An Improved Car-coupling.
Year: 1890

page_text: Date of Application, 8th Nov., 1890
Complete Specification Left, 10th Aug., 1891-Accepted, 12th Sept., 1891
PROVISIONAL SPECIFICATION.
An Improved Car-coupling.
I, JOHN PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (a communi-
cation to me from abroad by Joseph Edward Francis, of Thornhill, Canada,
Gentleman,) to be as follows:-
The object of the invention is to design an automatic car-coupler which is
adapted to connect cars of both the same and different heights, and which is so
formed that when the couplers are connected together they will not be liable to
become separated.
By this invention the car trucks are provided at each end with a suitable
draw-hend which consists of a bracket-shaped piece of metal secured to the under-
side of the car. In the lower part of the draw-head is a tubular portion adapted to
contain a spiral spring. A short plunger is arranged to reciprocate within this
tubular portion against the pressure of the spring, which tends to keep it projecting
outwards. A suitable shank is pivoted to the forward end of the plunger in such
manner that its free end can move with an up and down movement. This free or
outer end is in elevation shaped like an arrow-head, in which the top and bottom of
the head from the front to the backs are flat surfaces, and the top edge of the
surface at the barb end is concaved to receive the convexed bottom edge of the
back end of the surface when the cars are coupled together. A flat spring projects
from the underside of the draw-head, and bears upon the underside of the shank
which is kept in an upward position against the top of a suitable depending guide-
bracket.
A rod extends across the bottom of the car and is supported in suitable bearings.
The rod has formed or secured on it at its centre an extension-piece, which is
depressed or raised by operating the handles on the outer ends of the rod on the
outside of the car.
Guard-rods extend from the bottom of the car-one on each side of the arrow-
head-shaped end of the shank-and a plate is secured on the bumper above the
arrow-head-shaped end of the shank.
When it is desired to couple two cars, it is merely necessary to bring them
together, when the points of the arrow-head-shaped ends of the shanks slide past
each other, either shank of which may happen to come on top, according to whether
one car is higher than the other or the way in which they strike each other.
Whichever arrow-head does come on top forces the other down, while the plate on
bumper (projecting from each car) also partially receives the shock until the
bottom convex-shaped barb edge of the arrow-head-shaped end of the top shank
passes the top concave-shaped barb edge of the arrow-head-shaped end of the
bottom shank, when they drop down into position and interlock.
Both of the shanks are held up during the period of coupling by the springs,
which give sufficiently to allow of the depression of either shank. The said
springs pass through the guiding-brackets.
When it is desired to uncouple the cars, it is merely necessary for the brakeman
to tilt the handle so as to force the extension-piece down against the shank till the
points of the barbs of the arrow-head-shaped ends are free, when the cars may be
drawn apart. The handle being now released, the spring forces the shank up again
into its initial position.
D
T
1
1000

page_text: COMPLETE SPECIFICATION.
An Improved Car-coupling.
I, JOHN PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (a com-
munication to me from abroad by Joseph Edward Francis, of Thornhill, Canada,
Gentleman,) and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
The object of the invention is to design an automatic car-coupler which is
adapted to connect cars of both the same and different heights, and which is so
formed that when the couplers are connected together they will not be liable to
become separated.
Figure 1 is a perspective view of the ends of two cars, which are partially
broken away to exhibit my coupler.
Fig. 2 is a sectional elevation.
In the drawings like letters of reference indicate corresponding parts in each
figure.
A is the outer part or shank, and B is the inner portion of the draw-head. The
inner end of the shank A is pivoted at b to the end of the inner portion B, which
abuts against a suitable buffer-spring C, while the outer end is in elevation shaped
like an arrow-head, in which the top and bottom of the head from the point to the
barbs are flat surfaces and d, the top edge of the surface c at the barb end being
concaved to receive the convexed bottom edge of the barb end of the surface d
when the cars are coupled together. D is a spring designed to support the shank A
in position against the top a, and E is a guiding-bracket for the shank A.
F is a rod extending across the bottom of the car and supported in suitable
bearings The rod F has formed or secured on it at its centre an extension-
piece G, which is depressed or raised by operating the handles H on the outer ends
of the rod F on the outside of the car.
I are guide-rods extending from the bottom of the car-one on each side of the
arrow-head-shaped end A' of the shank A-and J is a plate secured on the bumper
above the arrow-head-shaped end A' of the shank A.
When it is desired to couple two cars, it is merely necessary to bring them
together, when the points of the arrow-head-shaped ends of the shanks slide past
each other, either shank of which may happen to come on top, according to whether
one car is higher than the other or the way in which they strike each other.
Whichever arrow-head does come on top forces the other down, while the plate
on the bumper also partially receives the shock until the bottom convex-shaped
barb edge of the arrow-head-shaped end of the top shank passes the top concave-
shaped barb edge of the arrow-head-shaped end of the bottom shank, when they
drop down into position and interlock.
Both of the shanks A are held up during the period of coupling by the springs D,
which give sufficiently to allow of the depression of either shank A. The said
springs D pass through the guiding-brackets.
When it is desired to uncouple the cars, it is merely necessary for the brakeman
to tilt the handle H, so as to force the extension-piece G down against the shank A
till the points of the barbs of the arrow-head-shaped ends are free, when the cars
may be drawn apart. The handle H being now released, the spring D forces the
shank A up again into its initial position.
In order to provide a means for coupling cars provided with my coupler to
those couplers now in use, commonly I make a slot K through the arrow-head-
shaped end A' of the shank A and secure a link L in the slot K by the pin k. The
link L may be drawn out till its ends strike the pin k when it is found necessary to
use it for coupling.
From this description it will be seen that from the peculiar construction of the

page_text: arrow-head-shaped ends A' and the proximity of the guard-rods I on each side of
them there will be no danger of the cars getting uncoupled while passing around a
curve or in any other way, except upon the derailment of the preceding car, when
it would be a benefit rather than a disadvantage by having a tendency to leave the
cars following on the track.
Although I show the spring D at the bottom of the shank A and a handle H for
turning the rod F, it will be understood, of course, that other equivalent means
might be substituted for these without altering the principle of my invention.
As my coupler is disconnected from the outside of the car, there will be no
danger of loss of life, and being comparatively inexpensive to get up, it may be
adapted with equal facility to both freight and passenger cars.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :
1. The shank A, pivoted at b on the end of the inner part B and having an
arrow-head-shaped end A', formed as described, in combination with the spring D
and stop a, substantially as and for the purpose specified.
2. The shank A, pivoted at b on the end of the inner part B, and an arrow-head-
shaped end A', formed as described, in combination with the spring D, stop a, and
extension-piece G on rod F, operated by the handle H, substantially as and for the
purpose specified.
3. The shank A, pivoted at 6 on the end of the inner part B and having an
arrow-head-shaped end A', formed as described, in combination with the spring D,
stop a, extension-piece-G on rod F, and plate J, secured on the bumper, sub-
stantially as and for the purpose specified.
4. The shank A, pivoted at on the end of the inner part B and having an
arrow-head-shaped end A', formed as described, in combination with the guide-
rods I, spring D, extension-picce G on rod F, and plate J, substantially as and for
the purpose specified.
5. The shank A, pivoted at b on the end of the inner part B and having an
arrow-head-shaped end A', formed as described, in combination with the link L,
secured in the slot K, formed in the arrow-head-shaped end A³, by the pin k,
substantially as and for the purpose specified.
Dated this 8th day of August 1891.
J. P. BAYLY,
Applicant.