arresting the motion of the driving spindle;
Figure 17 is a view of an indicator by means of which the positions of the
various parts of the coupling are plainly shewn.
As shewn in the drawings each coupling hook A has two rings or links of
different widths hinged to it, one of which, B, is the draught link and the other, B¹,
is a safety or reservé link. Of the opposing links one as shewn in Figure 2 is
considerably wider than the other. To effect the coupling the carriages are moved
together or one of the draw-bars is advanced. Referring to Figures 34 to 3* in
which the positions assumed by the coupling links during coupling or uncoupling
are plainly shewn, it will be seen that upon the approach of the carriages or of the
draw bars, the forward ends of the coupling links engage with inclined pro-
jections C formed on the forward ends of the coupling hooks A. In Figure 3* the

page_text: coupling is separated; in Figure 3B the hooks have approached, the ends of the
links have passed up the inclined planes on the projections C, and are about to fall
over and engage with the hooks A the narrower link passing through the broader.
In Figure 3 the links have passed over the hooks and form a loose coupling; and
in Figure 3" the coupling has been finally tightened as for use in a passenger train
owing to the separation of the coupling hooks by mechanism which will be herein-
after described. To disconnect the coupling the draw bars are advanced and the
links are loosened as shewn in Figure 3° and then lifted as illustrated by Figure 3.
To effect the lifting and disengagement of the links by transforming the forward
movement of the links into an upward movement the apparatus illustrated by
Figures 8 9 and 10 may be employed.
As shewn in Figure 8 and also in Figure 1, the narrower link B is formed with
a projection D, which, upon the relative movement of the draw bar to the body of
the carriage, engages with a pin E, secured to the adjustable bracket F. The link
is thus lifted and at the same time lifts the broader link by means of the two
laterally projecting pins G. Both links are thus lifted free of the hooks and the
vehicles may be separated. Alternatively the pin E may be formed on the link
aud the projection D on the bracket.
In Figure 9 another arrangement is illustrated for lifting the link. Upon the
longitudinal forward movement of the draw bar a suitably formed upward
projection H at the rear end of the link engages with an arm or bracket J secured
to the frame of the vehicle and tilts the link upwards. In Figure 10 the projecting
arm H curves downward and moves in contact with the inclined plate K.
Another method of raising the links is to fasten it by a short chain to some
part of the carriage above it so that on being moved forward it is swung upwards
around its pivot. The links thus being raised it is only necessary to separate the
vehicles.
In the case of a coupling for lightly laden vehicles, the apparatus illustrated by
Figures 11 and 12 may be employed. In Figure 11 a two-armed lever L shewn
separately in Figure 11 is secured to a shaft L' upon the rotation of which the
shorter arm M of the lever effects the forward movement of the link, and, upon
further rotation the longer arm M' effects the lifting. In Figure 12 the shaft L'
carries an excentric N furnished with a projection N which upon rotation lifts the
link B after the completion of the longitudinal motion. In these modifications the
link moves relatively to the draw bar which is rigid.
As shewn in Figure 13 the hinged links are replaced by hooks which are
operated similarly.
In all these cases it is only necessary to provide means for raising the narrower
link, as this engages by means of the lateral pins G with the broader link
and consequently raises it. If desired however the links may be operated and
raised separately.
Instead of having both links of the coupling of the same length so that they
are both in tension, the broader link may be longer than the other so as to form an
eniergency coupling in case of any breakage of the first. The front end of the
broader link is preferably formed to the arc of a circle the radius of which is the
length of the link so that curves may be safely and easily passed over.
In order that the inclined projections C on the coupling hooks A inay be long
enough to adapt themselves to various heights of vehicles without coming into
contact with one another they may be cranked or otherwise formed out of the plane
of the draw bars as illustrated in Figures 6 and 7.
Various forms of mechanism for imparting longitudinal motion to the draw bar
are illustrated by Figures 4, 5, 6, 7, 14, and 15.
This mechanism is preferably placed under the carriage, where access may
easily be obtained for purposes of examination and repair, and may be operated
from the side of the carriage, from the roof, or from the interior.
In the form shewn in Figure 4, shafts O from either side of the carriage
carry bevel wheels P which gear with a wheel P¹ the eye of which is screwed

page_text: upon the draw bar R. Upon the rotation of the shafts in one direction or the
other the draw bar is moved in one direction or the other. As shewn in the
drawing the nut is double and simultaneously operates the bar R' which is attached
to the usual draught spring.
In Figure 6 the draw bar R is operated by an excentric S mounted on the
shaft S. This excentric may be substituted by a disc or double discs with
volute curves, as illustrated by Figure 14, operated by a worm and worm wheel
Figure 144.
Another form illustrated by Figures 7 and 2, consists of a trapezium_suitably
supported and moved by a screw T. A suitable socket T' secured to the
draw bar embraces one side of the trapezium and effects the longitudinal motion.
Instead of the trapezium the modifications shewn in Figures 15 and 15ª may be
employed.
In Figure 5 the bevel wheel P¹ instead of forming a nut carries a shaft which
is screwed and engages with nuts on the ends of the draw bars and spring rod.
It is perfectly obvious that numberless modifications of my apparatus for
imparting these longitudinal and upward motions to the coupling links may be
employed without departing from the spirit of this invention.
An essential feature of this coupling which has been absent from previous
automatic couplings is that the standard coupling hook is retained without the
addition of any locking or safety device to prevent the link escaping. As a pre-
caution however the hook may be returned horizontally to a greater distance than
is at present usual.
In order to lock the apparatus and thus prevent any accidental uncoupling the
operating shaft may carry a ratchet wheel V Figure 16 which engages with a
suitable detent.
So that the position of the coupling may be easily seen in dark and foggy
weather the operating shaft carries a pinion which gears with a rack W carrying a
pointer moving over a scale as shewn in Figure 17.
The coupling together of carriages is thus effected as follows-They are moved
together at a moderate speed as is done at present, and a loose connection is formed
through the links passing up the inclined planes of the hooks. The coupling is
then tightened by rotating one of the operating shafts moving the draw bar. The
opposite rotation of course effects the uncoupling. The buffer springs maintain the
proper degree of tension in the couplings.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is-
1. A duplex automatic coupling for railway and similar vehicles consisting of
hinged or pivoted links or rings of different widths which come into contact with
and pass up inclined planes formed on the coupling hooks and engage therewith
upon two carriages being moved together, constructed and arranged substantially
as hereinbefore described and as illustrated by the accompanying drawings.
2. In a duplex automatic coupling for railway and other vehicles the combina-
tion with a draw bar capable of longitudinal movement of pivoted links, rings, or
their equivalents and suitable projections or inclined planes for moving the pivoted
links upwards; all constructed and arranged substantially as hereinbefore described
and as illustrated by the accompanying drawings.
3. A duplex automatic coupling for railway and other vehicles consisting of
longitudinally moveable draw bars, coupling hooks formed with inclined planes,
pivoted links or rings, apparatus for lifting these links or rings, for uncoupling,
and apparatus for imparting longitudinal motion to the draw bars; all arranged
constructed and operated substantially as hereinbefore described and as illustrated
by the accompanying drawings.
4. The combination with a duplex automatic coupling for railway and similar

page_text: vehicles such as is hereinbefore described, of a locking or safety device con-
structed and arranged as set forth and as illustrated by the accompanying
drawings.
5. The combination with the duplex automatic coupling herein described of an
indicating device, substantially as hereinbefore described.
Dated this 5th November A.D. 1892.
WILLIAM E. HEYS,
Agent for the Applicant.