IMPROVEMENTS IN SELF-LOCKING CAR COUPLINGS
Year: 1874

page_text: LETTERS PATENT to Philip Sidney Page, of Boston, in the County of
Suffolk, and State of Massachusetts, in the United States of
America, for the Invention of "IMPROVEMENTS IN SELF-LOCKING CAR
COUPLINGS." A communication from William. Todd, residing at.
Portland, in the County of Cumberland, and State of Maine,
United States of America.
Sealed the 14th July 1874, and dated the 27th May 1874.
COMPLETE SPECIFICATION filed by the said Philip Sidney Page at
the Office of the Commissioners of Patents, with his Petition and
Declaration, on the 27th May 1874, pursuant to the 9th Section of
the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PHILIP
SIDNEY PAGE, of Boston, in the County of Suffolk, and State of Massa-
chusetts, in the United States of America, send greeting. -
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN
SELF-LOCKING CAR COUPLINGS," and have petitioned Her most Excellent
Majesty Queen Victoria to grant unto me, my executors, administrators,.

page_text: and assigns, Her Royal Letters Patent for the same, and have made
solemn Declaration that it is a communication to me from William
Todd, resident at Portland, in the County of Cumberland, and State of
Maine, United States of America.
NOW KNOW YE, that I, the said Philip Sidney Page, do hereby declare
the nature of the said Invention to be as follows:-
These improvements are based upon a class of coupling in which
is employed a latch or curved pin, as it may be properly called, playing
within a vertical longitudinal orifice or slot created in the draw bar
in rear of the link chamber of the head of the latter and pivoted
therein at its rear part, the outer and vertical portion of the latch
or pin entering the coupling link and performing the same functions
as the pin of an ordinary coupling, the outer edge of the face of this
pin receding at bottom, or being of a curved form in order that the
end of the approaching link may lift the pin and force its way under
and beyond it to such an extent that the pin drops into and secures
the link.
The latch or automatic pin is raised from out the link by a lever
suitably connected with it and extending outside of the car, in order
that a brakeman may operate it without the necessity of passing between
two cars.
The Drawings accompanying this Specification represent in Figure 1
a sectional elevation; in Figure 2, a horizontal section; in Figure 3,
a transverse section of a car coupling embodying these improvements.
The recessed head or link chamber k of the draw bar is of circular
form in lieu of square, by which greater strength of parts, a more
economical use of material, and a more symetrical shape is obtained.
The outer upper corner of the automatic pin t extends above the draw
bar, and is provided with an eye or its equivalent to which is attached
the device for raising the latch to uncouple the car. The draw bar q²
is formed with a vertical longitudinal slot c³ communicating with the
link chamber, and of such a size that the latch t may be inserted
and removed by means of it, the formation of the rear end of the
latch or pin, and of the adjacent part of the slot being such that the
pin can never rise to a vertical position, but shall when elevated be
always overbalanced toward the link in order to readily drop into place
when released,

page_text: The beak or pin portion of the latch t is elongated and drops into
a pocket d² created in the bottom of the link chamber, and as tho
forward end of the latch bears closely up against the outer termination
of the slot c² it will be seen that the draft upon the draw bar is resisted
and borne by a solid powerful abutment, and the thrust removed from
the pin or pivot c of the pin t, and the size of the latter greatly
reduced.
Under this construction the latch t changes its character and becomes
practically an automatic pin, and such it is termed.
The purpose in producing the pocket d² is to drop the beak or pin
of the latch below the bottom of the link chamber, to avoid possibility of
escape of such link past the pin, and also to provide a solid bearing for
the rear side of such pin.
It will be seen that in this construction the advance end of the
link 6 as it enters the link chamber will abut or strike against a solid
stop or abutment m formed in the top of the link chamber and not
against the pin.
In order to adapt this coupling to the use of ordinary coupling
pins should the latch be lost or disabled, a vertical hole e is created
through the draw bar head immediately below and leading from the
pocket d³, through which hole and the slot c³ an ordinary pin may be
inserted.
In carrying out another novel and important element in these im-
provements, the object of which is to carry with each coupling, or
with each draw head, a spare link which may be instantly pressed
into service in each head, and immediately below the link chamber
thereof is created a longitudinal recess p, preferably sloping, as shown
in Figure 1, such recess extending forward and opening into the mouth
of the draw bar. The length of the recess p is such as to admit the
entrance within it of the entire link, which may remain within it
until a necessity arises for it from the loss or breakage of the one
in use.
In carrying out a still further element in these improvements a longi-
tudinal and central channel is created in the bottom of the recess p,
and a studs is formed or affixed to the under side of one end of the
link b, which stud enters such channel and prevents removal of the

page_text: link, except by detaching the latch t, the said channel extending forward
nearly to the pocket d, and being separate from the latter by a wall
or lip q.
In the experience of most if not all railroads many coupling links
and pins are lost and stolen annually, and the expense of maintaining
the supply is an important item.
'
It frequently happens also in coupling a train that no link is found
with the coupling, and much time is lost and inconvenience ensues
in searching for one. By storing away a link in each head of a coupling
an emergency is guarded against, which by means of the channel r,
lip q, and stud or spur s, the link in use cannot be accidently or
dishonestly separated from the coupling, as the beak of the latch
prevents its removal for the reason that such beak cannot be raised
sufficiently high to allow the stud to surmount the said lip. The pin
or pivot s of the latch t is merely for the purpose of retaining it in
place, and allowing its hook to rise and fall, and in nowise sustains or
resists draft upon such latch.
It will be seen that at the point of union between the circular head
of the draw bar and the rectangular body thereof is created a shoulder u.
This shoulder, when the draw bar is driven backward, abuts against
the "head sill" of the car and receives the shock or concussion
engendered by the meeting of two cars, and in this respect performs
an important office.
&
I claim the car coupling herein named for purposes stated as a
principle, or in detail, or any changes or modifications of such principle.
In witness whercof, I, the said Philip Sidney Page, have hereunto
set my hand and seal, this Twelfth day of May 1874.