IMPROVEMENTS IN COUPLING APPARATUS FOR RAILWAY VEHICLES
Year: 1881

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent. Agents, Southampton Buildings, London, for an Invention
of "IMPROVEMENTS IN COUPLING APPARATUS FOR RAILWAY VEHICLES."
A communication from abroad by William Scott, of Faulkner, Massachusetts,
United States of America.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at
the Office of the Commissioners of Patents on the 12th April 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent
Agents, Southampton Buildings, London. "IMPROVEMENTS IN COUPLING APPARATUS
FOR RAILWAY VEHICLES." [A communication from abroad by William Scott, of
Faulkner, Massachusetts, United States of America.]
This Invention relates to improvements in coupling apparatus for railway
vehicles, and comprises a coupler composed of a draw head, having two jaws, a
shackling pin, and a shackling link swung thereto, all substantially as hereinafter
described.
.
In carrying the said Invention into practice I provide a draw-head, adapted to
be secured in any of the ordinary modes to the under side of a railway vehicle, and
at its front and projecting end to serve as a coupling for another vehicle to be
coupled to it in the making up of a train. The coupling end has an upper jaw
and a lower jaw, with an opening between them, and the upper jaw is shaped to
make and form a buffer. The front end of the lower jaw inclines downwardly on
its upper surface, and on each side of the draw head is hung a shackling link, for
which a rest is provided on each side of the lower jaw suitably shaped and located
to limit the downward swing of the link. I provide a shackling pin, which is
square in transverse section, and has at its front side a projecting rib or flange,
which extends along and for a portion of its length from its lower end upwards;
and at its lower portion its edge runs at a vertical and acute angle to the length of
the pin, and part of such portion rests within the lower jaw (suitably constructed
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page_text: therefor), and at its upper part it projects over and above the upper incline face of
such jaw. The upper portion of the said rib extends above the opening between
the jaws, and enters within the upper jaw, even when the pin is in the lower jaw,
and the upper jaw is suitably shaped for the rib to pass up and down through the
same as the pin is lifted or dropped in coupling or uncoupling. This rib guides the
shackling pin in its movements, and thus ensures its entrance into a socket or
opening of the lower jaw provided for it in the operation of the coupling. An
opening in the upper jaw for the shackling pin and its rib has a shoulder for the
rest of the lower end of the pin thereon when it is drawn up and out of its
coupling position, from which rest the pin will escape and drop upon the
concussion of the vehicles; this enables a "flying" switching of the vehicles to
be effected.
"
A pin or shoulder is located within the upper portion of the upper jaw, and in
position for the rib of the shackling pin to abut against it as the pin is drawn
upward, and thereby prevent its detachment from the jaw, while at the same time
it allows sufficient upward movement of the pin to secure the uncoupling of the
vehicles, and to place it at rest, should it be so desired, upon the shoulder or rest
provided for it.
This coupling apparatus is self-operating or automatic, and when two vehicles,
each provided with one of these couplings, are brought together end to end the
shackling link of th evehicle, which then happens to lie the higher at its outer end,
slides up the shackling link of the other vehicle as the vehicles approach each other,
and then up the incline of the lower jaw, and passing under an inclined portion of
the rib of the shackling pin, between it and the incline of the lower jaw, the
shackling pin is forced upward, and when the end of the shackling link has passed
beyond the pin the latter will then by its own weight drop through the loop of the
link into its seat in the lower jaw, which couples the vehicles. To uncouple the
vehicles I raise the shackling pin, when the link can easily be removed.
The upper jaw at its bearing for the shackling pin is cored out to reduce the
frictional and contact surfaces of the same upon the sides of the pin, and the upper
side of such jaw has a raised rib of sufficient height to cover and shield the top of
the shackling pin when it is in its bearing in the lower jaw, and the rib at one
side of the pin has a recess of suitable depth for a chain-connection of the pin to
fall into below the upper surface of the raised rib, and thus leave the upper surface
of the jaw in every way free for the coupling of the adjoining vehicle to pass over
it without hindrance from the shackling pin or its chain connection, should such
coupling-link happen to fall over and upon the draw-head.
To ensure one link riding up and over the other when the vehicles are brought
together, each link at its front end is bevelled upon its under side.
The shackling link when in its normal position of rest is inclined, which ensures
one or the other of the links (according to which is the higher) riding up the
lowermost inclined link, and thus whatever the difference may be in the heights of
the vehicles the automatic coupling of the same is accomplished.
Constructing the shackling pin with a projection in advance of the pin proper
ensures the entrance of the link between it and the incline face of the lower jaw,
and thus the easy and sure raising of the pin, and consequent shackling of the
vehicles.
In a modification of the said apparatus the rests for the shackling link are
dispensed with. This arrangement simply deprives the said apparatus of its
automatic feature, and makes of it a coupler to be manipulated by the hand only,
which in some cases would be desirable; and in this event it is obvious that the
shackling pin described, or any of the common and well known shackling pins, may
be used.
To prevent the binding of the shackling link against and upon the sides of the
draw-head to which it is hung, and yet prevent any lateral play of the link upon
the draw-head, the bearing surface of the links against and upon the sides of the

page_text: draw-head is reduced to a minimum, and a bearing obtained by a raised surface or
boss, shaped and located to confine the shackling link in place simply at and about
or upon the rear portion thereof.
In the coupling herein described it is desirable to render the same suitable to
couple vehicles in which the couplers are at different heights, either because of their
respective locations upon the vehicles, or because of the unevenness of the road
upon which they may happen to be, and to that end, in addition to the several
features of construction herein described, as provided for that purpose, the upper
jaw of the coupling is also made flaring to better accommodate the entrance of the
shackling link under the situations of the couplers above stated.
If desired the rib portion of the pin can be made of the width of the pin, the
openings being arranged accordingly.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robert Lake in the Great Seal Patent Office on the
27th September 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent
Agents, Southampton Buildings, London. "IMPROVEMENTS IN COUPLING APPARATUS
FOR RAILWAY VEHICLES." A communication from abroad by William Scott, of
Faulkner, Massachusetts, United States of America.
This Invention relates to improvements in coupling apparatus for railway
vehicles and comprises a draw-head, having two jaws, a shackling pin, and a
shackling link hung thereto, all substantially as hereinafter described.
The said improvements are illustrated in the accompanying Drawing, in
which
Figure 1 is a view of two couplings connected together or coupled, one coupling
being shewn in side elevation, and the other in vertical longitudinal section.
Figure 2 is a plan or top view of Figure 1, but with one coupling in horizontal
longitudinal section on the line 2, 2, Figure 1.
Figure 3 is a front view of one of the couplings.
Figure 4 is a vertical transverse section on the line 4, 4, Figure 1, looking
towards the forward end of the coupling.
Figure 5 is a plan or top view, and
Figure 6, an elevation of a modified form of the said coupling hereinafter
described.
A represents a draw-head adapted at its portion B to be secured in any of the
ordinary modes to the under side of a railway vehicle, and at its front and pro-
jecting end C to serve as a coupling for another vehicle to be coupled to it in the
making up of a train. The coupling end C has an upper jaw D and a lower jaw E
with an opening F between them; the said upper jaw D is so shaped as to
constitute a buffer G. The front end a of the lower jaw E inclines downwardly on its
upper surface as at b, and on each side of the draw-head A is hung at d a shackling
or coupling link H, for which, as is shewn in all of the Figures except Figures 5
and 6, a rest K is provided on each side of the lower jaw E, suitably shaped
aud located to limit the downward swing of the said link. L is the shackling pin,
which is square in transverse section, and has at its front side a projecting rib or
flange, which extends forward and for a portion of the length of the said pin
from its lower end upwards; the said rib has at its lower portion the inclined
edge g, part of which rests within the lower jaw E suitably constructed therefor,
and at its upper part the said rib projects over and above the inclined face b of the
said jaw. The upper portion of the said rib f extends above the opening F
between the jaws and enters the upper jaw D, even when the pin is in the lower
jaw, the upper jaw being suitably shaped for the rib f to pass up and down
through the same as the pin is lifted or dropped in coupling or uncoupling vehicles.
This rib guides the shackling pin in its movements, and thus ensures its entrance
into the socket or opening 7 provided for it in the lower jaw in the operation of
the coupling. The opening in the upper jaw D for the shackling pin L and its
rib has a shoulder m, upon which the lower end of the pin rests (as shewn in
dotted lines in Figure 1) when it is drawn up and out of its coupling position ;
from this position of rest the pin will escape and drop upon the concussion or
meeting of the vehicles; this enables a "flying" switching of the vehicles to be
effected.
M is a pin or shoulder located within the upper portion of the upper jaw D,
and in position for the rib f of the shackling pin L to abut against it as the pin is

page_text: drawn upward, and thereby prevent its detachment from the said jaw D, while at
the same time it allows sufficient upward movement of the pin to secure the
uncoupling of the vehicles, and to place it at rest should it be so desired upon the
shoulder or rest m provided for it.
The coupling apparatus, as above described, is self-operating or automatic, and
when two vehicles, each provided with one of these couplings, are brought together
end to end the shackling link of the vehicle which then happens to lie the higher
at its outer end slides up the shackling link of the other vehicle as the vehicles
approach each other, and then up the incline b of the lower jaw E, and passing
under the inclined portion g of the rib f between it and the incline b the pin L is
forced upward, and when the end of the shackling link has passed beyond the pin
the latter will then by its own weight drop through the loop of the link into its
seat in the lower jaw, and thus couple the vehicles. To uncouple the vehicles the
pin L must be raised, when the link can easily be removed.
The upper jaw D at its bearing for the shackling pin is cored out, as at n, to
reduce the frictional and contact surfaces of the same upon the sides of the pin,
and the upper side of the said jaw has a raised rib N, of sufficient height to cover
and shield the top of the shackling pin L when it is in its bearing in the lower
jaw E. The said rib has at one side of the pin a recess o of suitable depth for a
chain connection of the pin to fall into below the upper surface of the raised
rib N, and thus leave the upper surface of the jaw entirely free for the coupling
link of the adjoining vehicle to pass over it without hindrance from the shackling
-pin or its chain-connection, should the said coupling-link happen to fall over and
upon the draw-head.
To ensure one link riding up and over the other, when the vehicles are brought
together, each link at its front end is bevelled upon its under side, as shewn at P.
The link H when in its normal position of rest is inclined, so that one or the
other of the links (according to which is the higher from any cause, such, for
instance, as the different heights of the vehicles or the unevenness of the railway)
rides up the lowermost inclined link, and thus whatever the difference may be in
the heights of the vehicles the automatic coupling of the same is accomplished.
By constructing the shackling pin L with a projection as at f in advance of
the pin proper I ensure the entrance of the link between it and the inclined face
of the lower jaw, and thus the easy and sure raising of the pin and consequent
coupling of the vehicles.
In the coupling illustrated in Figures 5 and 6 the rests for the shackling link
are dispensed with, leaving the link free to hang as shewn. This arrangement
simply deprives the said coupling of its automatic feature and makes of it a
coupling to be manipulated by the hand only, which in some cases would be
desirable, and in this event it is obvious that the shackling pin described, or any
of the common and well known forms of shackling pins may be used.
To prevent the binding of the shackling link against and upon the sides of the
draw-bead to which it is hung, and yet prevent any lateral play of the link upon
the same, the bearing surface of the links against and upon the sides of the draw-
head is reduced to a minimum, and a bearing obtained by a raised. surface or
boss q shaped and located to confine the shackling link in place simply at and
about or upon the rear portion thereof.
In the coupling herein described it is desirable to render the same suitable to
couple vehicles in which the couplers are at different heights, either because of
their respective locations upon the vehicles or because of the unevenness of the
road upon which they may happen to be. And to that end, in addition to the
several features of construction herein described as provided for that purpose, the
upper jaw of the coupling is also made upwardly flaring, as shewn at s, to better
accommodate the entrance of the shackling link under the situations of the
couplers above stated.
If desired the rib portion f of the pin L can be made of the width of the pin,
the openings h and being then arranged accordingly.

page_text: Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim,-
First. In a coupling apparatus for railway vehicles the draw-heads, each
constructed with an upper and a lower jaw, having an opening between them, and
provided with a swinging link hung thereto, in combination with a suitable
shackling pin in each head adapted with the said jaws to hold the shackling link
which is in and between such jaws, all substantially as above set forth and for the
purpose specified.
Second. The combination of a draw-head and its shackling pin, having an
inclined front face or rib with the coupling link (with or without a bevelled front
end) pivoted to and embracing the said draw-head and normally supported in an
inclined position by lateral supports on the same, and adapted to operate in
conjunction with a draw-head similarly constructed and arranged on an adjoining
vehicle, substantially as above described.
Third. The draw-head constructed with the jaws D and E, the coupling link
pivoted to the said draw-head and embracing the lower jaw, which is provided
with a rest for the said link, in combination with the shackling pin having the
forward projecting rib inclined on its under edge, all substantially as shewn and
described.
Fourth. The shackling pin having a rib projection, in combination with the
upper and lower coupling jaws constructed and arranged in relation to the said
pin and its projection, substantially as above set forth for the purpose specified.
Fifth. The shoulder or rest m in the upper coupling jaw for a shackling pin,
substantially as above set forth and for the purpose specified.
Sixth. The shoulder or pin M in the upper coupling jaw in combination with a
shackling pin, substantially as above set forth and for the purpose specified.
Seventh. The upper coupling jaw constructed to permit the play of the shackling
pin therethrough, and provided with recesses or cored out portions to reduce the
frictional and contact surfaces between the said jaw and the pin, all substantially
as above set forth.
Eighth. The upper coupling jaw so constructed on its upper side as to shield
the shackling pin and its connecting chain, so that a shackling link can pass
without hindrance over the upperside side of the coupling jaw, all substantially
as above set forth.
Ninth. The combination of the raised bearing-edge or boss q upon the sides of
the draw-bead with a shackling link hung to the said draw-head, all substantially
as above set forth and for the purpose specified.
Tenth. The draw-head having upper and lower jaws, the upper one of which
is made upwardly flaring, substantially as above set forth and for the purpose
specified.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Twenty-seventh day of September, in the year of our
Lord One thousand night hundred and sighter ana