Improvements in Central Buffer and Coupling Gear for Railway Rolling Stock.
Year: 1898

page_text: Date of Application, 2nd May, 1898
Complete Specification Left, 16th Nov., 1898-Accepted 14th Jan
1800
CHAEL DURKE, 01 MIOTVI, Aattiwar,
Bombay Presidency, India, Locomotive Superintendent.]
Improvements in Central Buffer and Coupling Gear for Railway
Rolling Stock.
I, CHARLES PERCY WINTE, of Morvi, Kattiwar, Bombay Presidency India,
and at present of 2, Bushmead Avenue, Bedford, England, Engineer, do hereby
declare the nature of this invention to be as follows:-
This invention relates to improved central buffer coupling and draw gear for
metre and narrow gauge railway rolling stock and has for its object to combine
in one the advantages of a screw coupling and of side chains so as to facilitate
coupling and uncoupling, enable a tight coupling to be obtained, and guard
against parting of the train, whilst enabling the use of separate 'sido chains to be
dispensed with. It has also for object to improve the construction and mounting
of the buffer and draw-rod so as to give it a longer bearing which will prevent the
buffer drooping, and also afford greater strength to resist lateral thrust when the
buffers of adjacent vehicles are in compression at an angle to each other as on a
curve.
The combined screw and chain coupling consists of horizontal swingle-tree
levers each preferably formed of two members acting together as one and each
centrally pivoted respectively to the central buffer and drawbar immediately
behind the buffer head, the corresponding ends of the levers being coupled on the
one side by chains attached to plate links pivoted to the ends of the levers and
merely hooked together, and on the other side by a right and left handed screw
coupling whereby to enable both ends of the levers to be tightly coupled the screw
coupling being permanently connected to the one lever and detachably connected.
to a hook at the end of the other lever. The connection of the screw coupling
with the levers is, like that of the chains, by means of plate links pivoted to the
levers, and. these plate links also extend rearwards and are loosely connected with
the headstock of the vehicle by links which without preventing the swivelling
motion of the levers about their pivots form virtual continuations of the chains and
coupling thus in effect forming through side chains which however only come into
effect in case of accident, as for instance the giving way of the drawbar or of the
pivotal connection therewith of the levers.
For goods stock, for which a tight coupling is not required, the screw coupling
might be left loose or be replaced by chains similar to those at the other side.
The central buffers may or may not be coupled by the usual centre hook coup-
ling but this if provided will now act only as a safety hook and will only come
into action should the above described couplings fail.
The combined buffer and draw-rod may be single as usual, but is preferably
made double, the two parallel members being attached to a yoke-piece which

page_text: carries the buffer head and to which the coupling levers above referred to are
pivoted, the two members sliding together as one in bearings in the headstock of
the vehicle. Each member may be provided with buffer and draw springs of
volute form, the buffer springs fitting into cups at the outside of headstock and
the draw springs being confined between the inner side of the headstock and a
sliding crosshead plate which is secured to the 'two drawbar members and fits and
slides in the longitudinal channel bars of the vehicle frame which thus serve to
afford a second bearing for the draw bar so as to prevent drooping of the buffer
head. Or there may be only two springs centrally arranged between the parallel
members of the draw bar.
1
A. M. & WM. CLARK,
Chartered Patent Agents, 53, Chancery Lane, London.
I DIBUITICATION.
Improvements in Central Buffer and Coupling Gear for Railway
Rolling Stock.
I, CHARLES PERCY WHITE, of Morvi, Kattiwar, Bombay Presidency, India,
and at present of 2, Bushmead Avenue, Bedford, England, Engineer, do hereby
declare the nature of this invention (partly communicated by Michael Burke, of
Morvi, India, aforesaid) and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement:-
This invention relates to improved central buffer coupling and draw gear for
narrow gauge railway rolling stock and has for its object to combine in one the
advantages of a screw coupling and of side chains so as to enable a tight coupling
to be obtained, facilitate the operation of coupling and uncoupling, and guard
against parting of the train, whilst enabling the use of separate side chains to be
dispensed with. It has also for object to improve the construction and mounting
of the buffer and draw-rod so as to prevent the buffer drooping, and also afford
greater strength to resist lateral thrust when the buffers of adjacent vehicles are
in compression at an angle to each other as on a curve.
Reference is to be had to the accompanying drawings forming part of this
specification wherein Figure 1 is a plan view (partly in section) and Figure 2 is a
side elevation of the improved coupling, and Figures 3 and 4 are similar views of
slightly modified construction of the same. The same letters of reference denote
it
like parts in all the figures.
AA are the central buffer heads having each a longitudinal central slot in
which is received the usual central hook B which is pivoted on a cross, pin'b in the
one buffer head and engages with a removable cross bolt b' inserted in the other
buffer head, all as usual except that in the present instance the hook B is not the
main coupling but merely that of a safety hook which only comes into action
should the main couplings give way. The main couplings are constituted by 'the
combination of side chains and a tightening screw arranged as hereafter described.
This combined chain and screw coupling comprises horizontal swingle-tree
levers C each preferably formed of a pair of members cc connected and acting together
as one. Each lever C is pivoted on a centre bolt el passing through a slot in
the crosshead D) of the drawbar immediately behind the buffer head A, the corre-
sponding ends of the two levers C being coupled at the one side by chains EE
connected by end hooks e and at the other side by an ordinary right-and left handed
screw coupling F-consisting of the usual right and left handed screw f-worked by a
4

page_text: lever bar f and screwing through nuts f to which are pivoted bow links or
shackles f. By screwing up the said coupling F the chains E may be tightened and
the levers tightly coupled at both ends. The chains E are preferably attached to the
levers by plate links G pivoted at g between the ends of the two members c c of
the lever and the connections of the screw coupling F with the other ends of the
levers may be similar, except that connection is made at one or both ends through
a hook g to permit of coupling up and uncoupling. In Figures 1 and 2 the one
hook gl is closed so as to form an eye by which the screw coupling is permanently
connected to the one lever C and detachably connected to the hook g' of the other
lever, the hooks being in a horizontal plane, whilst in Figures 3 and 4 the hooks g¹
are in a vertical plane and are both open hooks. The plate links G are loosely
connected with the headstock H of the vehicle either by links G' connected to
eyebolts on the headstock, as in Figures 1 and 2, or by the plate links G being
themselves extended rearwards and passed loosely through slots in the headstock
and provided with heads G2 fixed or formed on their rear ends which will abut
against the headstock and so couple the headstocks directly together through the
side chains but only in case of accident, as for instance the giving way of a draw-
bar or of the pivot c¹ connecting a lever C therewith. Under ordinary circum-
stances the connection of the links G with the headstock H is slack enough to permit
of the free swivelling motion of the levers.C about their pivots c¹, to accommodate the
varying relative angular positions of the two headstocks, whilst the elongated and
curved form of the slots c in which the pivots c¹ work, permit of lateral shifting of
the whole combination of levers C and their couplings towards the one side or the
other when the vehicles are hauled upon a curve.
For goods stock, for which a tight coupling is not required, the screw coupling F
need not be screwed up tight, or it might be replaced by chains similar to those E
at the other side.
The draw rod is made double, as shewn, its two parallel members D₁ being
attached to the crosshead D which carries the buffer head A and to which the coup-
ling levers C are pivoted as above described. The two members D' slide together
as one in bearings in the headstock H. Each member D¹ carries buffer springs I
and draw springs K of volute form. The buffer springs I are confined between
the crosshead D and the headstock framing either directly, as in Figures 1 and 2,
or indirectly, as in Figures 3 and 4 in which the springs, instead. of abutting
directly against the headstock H itself, abut at the one end against a cross member I
bolted to the pair of longitudinal members L of the waggon frame, and at the
other end against tubular distance pieces D2 slipped on the members D¹ and
abutting against the crosshead D. The draw springs K are similarly confined
between the headstock H or the cross member J (as the case may be) and a sliding
crosshead M secured to the ends of the two draw bar members D¹ by the nuts m,
and fitted to slide in guides formed by the parallel longitudinal members L of
channel iron forming part of the frame, the bearing of this crosshead M in the
channelled members L serving to maintain the draw bar in position both in the
lateral and vertical direction and prevent drooping of the buffer head. The bases
of the springs I and K where they abut against the headstock H or the cross
member J (as the case may be) are partially received within cups N or open sockets
ixed to the said headstock or cross member, to protect the springs and retain them
in proper working position.
The advantage of making the springs abut against a cross member J, as shewn
n Figures 3 and 4, instead of against the headstock H, as in Figures 1 and 2, is
hat the buffers may be correspondingly shortened, thus diminishing the over-
anging weight and lateral thrust when the buffers come into action on curves,
chilst the points of pull are brought correspondingly nearer to the headstock, the
esult being that whether in pushing or hauling on curves the lateral leverage is
iminished and liability of breakage is lessened, the elongated form of the slots c
ermitting sufficient lateral play of the levers C to prevent lateral strain coming on
he draw bar when hauling on a curve, and admitting of the draw bar being rigidly

page_text: guided in a double bearing as described, without the draw bar itself having any
lateral play.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I claim
is:-
1. In railway rolling stock the combination with the central buffer and draw
bars, of a pair of swingle-tree levers loosely pivoted at their centres to the respec-
tive draw bars and of a chain and hook coupling at the one side adapted to connect
corresponding ends of the said levers and of a right and left screw coupling at the
other side adapted to connect the other ends of the said levers and to tighten up
the connection at both sides substantially as specified.
2. In railway rolling stock the combination with the central buffer and draw
bars, of a pair of swingle-tree levers loosely pivoted by bolts at their centres passing
through laterally extending slots in the respective draw bars so as to be capable
of swivelling motion about their pivots and also of laterally shifting motion as
described, the corresponding ends of said levers being connected at the one side by
a chain and hook coupling and at the other side by a right and left screw coupling
substantially as specified.
3. In railway rolling stock the combination with the central buffer and draw
bars, of a pair of swingle-tree levers loosely pivoted at their centres to the respec-
tive draw bars and of loose link or sliding connections coupling the said levers to
the respective headstocks so as not to interfere with the free swivelling motion of
said levers, and of couplings connecting the corresponding ends of said levers and
consisting of a chain and hook coupling at the one side and a right and left screw
coupling at the other side substantially as specified.
4. In railway rolling stock having a central buffer and draw rod the combination
with the double draw rod constructed of two parallel members fitted to slide
through the headstock, of a sliding crosshead attached to the inner end of the
double draw rod and fitted to slide within channel guide bars of the frame and of
pairs of volute buffing and draw springs about the draw bar members and confined
between the outer head of the draw bar and a fixed abutment on the one hand, and
between the fixed abutment and the inner sliding head of the draw bar on the
other hand substantially as specified.
Dated this 16th day of Novamban 1000
A. M. & WM. CLARK,
Chartered Patent Agents, 53, Chancery Lane, London.