and Uncoupling Railway Wagons and other Vehicles.
Year: 1885

page_text: and Uncoupling Railway Wagons and other Vehicles.
JAMES THORNE ROE 3 Earlsfield Villas, Balham Park Road in the County of
Surrey, Engineer do hereby declare the nature of my invention for IMPROVE
MENTS IN APPARATUS FOR CONNECTING TOGETHER OR COUPLING AND UNCOUPLING
RAILWAY WAGONS AND FOR OTHER COUPLING AND UNCOUPLING PURPOSES to be
as follows:
My Invention relates to improvements in coupling apparatus of the kind
described in specification of former Letters Patent, No 2901 of 1884, granted
to me.
According to my present Invention I provide each shackle or link with an
additional hook upon its upper surface and in conjunction with or at the outer end
of the curved or angular guide piece upon the upper surface of each shackle or
link, so that when two wagons come in contact with long spring buffers, or under
any circumstances causeing or making a greater length between the head stocks of
wagons the shackle of either wagon is automatically coupled or connected to the
said hook upon either shackle, as may be wished, although at other times, working
in combination with the present hook of draw bar as now fixed to Railway rolling
stock.
I also provide the tail pieces of shackles with a hook or stop so that the crank
bar that acts upon them in uncoupling and which passes the whole width of the
vehicle is retained thereby, so that when required the shackle or link is kept out
of coupling position.
When I do not uncouple automatically but by hand, I fix a lever or handle or
wheel upon each end of crank bar (or the shunter can have a seperate handle
to fit bars throughout the "Roe" system) in the place of the weighted levers
discribed in patent No 2901, 1884.
And I may in some cases when working the said "Roe" coupling by hand
dispense with the tail ends of shackles and form the rivet ends of them the same
shape as the ordinary D shackle and I then prefer to pass a bar (instead of the
crank bar) through the present hole of draw bar (at the back of hook) making the
Roe" shackle secure thereto, and arranging the handle, lever or wheel to work
the bar as before mentioned which by means of the locking gear can when required
"

page_text: be held in coupling position or the shackle can (if the wagons are not in use or not
wanted to couple) hang in a perpendicular position.
When it is found necessary to prevent the hand lever, handle or wheel moving
out of position: sometimes I use a counter balance weight or I provide a loop or
suitable fastening to retain same, fixed upon each end of a bar or shaft, that also
passes the whole width of the wagon, and in such a position that the lever, handle,
or wheel is held securely by it, and also in this way when necessary the coupling
can be locked.
When my improved coupling is fitted as herein discribed the crank bar in some
cases I keep in position by means of a stop fixed underneath the head stock of
wagon, as well as the stop or hook upon the tail ends of shackles as before
discribed, and I may also provide plates (instead of those in use upon the head
stocks and through which the draw bar passes or in conjunction with them)
constructed or made in such a way that their outer ends are curved or bent at an
angle, so as to act as guides to the shackle of the opposite wagon so that when
coupling upon a sharp curve the shackle by them would be guided safely over the
hook of draw bar of the vehicle to be connected.
In carrying the before said improvements into practice I provide for the
employment in combination with and the utilization of the present draw bar and
hook and other fittings of Railway Vehicles herein stated, also the subject matter
of either or both or any part thereof of my former letters patents No 4478, 1882
No 3171, 1883 & No 2901, 1884 with the matter herein set forth for the purpose
specified.

page_text: Improvements in Apparatus for Connecting together or Coupling
and Uncoupling Railway Wagons and other Vehicles.
I, JAMES THORNE ROE, 3 Earlsfield Villas, Balham Park Road, in the County of
Surrey, Engineer, do hereby declare the nature of my said invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :—
My invention relates to improvements in coupling apparatus, of the kind
described in Specification of former Letters Patent No 2901 of 1884, granted
to me.
According to my present Invention I sometimes provide each shackle or link
with an additional hook upon its upper surface, and in conjunction with or at the
outer end of the curved or angular guide piece upon the upper surface of each
shackle or link, so that when two wagons come in contact with long spring buffers,
or under any circumstances causing or making a greater length between the head-
stocks of wagons, the shackle of either wagon is automatically coupled or connected
to the said book upon either shackle, as may be wished, although at other times,
working in combination with the present hook of draw bar as now fixed to
railway rolling stock.
When I construct my coupling with a link instead of a shackle my patent link
works in combination with both the draw bar hooks and is held or placed in
coupling position by a guide rod or rods arranged to work in connection with
carriers attached to the link formed so that they can slide up the said guide rod
or rods as required so that upon compression of the spring buffers caused by the
sudden stopping or backing of the locomotive attached to the train or any other
circumstance shortening the length between the wagons the coupled link travels
towards the headstocks of both the engaged hooks thereby preventing any damage
to coupling or wagons, and sliding back into the hooks upon the tension of train,
and when necessary, I make the guide rods to links act as safety chains so that
should either of the draw bars give out or break or either of the hooks break, the
Roe coupling would still hold equal to the present side chains as the bar pin or
bolt connecting the guide rods to the head stock does not pass through the draw
bar hole behind the present hook (as is the case when I fix any patent shackle,)
when the wagons are not in use the links can if required hang down, the link, and
its fittings may be actuated upon by a chain passing through pullies attached to
carriers or links, also I may use handles, levers, wheels, cog wheels, crank bar or
other convenient tackle, the link is held in coupling position by the locking or
side gear.
I also provide the tail pieces of shackles with a hook or stop in combination
with the stop upon crank so that the crank bar that acts upon them in uncoupling
and which passes the whole width of the vehicle is retained thereby, so that when
required the shackle or link is kept out of coupling position.
.
When I do not uncouple automatically but by hand I fix a lever or handle or
wheel upon each end of crank bar (or the shunter can have a separate handle to fiţ
1
.j

page_text: bars throughout the "Roe" system) in the place of the weighted levers described
in Patent No 2901, 1884.
And I may in some cases when working the said "Roe" coupling by hand
dispense with the tail ends of shackles and form the rivet ends of them the same
shape as the ordinary D shackle and I then prefer to pass a bar instead of the
crank bar through the present hole of draw bar (at the back of hooks) making
the Roe shackle secure thereto and arranging the handle, lever or wheel to work
the bar as before mentioned which by means of the locking gear can when required
be held in coupling position or the shackle can (if the wagons are not in use or not
wanted to couple) hang in a perpendicular position.
When it is found necessary to prevent the hand lever, handle or wheel moving
out of position: sometimes I use a counter balance weight or I provide a loop or
suitable fastening to retain same, fixed upon each end of a bar or shaft, that also
passes the whole width of the wagon, and in such a position that the lever, handle,
or wheel is held securely by it, and also in this way when necessary the coupling
can be locked.
When my improved coupling is fitted as herein described the crank bar in some
cases I keep in position by means of a stop fixed underneath the head stock of
wagon, as well as the stop or hook upon the tail ends of shackles as before described,
and I may also provide plates or receivers to receive the end or ends of shackles or
link (instead of those in use upon the head stock and through which the draw bar
passes or in conjunction with them) constructed or made in such a way that their
outer edges are curved, or bent at an angle, so as to act as guides or receivers to
the shackle or link so that when coupling upon a sharp curve or otherwise the
shackle or link would be received by them and would be guided safely over the
hook of draw bar of the vehicle to be connected and upon the buffers being pressed
home the shackle or link rides into the recess so made in the headstock.
In adopting my principal for tram cars or railway vehicles with central buffers
I provide a combined lock coupling buffer and draw bar the operation of coupling
and uncoupling being done without the attendant going between the vehicles and
in fitting same I prefer to have an endless draw bar through the car with spiral or
other spring or springs made of metal or any suitable elastic material and arranged
to act as springs to draw or spring to buff so that the centre rod or bar acts as
buffer rod and draw bar and upon each end of same I fix a buffer head constructed
to receive the end of shackle, or link to each end of the draw bar and pivotted on
same behind the buffer head together making a pair of identical couplings so that
upon the vehicles being run together for couplings either ahackle slides up the
guide pieces of the opposite one the buffer head is forced back and the shackle falls
into the hook of the opposite shackle and thereby the coupling is affected and
locked or secured by the buffer head, ram, or plate. The shackle is held in
coupling position by the means described or I do so by a bolt or catch, the
coupling is disengaged by the attendant from the side or any part of the vehicle
that may be considered the most convenient for him to have the gear fixed to
actuate upon the bolt or catch the said bolt and catch can be kept in position by
a spring made of any elastic suitable material.
Another modification of my combined coupling which can also be arranged as a
central buffer or not as may be desired.
In carrying out this Invention I form the link with guide rod or rods as before
stated and described and instead of forming the link with angular or curved guide
pieces I form upon the end of draw bar a drop hook so that upon one of the links
gliding up the other the pressure of the outer end of link against the hooks causes
the hook to rise and drop over the link and it is thereby coupled and locked, this
coupling can be released on tension or otherwise by the locking gear fixed to the
draw bar being actuated upon as before mentioned by the attendant.
In applying the guide rod or rods I may provide springs or stops as may be most
convenient, and so fitted that the link and guide is kept to its full length during
the operation of coupling but of greater pressure acting upon the end of link than

page_text: c. Hook and draw bar.
and
d. The link or coupling which is provided with suitable swivels or eyes
stops or bearing hooks d. The hook or coupling has also formed in one with it,
checks or guiding pieces d³, which are for the purpose of giving the link of another
vehicle an upward direction when in the act of coupling up.
e. Guide rods or levers for supporting and lifting to the required position, the
link or coupling d.
f. Shaft running to the side or sides of the waggon the said shaft having fixed
thereto the guide rods e, it is also provided with a lever or levers g.
h. Is a suitable stop, fixed to the undercarriage, and is for the purpose of holding
the link or coupling d in its proper angular position when the operation of coupling
up is taking place see Fig. 1.
The action of the above arrangement is as follows-For "coupling up"; the
links or couplings d of the waggons to be connected together are by means of the
lever g shaft f and guide rods e placed in the position as shewn in Fig. 1 being so
held by the stop h acting on the lever g. When the two waggons approach each
other so that the links e of each vehicle comes in contact, the end or point of one
of the said links e (both are quite free to rise) will ride on the other being directed
by means of the guides or checks d³-over the draw hook c of the other waggon
and therefore falling into its proper position directly it has passed the point of the
said hook.
For uncoupling the link or coupling d. is raised (by means of the lever g&c) free
of the hook c as shown in Fig. 4 being so held by a stop or stops or other suitable

page_text: Figs. 5 and Fig. 5ª Sheet 2 :-Side views of another arrangement of link coupling
and pivotted draw bar and hook.
Fig. 6. Plan view of the above.
Fig. 6. Shews an arrangement for lifting the link d by means of a chain or
chain d' the said chain working over suitable pulleys fixed to the vehicle and being
so arranged as to be worked by the side or sides of the Waggon.
Fig. 6b. Plan view of taper link the said link being carried and guided by means
of pins working in the slotted bars or levers e-and bearing hooks d*.
d. Is the link or coupling and is formed with swivels or eyes d and stops or
bearing hooks ď².
6. Guide rods or levers being pivotted at e¹ and are also provided with tail
piece this piece resting against the headstock thereby holding the link or
coupling d at its proper angle when coupling up two vehicles see Fig. 5.
a. Is the draw bar the end of which is formed into a joint for the purpose of
receiving the pivotted hook c¹.
c. Pivotted draw hook constructed with a notched end for the purpose of
receiving the sliding catch i. This hook is also so formed that it will always fall
to its normal position as shewn in Figs. 5 and 5*.
i. Is a sliding catch which slides between grooves formed at the joint end of
the draw bar c it is also held at its other end by means of a small bearing ** fixed
to the draw bar. The object of this sliding catch i is to hold the draw hook c¹ in
its proper position when the coupling is in tension, and also for the purpose of
immediately releasing the hook when desired to uncouple the vehicles.
:
j. Is a lever being pivotted at ¹ the said pivotted being fixed to the frame k
which is attached to the draw bar c. This lever is for the purpose of actuating
the catch
In this arrangement the action of coupling up, is performed in the following
manner. The links or couplings d-of the two vehicles that it is desired to connect
together are placed in the position shewn in Fig. 5, when the outer or free end of
the said links meet; one of them will ride upon the other, and in its path will
strike the point ca of the hook c¹ which will allow the coupling link d to pass.
The hook'immediately falling into the position as shewn, the catch i is now moved
into the notched end c thereby holding the draw hook c¹ rigidly in its proper
position.
Fig. 7. Sheet 3-Is a side elevation shewing an arrangement of combined shackle
coupling and spring buffer.
Fig. 8. Plan of the same.
Figs. 9 and 9. Side views shewing the position of the couplings and also spring
catch for holding the same, when two vehicles are coming together for the purpose
of being connected or coupled up.
Figs. 10 and 11. Are views shewing position of the shackle and spring catch
when the coupling is out of use.
Fig. 12. Section on line A A and shews the position of the spring catch on one
of the vehicles when coupling up.
2. Is the spring draw and buffer bar.
.. Bearing fixed to under carriage for supporting the draw bar
the compression of the springs .
:
and for receiving
of the bar 1, it is
m. Is the shackle coupling pivotted at m' to the shaped end
also provided with checks or guides m³ these said checks or guides also act as the
hook. The shackle is also provided with a tail piece m³.
n. Jointed guide or thrust piece pivotted at n¹ to the end of the bar l. This
thrust piece n is for the purpose of receiving and directing the end of shackle on
the two vehicles coming together, thereby acting as a buffer.
L o. Iš a catch so constructed and arranged that it holds the coupling in the
desired positions when in the act of connecting two vehicles together or for the
purpose of releasing them (see Figs. 7. 9. 9 and 12.). The catch o is held in its out
position by means of a spring o¹ it is also provided with handle o³ for the purpose

page_text: of turning the said catch into any desired position for acting on the tail piece m² of
the coupling m. When it is desired to disconnect the two vehicles the catch o is
pulled by means of the cord or chain p into the position as shewn in Fig. 11 which
allows of the couplings falling out of gear as shewn in Fig. 10.
Fig. 13 is a plan view, shewing the shackle coupling connecting two vehicles
together, also the recess, that I may use, for receiving ends of shackle.
One method of locking the shackle in the hook, is shewn in Figs. 14, 15, & 16.
When the shackle has been hooked into the hook a¹, the plate m is placed over
it, whereby the hook is secured; and, when it is required to be released, the plate m
is drawn on one side of the hook. The spindle n passes through the end of the
plate m, & is capable of revolving in the hole formed in m.
Two pins oo secure the position of the plate on the spindle. pp are the
bearings, formed as shewn in section in Fig. 16. By turning the handles r r to a
vertical position the square portions of the spindle q q can be drawn through the
bearings p, and the plate m is thereby drawn from over the hook; qq act as stops
to secure the spindle in position. m³ m' are two snugs to keep the plate m from
rising above or falling below the positions shown.
I also provide the tail pieces of the shackles with a hook or stop in combination
or otherwise with the stop upon the crank, so that the crank bar that acts upon
them in uncoupling and which passes the whole width of the vehicle, is retained
thereby so that when required the shackle or link is kept out of coupling
position.
Fig. 17 shews the position of the hooks a a and shackles b b, when it is desired
to keep the vehicles unhooked; (all the ordinary fittings being omitted for the sake
of clearness). The cranked axle d has been turned so as to cause the crank e to
engage the extension 6 of the shackle. The shackle is thereby lifted, as shewn,
& the vehicles remain uncoupled.
Fig. 18 shows a side view of shackle, the said shackle having an additional
hook b¹.
Figs. 19 & 20 show the arrangements I use where I sometimes find it desirable
to make the shackle b in two parts, either by joint, allowing the shackle to double
up, so far as may be required by the contact of the waggons; or by causing the
shackle to recede under compression, as shewn in Fig. 20. In the latter case the
spiral springs, or other flexible means, always restore the shackle to its coupling
length, when the pressure is removed. It will be seen by the drawing that the
springs are in no way affected by the draw, neither is the holding of the coupling
in any way affected thereby.
Sometimes in fitting the couplings to waggons I make a slotted hole in the hook
as shewn in Fig. 22, or sometimes I make it in the shackle or in both.
Fig. 21 is a modification of Fig. 17 and shows another way of arranging the tail
pieces upon which the crank turns.
Which manipulation places the apparatus in such a condition that in the action
of shunting, the shackle is held free of the hook, and thus the vehicles are
automatically uncoupled or disconnected.
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 utilization of the present system and arrangement of draw bars and
hooks for automatic coupling substantially as herein before described and shewn
on the accompanying drawings.
2. The combination of the present hooks with my link or shackle substantially
as herein before described and shewn on drawings.
8. The utilization of the space between the hooks and head stocks of both
Wagons when coupled in combination with my link as adapted and fitted with
guides as shewn and illustrated on the drawings-Sheet 1 and 2. thus providing

page_text: for the want of uniformity in length of Wagons buffers and travel of the springs
to the same substantially as herein before described.
4. The arrangement of link- and guide rods in combination with the locking
hooks and fittings as attached to draw bar for releasing the coupling when on
tension or otherwise substantially as described and shewn on drawings Sheet No 2.
5. The use and adaptation of my principle to central buffers and coupling
combined for Tram cars and other similar purposes substantially as herein before
described and shewn on the drawings Sheet No 2.
6. In combination with the present system of hooks the link as shown in
Fig. 6b.
7. The use of the plate m for covering the jaw of the hook a¹ in combination
with the spindle n operating substantially as and for the purposes herein before
described and shewn on the drawings.
8. The use of shackle or link with additional hook either alone or in combination
with the ordinary hooks substantially as herein before described and shewn on
drawings.
9. The arrangement whereby the shackle is made in two parts substantially as
described and shewn on drawings. Figs. 19. 20 and 20°.
10. The general arrangement construction and combination of the several and
respective parts or of some two or more of them together forming my improve-
ments in coupling and uncoupling apparatus substantially as herein before described
and shewn on the drawings.