COUPLING AND UNCOUPLING RAILWAY ROLLING STOCK
Year: 1884

page_text: I ROBERT COOKE SAYER of Summer Hill Maindee Newport in the County of
Monmouth Civil Engineer, do hereby declare the nature of my Invention for
COUPLING AND UNCOUPLING RAILWAY ROLLING STOCK and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
First Drawing No. 1 shows, Fig. 1. half longitudinal section of truck, Fig. 2.
plan of arrangement, Fig. 3. end elevation of truck and gives the general arrange-
ment when adapted to certain trucks: the ropes A are double and parted as shown
passing through the timbers F and W at the coupling loops B two jaws are
formed by parting the ropes and sheathing them to maintain their form and
prevent injury by friction, the sheathing at C is fitted with cogged rack C' for
drawing the ropes in and out by means of cogged pinion Z: the ropes are further
maintained in their proper form by the guide brackets L L and the iron bearer G
sliding upon the bar J whilst small bolts H keep them from leaving their grooves:
the flexible spring A. A. keeps the ropes in tension but the usual spring E is retained
to take the full strain: these ropes are to be drawn in and out by the transverse
bar O (Fig. 3) which passes through the buffer plank P, proper handles O are
attached for manipulating them whilst the nuts DD form stops, the bar O rests in
bearers QQ and carries the cogged pinion 'Z' and also the link R which is so
formed as to hang freely (speaking vertically) when the squared fixed nuts CC are
not inserted into its bearings but prevented from laterally travelling by the
stops BB the bottom bar S of link R is hinged at S³ and capable of being moved
to and being fixed at S: when the squared nuts CC are inserted into the
bearings of link R by thrusting over the bar O in the direction of the arrow, the
link R when the handle O2 is worked may be raised to the position R2 and R³:
the cogged pinion Z³ works in the cogged ratchet C both when in the position
shown in Fig. 2. and when the bar O is in the position to work link R, thus
preventing it slipping back: V is an inclined bracket having a slight sinkage at V₁
to take point of tee iron Y at Y': the vertical stem of Y is of a cross section to fit
into the loop B at the back and at the front to suit and take the blow of the nose
of the loop B, it is also attached to the buffer plank W by means of the chain X,
the horizontal bar of Y is formed to take into the hollow between the horns T
and T of link R: M is a bolt having an arm N spanning link R and resting upon
loop B when the trucks are coupled up.

page_text: The process of coupling for the porter to see bar S of link R is fixed in the S
position, then raise the link R of the truck to be coupled to the position R' with
arms N of bolt M resting in hollow at horn T, adjust the tee-iron Y by resting the
horizontal part against the horn T2 and the point resting in the hollow 'Y' of
inclined bracket and retained in position by small chain X: going to the other
truck the porter runs out the loop B into position B2 by means of Z2 and O2 (the
link R being free) then insert CC into bearings of link R (the bar S of link R
being fixed as shown in Fig. 3.) raise the link R and adjust the loop B2 with it
vertically, to enter the jaws of loop B on the other truck as it approaches, and as it
enters them and comes in contact with the vertical of tee iron Y it will with its
horizontal bar be raised so as to clear horn T' when the link R² supporting the
bolt M being free will drop by gravity and connect the loops by the bolt M passing
through them as the nose of the loop B comes in contact with the vertical of the
tee iron the bar O should be drawn back to free the link R which drops, and a pin
is then to be inserted to prevent any but rotatory motion of 0ª: lateral adjustment
is met by size of loops B and lateral play of bar O.
To uncouple the trucks part them and as they come together again raise the.
link R that has the bar S in the position of S' and let the arm N of bolt M meet
the hollow at horns T, continue to raise it (the bolt M) until clear of loop B and the
trucks are free.
Second-Drawing No. 2 shows Fig. 1. half longitudinal section of truck. *
Fig. 2. Plan of arrangement.
Fig. 3. End elevation of truck and gives the general arrangement when adapted
to certain trucks: it is in all respects similar to that previously described with the
exception of not having the light spring in addition to the usual spring at E; and
a modification of the automatic arrangement. A spring at Z is made to take
against the buffer plank W and so fix the loop B when projected into the
position B that it may be able to resist the slight shock of the two loops B when
.they meet upon being coupled, but able to retire when the nose of the one loop B
comes in contact with the back part of the other loop B: the stransverse bar O
Bupported by bearings Q and buffer plank P has the link R fixed upon it and is
capable of lateral movement and consequent lateral adjustment of loops B by the
horns U, such movement being limited by the bearings Q.
The process of coupling up is to fix the bolt M upon the link raised to the
position R and supported by the tee-iron Y as before, upon the truck to be
coupled the porter then passing to the other truck pulls out the loop B to
position B2 the spring Z fixing it, then by O2 raise link R and adjust it to meet the
loop of the other truck when the coupling will be similarly effected as before
described, the link K dropping freely.
To uncouple proceed as before.
Third Drawing No. 3 shows Fig. 1. half longitudinal section of truck.
Fig. 2. plan of arrangement.
Fig. 3. Transverse section of truck.
Fig. 4. end elevation, giving the general arrangements when adapted to railway
rolling stock with tight couplings: the ropes A are double as shown forming
loops B and passing round blocks G, in these blocks & are screw coupling bolts J
working with reversed threads, so that upon actuating the handle 02. the power
being transferred by means of the bevelled cogged pinions Z and 7 or Z³ and Z as
the case may be, whichever side of the wagon the porter happens to be (should it
be found advisable to have handle 02 each side) to the screwed bolt J relaxing or
putting tension upon the ropes A equally on either side of the pinions, and thus
enables the loop B being drawn out: provision is made for the longitudinal motion
of the bar O and handles 02 by there being a slot in the neutral axis of the wagon
frame P; and the pinions Z and frame E supporting them are carried by the
channel slide bars D fixed to the underside of the wagon.
Should it be found desirable it is intended by means of a joint in the centre of
the length of J and the use of another pinion opposite Zand reducing the size

page_text: of Z or Z3 or otherwise to work the loop B independently of that at the other
end of the wagon.
The end of the wagon carries two brackets Y Y having a spindle Ys passing
through them and supports the link R: the link R has attached the upper arm R²
formed to fit the bolt M and has a small chain X attached to its upper extremity,
also a lower arm R³ formed to tit the back of the loop B and is to take the blow of
the nose of the other loop B: the link is also made with horns T and T': the two
brackets Y Y have also horns Y at their front: a triple conical thimble is fixed
at V to carry the chain attached to the upper extremity of R2: a stop is provided
as in the other cases to prevent the loop B from jambing into buffer plank W.
The process of coupling up is to first adjust the bolt M by means of the arm N
upon the brackets Y Y (being supported by the horns Y2) the upper arm R³ of
link R being at the back, the chain free to run, and the bar S in position S³: the
porter passing to the other truck slackens out the loop B by means of 0%, then
drawing out the loop B to B2 which is (as previously) fixed by spring ZZ, adjust
it by drawing up the link R with the chain, the two ends of which are attached to
either side of the wagon, and the coupling will be completed as described
previously by the bolt M being forced over the horn Y' by the upper arm R³ of
link R, the nose of the loop B of the one wagon having met the lower arm R³ of
the link R: should it be preferred to have a transverse bar passing through the
buffer plank P2 instead of the chains to answer the purpose of the spindle at Ys
and worked by a handle it may be so arranged: horns U are provided as a guide
to link R.
To uncouple the wagons, part them and as they approach again raise link R by
means of the chain catching the arm N of bolt M in the hollow at T or T' as
previously described.
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
First: The coupling together all railway vehicles with iron or steel wire rope
(having a core of any other material) formed into double loops at the ends
of the vehicles, into which the loops upon the adjoining vehicles to be
coupled shall pass, and be thus connected by means of a pin or bolt having
arms to prevent it falling through the loop; the bolt in each case being
lowered into and raised from the loops by means of horned links worked
from the sides of the vehicles.
:
Second The ropes at the other end or under the vehicles being returned round
properly formed head pieces and in the 1st and 2nd cases sliding upon a
central bolt and retained in its place by means of a spring and worked by
ratchet and pinion or not, and in the 3rd case projected backwards and
forwards by means of a screw coupling bolt worked by a train of bevelled
cogged pinions under the centre of the vehicle.