Improvements in Coupling Apparatus for Railway Carriages and Waggons.
Year: 1894

page_text: Date of Application, 8th Feb.,
1894
Complete Specification Left, 8th Sept., 1894-Accepted, 13th Oct., 1894
PROVISIONAL SPECIFICATION.
Improvements in Coupling Apparatus for Railway Carriages
and Waggons.
We BERNARD CHARLES MARCH PHILLIPPS DE LISLE, Lyric Chambers,
Whitcomb Street, London, Gentleman, and GEORGE PEET MAIN, 117 Nottingham
Road, Loughborough, Leicestershire, Cycle Manufacturer, do hereby declare the
nature of this invention to be as follows:-
We employ several modifications of coupling apparatus.
The first modification consists of a box or frame work provided with an axle on
which a clutch coupling bar rocks horizontally, near the back end of the bar two
springs press upon its sides, each spring being held by a stud projecting from the
bottom of the box other studs forming stops to the springs.
The outer end of each coupling bar forms a horizontal catch hook and a
projecting arm, between which the catch hook of the coupling bar of the next
adjacent carriage or waggon engages.
The upper side of each coupling bar has a vertical hook projecting from it to
receive a coupling link usually employed to connect it to the next carriage or
waggon, and at the back of the vertical hook a stud projects which engages with
the inner hooked end of a link hinged at its outer end to the lower end of a lever
rocking on an axle projecting from the end framing of the carriage or waggon, the
upper end of the lever is held by a guide bracket and is provided with a handle by
which the carriages or waggons may be uncoupled.
The above described coupling apparatus is applied to the ends of the framing of
each carriage or waggon, the framing has springs attached to it against which the
back of the box or frame work rests. In a second modification the back end of
each clutch coupling bar engages with a safety clutch, the two clutches being
connected by a bar passed through slots in the back of the boxes or framework.
In a third modification the boxes or framework are held by and slide between
two bars secured to the framing of each carriage or waggon thus ensuring vertical
rigidity whilst permitting backward and forward movements.
In either modification a stud may project from the front of each catch hook to
engage with a slot formed in the projecting arm of the coupling bar of the next
adjacent carriage or waggon.
For uncoupling from the inside of a carriage the axle of the rocking lever passes
through the end of the carriage and is provided with a second lever for operating
the hooked link.
And for uncoupling goods waggons the hooked link may be screw-threaded at its
outer end and be operated by a hand wheel.
H. W. GOUGH, C.E.,
Agent.

page_text: COMPLETE SPECIFICATION.
Improvements in Coupling Apparatus for Railway Carriages
and Waggons.
We BERNARD CHARLES MARCH PHILLIPPS DE LISLE, Lyric Chambers,
Whitcomb Street, London, Gentleman, and GEORGE PEET MAIN, 117 Nottingham
Road, Loughborough, Leicestershire, Cycle Manufacturer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
DESCRIPTION OF THE DRAWINGS.
Figure 1 shows a side view of the ends of two railway waggons with our
improved coupling apparatus applied thereto.
Figure 2 shows in plan portion of the main framing at one end of a railway
waggon without the sides and flooring, the coupling apparatus being shown in
position, without a covering plate hereafter referred to and shown separately at
Figure 3.
Figure 4 shows an end view of a railway waggon and improved coupling
apparatus.
The corresponding parts in each figure are indicated by the same numbers
where necessary.
The improved coupling apparatus consists of the following parts, a frame 1
having a bottom and parallel sides, is secured to the main framing at the ends of
each railway carriage or waggon, as shown at Figures 1 and 2, within the frame a
box 2 is free to slide backward and forward.
The box 2 is provided with an axle 3 on which a clutch coupling bar 4 rocks
horizontally, two springs 5 press upon the sides of the bar, each spring being held
by a stud 6 projecting from the bottom of the box, other studs 7 projecting from
the sides of the box form stops for the springs.
The frame 1 is provided with two pins on which the springs 8 are placed, against
which the back of the box 2 rests, these springs hold the box 2 and bar 4 in the
forward position shown at Figures 1 and 2 ready for coupling.
The outer end of each coupling bar forms an horizontal catch hook 9 and a
projecting arm 10, between which the catch hook of the coupling bar of the next
adjacent carriage or waggon engages when coupled. The upper side of each
coupling bar has a vertical hook 11 projecting from it to receive a coupling link
usually employed to connect it to the next carriage or waggon. At the back of
the vertical hook a stud 12 projects to engage with the inner end of a link 13 held
by a slotted guide plate 14 Hanged and secured to the end of the railway carriage
or waggon. The outer end of the link 13 is hinged to the lower end of a lever 15
rocking on an axle projecting from the end of the carriage or waggon. The upper
end of the lever 15 terminates in a handle and slides vertically in a guide bracket 16
provided at its upper end with a stud on which a notched and flanged hand lever 17
rocks, the flange of the hand lever is pressed towards the lever 15 by a spring 18
secured to the guide bracket. The back end of each coupling bar 4 is provided
with a pin engaging in a curved slot in the front end of a bar 19 sliding in slots
in the back of the frame 1 and box 2 and passing through two portions of the
main framing of the carriage or waggon, the back end of the bar is reduced and
screw threaded to receive a nut and lock nut 20.
The parts of the apparatus contained within the box 2 are protected by a
covering plate shown in plan at Figure 3, the plate being secured to the box by
a screw at each corner, the centre of the plate on the underside is provided with a
boss forming an upper bearing for the axle 3 on which the bar 4 rocks, the plate is
also perforated to receive the upper ends of the two studs 6, holding the springs 5.

page_text: The coupling bars operate as follows:-
As two carriages or waggons are brought together the front parts 9 of each coupling
bar are pressed sideway, pass each other and engage, both the bars and boxes 2
moving backwards are then pressed by the springs 8 into the position shown at
Figures 1 and 2, the nuts on the bar 19 preventing the springs 8 from pressing the front
of the box 2 onto the front of the frame 1. To uncouple the carriages or waggons,
upon one of the levers 15, as shown at Figure 4, being lowered by an attendant
until the notch of the hand lever 17, forced by the spring 18 engages with the top
edge of the lever 15, the link 13 will move the coupling bar to the left to clear and
release it from the bar of the next adjacent carriage or waggon.
For uncoupling from the inside of a carriage, the axle carrying the lever 15 is
made to project within the carriage and is provided with a second lever for
operating the link 13.
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 :-
The construction and employment of improved coupling apparatus for railway
carriages and waggons, substantially as described and illustrated in the drawings
annexed.
Ch dry of Contember 1901
H. W. GOUGH, C.E.,
Agent.