Improvements in Coupling-buffers for Railway-vehicles, and in Apparatus Connected therewith.
Year: 1885

page_text: Improvements in Coupling-buffers for Railway-vehicles, and in
Apparatus Connected therewith.
We, GEORGE TURTON; of Westminster Chambers, Victoria Street Westminster
in the County of Middlesex, Engineer, and FREDERICK JOHN TALBOT, Managing
Director, Messrs Ibbotson Bros & Co, Limited, Globe Iron and Steel Works,
Sheffield in the County of York do hereby declare the nature of our invention
for IMPROVEMENTS IN COUPLING-BUFFERS FOR RAILWAY-VEHICLES, AND IN
APPARATUS CONNECTED THEREWITH " to be as follows:-
"
Our invention relates to coupling-buffers for railway-vehicles and apparatus
connected therewith, and comprises various improvements as hereinafter set forth.
In the specifications of former Letters Patent dated 31st July AD 1879,
No 3113, and 26th October A.D. 1881, N° 4690, various forms of coupling-buffers
are described which may be divided into two classes; first those in which the
slack" springs (that is to say, the springs which are used in combination with
eccentrics or cams for the purpose of taking up the slack or space between the
buffer-heads of two vehicles when coupled) are arranged within the framework of
the vehicle; and, secondly, those in which the said springs are arranged outside the
said framework, and in, or about, the head of the buffer.
$1
Our present improvements relate to coupling-buffers of the latter class, and parts
of our said improvements also relate to those of the former class and to apparatus
connected therewith. Our said improvements can, moreover, be applied where
practicable, to buffers wherein either a link or hook is employed for effecting the
coupling, and wherein the slack is taken up by eccentrics or other suitable means,
and whether the slack is taken up, or the hook or link adjusted, from the side of
the vehicle or otherwise. .
In Figures 19 and 20 of the drawings accompanying the said former specification
N° 4690, a buffer is shewn with a "slack" spring at each side of the buffer-head,
each of which springs is placed on a short side rod having a boss at one end
to receive the eccentric-shaft, or cross-bar, the other end of the said rod working
freely in a hole made in the front part of the buffer-head or face. But no means
are described in the said former specification for keeping the said side rods and
springs in place.
In carrying our said invention into practice, we provide key-pieces or other
suitable devices, which are inserted or adiusted. after the springs and side roda

page_text: have been put into position, and which serve to prevent the springs from rebound-
ing beyond a certain point when the pressure is taken off the springs in uncoupling,
or when back pressure is caused by the hook striking the adjacent buffer in coupling;
and also to prevent the displacement of the parts of the apparatus, and thus ensure
the proper working of the hook and eccentric.
We sometimes provide, on the rear of the boss of each of the side rods, a small
projection or piston which fits into a hole in the corresponding key-piece so that it
can move freely to and fro therein, but will prevent any lateral displacement of
the side rod and spring.
The said key-pieces are held in position by bolts passing through the solid part
of the buffer-head at its rear end. They consist, in some cases, of two plates each
of which has a hook or projection to engage with the buffer-head; in this case, we
dispense with the small pistons or projections at the rear ends of the bosses and
form an arın or projection on each boss to prevent lateral displacement of the parts;
or we extend the hook or projection of the key-piece inwardly as far as the eccen-
tric; in this case also we dispense with the projections at the rear ends of the
bosses.
We sometimes make the key-piece with a ring or eye at one end, which is fitted
upon the eccentric shaft or cross-bar between the boss and the eye of the ball rod,
and is held on the said shaft by the outside nut, or other means that may be
employed for securing the parts upon the eccentric shaft or cross-bar. Instead of
employing the aforesaid key-pieces, we in some cases, form lugs or projections on
the side of the buffer-head at its rear end, and provide set-screws which serve as
stops for the said bosses and springs, and which can be adjusted to regulate the
action of the said springs.
In the arrangements above described the bosses of the side rods which carry the
springs are made to slide in suitable grooves or slots in each side of the buffer-head,
so that, notwithstanding any downward or upward pressure caused during traction,
or during the rising and falling of the vehicles, the said bosses will be kept in their
true horizontal position by the sides of the said grooves or slots. But we some-
times make the pistons or projections at the rear ends of the bosses of suitable form
and strength to carry the said side rods with their slack springs. These pistons or
projections enter lugs formed solidly with, or fixed on, the rear end of the buffer-
head, and are either made with shoulders or provided with nuts, cotters, or other
suitable means for securing them after the parts have been properly adjusted.
According to a modification of this part of our invention we place the slack
springs at the rear of the bosses, in which case a projection or knee-picce is
provided at each side of the rear of the buffer-head. Instead of using the two side
springs as above described, we sometimes use only one spring arranged centrally
upon the buffer-rod.
The improvements hereinafter described are applicable to coupling-buffers of
both the classes above referred to.
In the buffers heretofore constructed of that class wherein the slack spring is
within the frame-work of the vehicle, the said spring is, in some cases, arranged
behind the main spring; in other cases, the main spring is arranged behind the
Black spring; but, in both cases, the principle is the same, that is to say, during
traction, the draw or pull is first exerted on the slack spring by the side rods ;
therefore the slack spring must be made stronger than the main spring, in order to
prevent the separation by traction, or the drawing apart of the faces of the buffer-
heads of two vehicles when coupled.
We provide for reversing the relative action of these springs with respect to the
action of the draw-bar or buffer-rod that is to say, we so construct and arrange the
different parts of the apparatus for taking up the slack, that, during traction, the
pull shall be first exerted on the main spring and not on the slack spring as here-
tofore. We sometimes construct and arrange the parts in such a manner that the
pull or traction is first applied to side rods or bars which act through suitable nuts
upon a washer plate; this plate bears against a flanged bush or sliding ferrule on

page_text: the draw-bar or buffer-rod and thus compresses the main spring. The slack spring
is, in this case, only required to permit the taking up of the slack by pressing the
coupling heads tightly together when the eccentric is in action and to allow for the
necessary elastic freedom of the coupling heads when the vehicles are going round
curves; it can therefore, be made much lighter than heretofore and the force
required to tighten up the eccentric is advantageously reduced.
The slack spring
is arranged behind the main spring and acts upon a plate carried by extensions of
the said side rods. The pull is directly on the main spring, and under any condi-
tions the heads cannot come apart when once they have been coupled and the slack
taken up. The parts are sometimes so arranged that the slack spring is in front of
the main spring.
In some cases, the slack spring and main spring are both fitted in a single
enclosed space and two springs of each kind are sometimes used, or two main
springs and one slack spring. When two main springs are used the ends of the
springs are so reduced in thickness that considerable action may be obtained from
the thin portion of the springs with little resisting power so that each spring may
act both as the main and slack spring. The coupling faces are thus always held
perfectly tight together, for as one spring is compressed the other expands to an
equal extent.
:
In
In the application of these improvements to buffers wherein the slack springs are
arranged in, or about, the buffer-head, we provide small pistons or slide-bars which
carry the slack springs, and which extend through the face of the buffer, so that
they will come in contact with the face of the buffer of an adjacent vehicle.
this case, the slack is taken up by means of the eccentric which, in drawing the
heads together, partially compresses the elastic pistons or slide bars and thus holds
the couplings in absolutely tight elastic contact under all conditions. By applying
these pistons and springs to ordinary coupling heads the slack may be avoided by
coupling the vehicles under compression of the elastic pistons or spring slide bars.
This arrangement is further modified by securing a face plate or other similar
device on the ends of the said pistons or slide bars.
7
0
1007
HASELTINE, LAKE & Co.,
For the Applicants.

page_text: Apparatus Connected therewith..
We, GEORGE TURTON, of Westminster Chambers, Victoria Street, Westminster,
in the County of Middlesex, Engineer, and FREDERICK JOHN TALBOT, Managing
Director, Mess Ibbotson Brothers & Co, Limited, Globe Iron and Steel Works.
Sheffield, in the County of York, do hereby declare the nature of this invention
and in what manner the saine is to be performed, to be particularly described and
ascertained in and by the following statement :-
Our invention relates to coupling-buffers for railway-vehicles, and to apparatus
connected therewith, and comprises various improvements hereinafter set forth.
In the specifications of former Letters Patent dated 31st July, A.D. 1879,
No 3113, and 26th October, A.D. 1881, N° 4690, there are described various forms
of coupling-buffers which may be divided into two classes, first those in which the
"slack" springs (that is to say, the springs which are used in combination with
eccentrics or cams for taking up the slack of the coupling-hooks and holding in
contact the buffer-heads of two vehicles when coupled) are arranged within the
framework of the vehicle; and secondly, those in which the said springs are
arranged outside the said framework and in or about the head of the buffer.
Our present improvements relate chiefly to coupling-buffers of the latter class,
but parts of our said improvements also relate to those of the former class and to
apparatus connected therewith. Our said improvements can, moreover, he applied
to buffers wherein either a link or hook is employed for effecting the coupling, and
wherein the slack is taken up by eccentrics or other suitable means, operated from
the side of the vehicle or otherwise.
In Figures 19 and 20 of the drawings accompanying the said former Specification
N° 4690, a buffer is shewn with two "slack" springs arranged within the buffer-
head, each of which springs is placed on a short side rod having a boss at one end
to receive the eccentric-shaft or cross-bar, the other end of the said rod working
freely in a hole in the front part of the buffer-head. But, in the said buffer, no
adequate provision is made for keeping the said side rods and springs in place.
One object of our present invention is to provide efficient means for preventing
the rebounding of the side rods and springs to an injurious extent, when the
pressure is taken off the springs in uncoupling two vehicles, or when back pressure
upon the side rods is caused by the hook of a buffer striking the adjacent buffer
when two vehicles are being coupled; and for preventing the displacement of the
parts of the apparatus, and thus ensuring the proper working thereof. To effect
this object we employ key-pieces or other suitable devices, which are inserted or
adjusted as hereinafter described, after the springs and side rods have been placed
in their proper positions in the buffer-head.

page_text: This part of our invention is illustrated in Figures 1 to 22 of the accompanying
drawings, which shew different devices more or less advantageous for the purposes
above specified, and in which
Figures 1, 3, 5 and 7 are side elevations, and
Figures 2, 4, 6 and 8 are plans, partly in horizontal section, of different forms of
our improved coupling buffer.
Figure 2 is a perspective view, drawn to a reduced scale, shewing one of the
said buffers applied to the frame of a railway-wagon.
Figures 9, 11 and 13 are vertical longitudinal sections, and
Figures 10, 12 and 14 are plans, partly in horizontal section, shewing slight
modifications of our invention.
Figures 15, 17, 19 and 21 are side elevations, and Figures 16, 18, 20 and 22 are
plans, partly in horizontal section, of other forms of our improved coupling-buffer.
a is the buffer-head, the coupling-hook, c the eccentric, d the eccentric-shaft or
cross-bar, e the weighted lever for operating the same; f, f, are the side rods and
g, g are the slack springs.
We sometimes employ two key-pieces h, which are firmly secured to the rear
part of the buffer-head a by bolts i passing through the same, as shewn in Figures 1
and 2; and we provide, on the rear of the boss f¹ of each side rod f, a small piston
or projection f, which fits into a hole in the corresponding key-piece h, so that
it is capable of moving freely to and fro therein but will prevent any lateral
displacement of the side rod and spring. Each of the said key-pieces is formed
with a projection ', which, when the key-piece is placed in position, enters the
slot a¹ in the buffer-head and prevents displacement of the said key-piece.
The key-pieces are sometimes made in the form of flat plates, cach of which has
a projection or angle-piece ' to enter the slot a¹ in the buffer-head, as shewn in
Figures 3, 4, 5 and 6. When key-pieces of this form are used, we dispense with
the pistons or projections f on the rear ends of the bosses f¹, and we form an
arm f³ on each boss, which arm bears against the corresponding key-piece h, as
shewn in Figures 3 and 4, and prevents lateral displacement of the parts; or we
extend the projection or angle-piece of the key-piece inwardly as far as the
eccentric c, as in the buffers shewn in Figures 5, 6, 7 and 8, to prevent lateral
displacement of the parts.
We sometimes make each key-piece h with a ring or eye h², which is fitted upon
the eccentric-shaft or cross-bar d between the boss f¹ and the eye of the ball-rod
or weighted lever e, as shewn in Figures 7, 8 and 10. This eye h² is retained upon
the said shaft by the nut d¹ or other device that may be employed for securing the
parts upon the eccentric-shaft or cross-bar. We provide the said key-piece with a
projection which bears against the side of the buffer-head a and prevents, or
assists in preventing, lateral displacement of the parts.
In Figures 9 and 10, we have shewn the key-piece / dovetailed to the boss f¹
at h, in addition to being provided with a ring or eye h and projections h¹ and h³,
for the purpose of retaining the same in position upon the said boss.
We sometimes substitute, for the key-piece provided with the ring or eye as
above described, a bush which is provided with a flange and fits into the
boss f, as shewn in Figures 11 and 12; or we use a half bush provided with a
flange as shewn in Figures 13 and 14. The said bush or half bush is retained
upon the boss f¹ by a nut d' or other suitable means.
In Figures 15 and 16, we have shewn another device which we sometimes
employ instead of the aforesaid key-pieces; m, m are lugs or projections formed
on the sides of the buffer-head a at its rear end. n, n are set-screws which are
inserted in the said lugs or projections. These screws serve as stops for arresting
the movement of the bosses f¹ and springs g, and which can be adjusted to regulate
the action of the said springs.
In the arrangements above described, the bosses f¹ of the side rods f are fitted
to slide in the slots a¹ in each side of the buffer-head, so that, notwithstanding any

page_text: downward or upward pressure caused during traction, by the rising and falling of
the vehicles, the said bosses will be kept in their true horizontal position by the
sides of the said slots. In some instances, we make the pistons or projections ƒ³
on the bosses f¹, Figures 17 and 18, of suitable form and strength to support the
said side rods with their slack springs, and fit them to slide to and fro in lugs p
formed solidly with, or fixed on, the rear end of the buffer-head a. The said
pistons are, in this case, either made with shoulders, or provided with nuts, cotters,
or other suitable means for keeping them in place after the parts have been
properly adjusted.
According to a modification of this part of our invention, we place the slack
springs at the rear of the bosses f¹, as shewn in Figures 21 and 22, in which
case a projection or knee-piece q is provided at each side of the rear part of the
buffer-head to serve as a substitute for the key-pieces above described. Instead of
using the two slack springs as above described, we sometimes use only one spring
arranged centrally upon the buffer-rod as shewn in Figures 19 and 20. In the
buffer shewn in these Figures, the bosses f¹ are extended through the slots a' to
the eccentric c, and serve the purpose of the key-pieces, by preventing lateral
displacement of the parts.
The improvements hereinafter described are applicable to coupling-buffers of the
two classes above referred to.
In buffers heretofore constructed of that class wherein the slack spring is within
the frame-work of the vehicle, the said spring is, in some cases, arranged behind
the main spring; in other cases, the main spring is arranged behind the slack
spring; but, in both cases, the principle is the same, that is to say, during traction,
the draw or pull is first exerted on the slack spring by the side rods; therefore the
slack spring must be stronger than the main spring, in order to prevent the
separation by traction, or the drawing apart, of the buffer-heads of two vehicles
when coupled.
We provide for the arrangement of these springs, relatively to the draw-bar or
buffer-rod and other parts, in such a manner that, during traction, the pull or
tractive force will be exerted on the inain spring, but not on the slack spring as
heretofore, the latter simply acting in combination with the eccentric to take up
the slack, and to form an elastic connection between the coupling-heads and thus
facilitate the movements of the vehicles in passing around curves; the slack spring
can, therefore, be made much lighter than heretofore and the force required to
tighten up the eccentric advantageously reduced.
This part of our invention is illustrated in Figures 23 to 38, in which
Figure 23 is a plan, partly in horizontal section, shewing a coupling-buffer and
draw-bar apparatus connected therewith.
Figures 24, 25 and 26 are similar views, with the buffer-head and other parts
removed, shewing modifications of this part of our invention.
Figure 27 is a side elevation, partly in vertical central section.
Figure 28 a front elevation, and
Figure 29 a plan, partly in borizontal section, shewing another modification of
this part of our said invention.
Figures 30, 31 and 32 are similar views shewing another modification thereof.
Figures 33, 35 and 37 are side elevations shewing further modifications thereof.
Figures 34, 36 and 38 are transverse sections on the lines x, x, Figure 33,
x1, x, Figure 35, and x2, x2, Figure 37 respectively.
A is the frame of the vehicle, a is the buffer-head, 6 the coupling hook, c the
eccentric, d the eccentric-shaft or cross-bar, e the ball-bar or weighted lever.
We sometimes construct and arrange the parts in the manner shewn in Figure 23,
so that the pull or tractive force is first applied to side rods or bars 8, which are
thus caused to act, (through nuts 8 and a plate or cross-bar t) upon a flanged bush
or ferrule a fitted to slide on the draw-bar or buffer-rod a³, and thereby compress
the main spring u. The slack spring g is arranged behind the main spring and

page_text: It will
acts upon the rods 8 through the medium of a plate g¹ carried by screw-threaded
extensions of the said rods, and adjustable thereon by means of nuts 8³.
therefore be seen that, during traction, the pull or tractive force will be exerted on
the main spring only, and not on the slack spring g. Moreover, under any
conditions of traction or buffing, the buffer-heads cannot come apart when once
they have been coupled and the slack has been taken up.
In Figure 24 we have shewn the parts so arranged that the slack spring g is in
front of the main spring u
In some cases, the slack spring and main spring are both fitted in a single
enclosed space, and two springs of each kind are sometimes used, or two main
springs and one slack spring, as in Figure 26.
When two main springs are used, the ends of the springs are preferably reduced
in thickness, as at ui Figure 25, so that considerable action of the thin portions of
the springs will be obtained with small resisting power thereof, and each spring
will act both as the main and slack spring. The faces of the buffer-heads are thus
always held firmly together, because, as one spring is compressed, the other spring
expands to an equal extent.
In the application of our improvements to buffers wherein the slack springs are
arranged in or about the buffer-head, we accomplish the desired result by providing
small pistons or sliding bars v, Figures 27, 28 and 29, which carry the slack
springs g, and which extend through the face of the buffer, so that they will come
in contact with the face of the buffer of an adjacent vehicle, when two vehicles are
coupled. In this case, when the slack is taken up by means of the eccentric c, the_
heads are drawn together, thereby compressing the springs g and pushing the
pistons or sliding bars v inward. The couplings are, therefore, held in absolutely
tight elastic contact under all conditions. Various modifications of this arrange-
ment are shewn in Figures 30 to 38.
In Figures 30, 31 and 32, we have shewn a face plate w fixed or formed on the
outer ends of the pistons or slide bars v.
We sometimes make the slack springs of flat steel bars which are bent to the
required shape, and are secured by bolts or otherwise to the back of the flange of
the buffer-head; and we either arrange the said springs to bear against the
pistons, as shewn in Figures 33 and 34, or we secure the said pistons to the
springs, as shewn in Figures 35 and 36, or we make the spring or springs with
bent portions g, Figures 37 and 38, which extend through the face of the buffer-
head and serve as the pistons.
The said pistons or sliding bars, in combination with the springs g, can be
advantageously applied to ordinary coupling-heads, and the slack avoided by
coupling the vehicles under compression of the elastic pistons or spring slide bars,
without using an eccentric or similar device.
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.--The improvements in coupling-buffers for railway-vehicles, substantially
as described with reference to either of the modifications shewn in Figures 1 to 22
of the drawings, whereby we provide for preventing the displacement of the side
rods and slack springs and the rebounding of the same to an injurious extent, as
above specified.
Second. The arrangement of the slack spring or springs in combination with
the main draw-bar or buffer spring, substantially as set forth, so that the pull or
tractive force will be exerted upon the said main spring only, and the coupling-
heads will, under all conditions of traction or buffing, be always held tightly
together, as above specified.
Third. The modification of our invention wherein we employ two main springs,
each of which is reduced in thickness at one end to serve also as a slack spring,

page_text: substantially as described with reference to Figure 25 of the drawings for the
purpose specified.
Fourth. The modification of our invention wherein we employ the pistons or
sliding bars projecting through the face of the buffer-head, and with or without
the face-plate, in combination with the slack spring or springs substantially as
described with reference to Figures 27, 28, and 29 or Figures 30, 31 and 32 of the
drawings for the purpose specified.
Fifth. The modification of our invention wherein we employ one or more
springs secured to the flange of the buffer-head and attached to, or bearing against
the said pistons or sliding bars, substantially as described with reference to
Figures 33 and 34, or Figures 35 and 36 of the drawings for the purpose specified.
Sixth. The modification of our invention wherein we make the spring or
springs to serve also as the pistons, substantially as described with reference to
Figures 37 and 38 of the drawings for the purpose specified.
Dated this Oth dow of Deaconhon 100×
HASELTINE, LAKE & Co.,
For the Applicants.