IMPROVEMENTS IN THE CON- STRUCTION AND ARRANGEMENT OF COUPLINGS FOR RAILWAY CARRIAGES
Year: 1877

page_text: LETTERS PATENT to Edmund Edwards, of the Firm of Edwards and Co.,
40, Southampton Buildings, Chancery Lane, in the County of Middlesex, Engi-
neers and Patent Agents, for the Invention of "IMPROVEMENTS IN THE CON-
STRUCTION AND ARRANGEMENT OF COUPLINGS FOR RAILWAY CARRIAGES." A
communication from abroad by Ezra Miller, of the City and State of New
York, United States of America.
1
PROVISIONAL SPECIFICATION left by the said Edmund Edwards at the Office
of the Commissioners of Patents on the 18th May 1877.
EDMUND EDWARDS, of the Firm of Edwards and Co., 40, Southampton Buildings,
Chancery Lane, in the County of Middlesex, Engineers and Patent Agents.
"IM-
PROVEMENTS IN THE CONSTRUCTION AND ARRANGEMENT OF COUPLINGS FOR RAILWAY
CARRIAGES." [A communication from abroad by Ezra Miller, of the City and Stato
of New York, United States of America.]
This Invention relates to apparatus used for coupling together railway carriages,
and especially to that kind of such coupling apparatus for which I obtained Royal
Letters Patent bearing date August 13th, 1873, and Numbered 2689, entitled
"Improvements in the Construction and Arrangement of Platforms, Couplings, and
Buffers for Railroad Cars," being a communication from Ezra Miller, of the City and
State of New York, United States of America.
It has for its objects improved methods of construction and arrangement of such
coupling apparatus, by which it is cheaper and more durable, and is capable of
instantaneously connecting and compressing together railway carriages automatically
with the desired force, whilst it will permit the instantaneous disconnection of
carriages without shutting off steam, the easy and instant connection and discon-
nection of carriages in motion, and the automatic disconnection of a carriage which
may have left the rails and upset. At the same time, by the use of the improved
coupling apparatus all carriages are connected closer together, the train being thus
shortened, and it is applicable to all kinds and forms of carriages or cars.
In order to put this Invention in operation I take ordinary railway carriages,
leaving the buffers as they are, but preferably removing the coupling hooks and

page_text: screw links as ordinarily used, and substituting in their place connecting hooks of
the novel form herein-after described, and arranged so that when two carriages are
forced together until their buffers are sufficiently compressed, the connecting hooks
will lock into each other automatically, making a powerful and reliable coupling, and
retaining the required compression of the buffers by one motion, and instantly and
without manual aid.
The connecting hook, which may be made of any suitable material, but which I
prefer to make of cast iron as being sufficiently strong and durable, whilst cheaper
than any other, is of the form shewn in the accompanying Drawing, and pre-
ferably of the dimensions given, which however may be varied to suit varying
circumstances.
Figure 1 is a plan from above of a pair of the hooks connected together, shewing
their peculiar form and shape.
Figure 2 is a side view from inside of one of the hooks.
A, A, are the shanks of the hooks, made of any convenient length and of the
requisite strength and weight; B, B, are the hooks themselves, c, c, being their faces,
d, d, their fronts, e, e, their shoulders, and f, f, their backs.
The proportions which I prefer to make the different parts of the hooks are
shown on the Drawing, but the dimensions may be somewhat varied to suit varying
circumstances, and as herein-after mentioned.
The hooks are connected at their rear ends to the carriages by tail bolts g, g; cach
connected with a spring (which I prefer to make a "volute" spring), about equal in
resistance to the two buffer springs together, and they are supported in collars or
guides h, h, h, and the two hooks are pressed laterally towards each other by springs,
which may be made of any elastic material, but I prefer to make tliem of two or
three leaves or plates of spring steel of suitable thickness and width, fixed as shewn
at I, Figure 1.
The points of the hooks B, B, at j may be slightly rounded, and the lines d and f
may he slightly curved to improve their appearance, but I prefer to make them
straight, as shewn in the Drawing. The length of the line e however must never
be less than six inches, for the reasons herein-after given, and the face lines c, c,
must always form an acute angle with the centre line of draft of the entire train
when on a curve.
It will be understood that the movements of the hooks B, B, are lateral to couple
and uncouple the carriages, and longitudinal in starting and stopping the train.
In coupling together carriages fitted with my improved apparatus, the heads of
the hooks meet and wedge each other back until the fronts of the hooks pass each
other, when the springs I, Figure 1, force them together.
ALS
In order to prevent the hooks from being separated or unlocked accidentally,
in travelling round corners, I use novel forms of support or abutment, which are
indispensable to the reliability of the improved coupling, and without which the
hooks are of little value. I sometimes make this abutment moveable, which form,
for convenience of description, I will call a "gate;" and sometimes I make it
immoveable, which form I call a "bar." The latter form is more simple, cheaper,
and more durable, but will not permit the uncoupling of the books at one motion.
Both forms of abutment are alike safe and reliable.
The form of moveable abutment or support which I call a "gate" consists of two
vertical rectangular plates or wings connected together at right angles, or nearly
so, and turning upon a vertical pivotted bolt at their junction, round which a
spiral spring contained in a recess in the junction is arranged, so that the "gate"
is pressed in one direction by the action of the spring. The vertical pivot upon
which the "gate" turns is attached to the framing of the carriage opposite the
back of the hook, towards which one of the wings of the "gate" is directed by the
spring.
When two carriages are forced together the backs of the hooks push the wings of
the "gate" backward until the fronts of the hooks pass each other and are forced
together by their mainsprings I, and, the "gates" are then closed or returned to

page_text: their position by the action of the spiral springs round them, and the coupling is
then complete, and the "gates" will prevent accidental uncoupling.
In order to uncouple the carriages the "gates" are drawn back or open by cords
or chains fastened to their inner wings, and passing over their outer wings and
round windlasses or drums, or by levers actuated by the hand of the guard or
attendant, and the hooks can then be drawn back by chains or levers, and the
disconnection or uncoupling of the carriages can be completed.
Where I use a fixed abutment or "bar" instead of the arrangement just
described, I use it in combination with the hook, and I make it reach from the
lower side of the frame of the carriage to which it is attached as far down as the
lower side of the hook, but on account of its immoveability. it is necessarily placed
so far from the hook as to enable the uncoupling to be done only by moving both
hooks back, that is to say, the distance from the "bar" to the look, when the
carriages are coupled together, must be equal to three-fourths of the face line of the
hook. This face line being four inches long, the distance is three inches, to which
must be added the width of the shank just behind the hook, four inches, the total
distance from the bar to the nearest point at the back of the book being therefore
exactly seven inches, which distance must be carefully kept.
Figure 3 shews in plan the shape of the hooks and the position of the "bars"
upon a larger scale. The line 1-2 is the lateral centre between two carriages con-
nected together according to this Invention, and the line 3-4 is the longitudinal
centre line of a train of carriages running on a straight line, and the dotted line
3-5-6 is the same line with the train running upon a curve. The dotted lino
5-6 is intended to shew the maximum curve (or minimum radius) of the line on
which the train is to run, that is to say, about eight degrees, and to determine the
exact acute angle of the hook face line c, c', I draw that line at right angles with
the dotted line 5-6. The acuteness of the angle of the face line with the dotted
line 3-4 will answer for all curves down to that of 100 feet radius, and is therefore
chosen as the standard acute angle for the hook face c, c, the position of abutment H
of the "bar"E being relied upon to keep the coupling safe on short curves.
In Figure 3, M is the under side of the end of a carriage frame. When two
carriages are coupled together by my improved apparatus, the end frames are shown
four inches apart. The abutting point H is three inches in advance of the trans-
verse centre line 1-2, and opposite the centre of the shoulder line e, which is shewn
six inches long in order to allow that length of longitudinal movement of the hook.
The shank at s is shewn four inches thick, and the head B ten inches long, so as to
pass well under the opposite carriage, preventing uncoupling by vertical movements,
and holding up the opposite carriage in case it has broken a wheel or axle. The
outer point J is placed in the centre of the opening between the point of the opposite
hook and the line of abutment H' of the "bar" H, and from the point J to the
point C¹ is drawn the line forming the front, and to the point c¹ the shoulder of the
hook, the entire shape of which is thus complete.
The longitudinal position of the abutment bar E is adjusted so that it is
impossible to uncouple the hooks when on a curve except by removing a hook or
"bar."
The acute angle of the face line of the hooks is relied upon to incline them
towards each other under ordinary circumstances, but when the line of draft
exceeds the 8° curve line, which has been allowed as the maximum ordinary deflec-
tion, the advanced position of the "bar" is such as to prevent uncoupling on shorter
curves, and for additional security it is preferred to advance the "bar" even slightly
beyond the position requisite for the purpose.
Lighter carriages may be fitted with lighter apparatus than that above described,
and the coupling apparatus should be arranged at a sufficient distance below the
carriage frames, so that the hooks may be able to rise and fall sufficiently when
the carriages are running over vertical curves or inequalities without becoming
uncoupled.
Where the novel apparatus is fitted to the tender of an engine, it may sometimes be

page_text: advisable, instead of arranging the hook so as to turn upon a centre laterally, as in
the arrangements described, to attach the hook to a frame sliding laterally in guides
or supports attached to the tender.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Edmund Edwards in the Great Seal Patent Office on the 17th
November 1877.
"
EDMUND EDWARDS, of the Firm of Edwards and Co., 40, Southampton Buildings,
Chancery Lane, in the County of Middlesex, Engineers and Patent Agents. IM-
PROVEMENTS IN THE CONSTRUCTION AND ARRANGEMENT OF COUPLINGS FOR RAILWAY
CARRIAGES." A communication from abroad by Ezra Miller, of the City and State
of New York, United States of America.
This Invention relates to apparatus used for coupling together railway carriages
or waggons, and especially to that kind of such coupling apparatus for which I
obtained Her Majesty's Royal Letters Patent, dated August 13th, 1873, and Num-
bered 2689, entitled "Improvements in the Construction and Arrangement of
Platforms, Couplings, and Buffers for Railroad Cars," being a communication from
Ezra Miller, of the City and State of New York, United States of America.
The present Invention has for its objects improved methods of constructing and
arranging such coupling apparatus, by which it is cheaper and more durable, and is
capable of instantaneously compressing together and connecting, railway carriages
with the desired force, and automatically, at the same time, permitting the instan-
taneous disconnection of carriages if required without shutting off steam, the easy
and instant connection and disconnection of carriages in motion, and the automatic
disconnection of any carriage which may have left the rails and upset. Moreover,
by the use of the improved coupling apparatus, all carriages are connected closer
together, and the length of the train is thus reduced, and the apparatus is applicable
to all kinds and forms of carriages and cars.
In order to put the Invention in operation I take ordinary railway carriages, and
I leave the ordinary buffers in their usual position, but I preferably remove the
coupling hooks and screw links, as ordinarily used, and substitute in their place con-
necting looks of the novel form herein-after described, arranged so that when two
carriages are forced together until their buffers are sufficiently compressed, the
connecting hooks lock into each other automatically, making a powerful and
reliable coupling, and retaining the requisite compression of the buffers, all by one
motion, instantly and without manual aid.
The connecting hooks, which may be made of any suitable material (but. pre-
ferably of tough cast iron, as being sufficiently strong and durable, whilst cheaper
than any other) are of the form shewn in the accompanying Drawing and of the
dimensions herein-after given, which however may be varied somewhat to suit
different circumstances.
Figure 1 is a plan from above of a pair of the hooks connected together, shewing
their peculiar shape.
Figure 2 is a side view from inside of one of the hooks.
A A
ara
the chanks of the books of
and
any convenient lanceth
of the

page_text: requisite strength and weight; B, B, are the hooks themselves, c, c, being their faces,
d, d, their fronts, c, e, their shoulders, and f, f, their backs.
The Drawing shews the proportions in which it is preferred to inake the different
parts of the hooks; but these may be somewhat varied to suit varying circumstances,
and as herein-after mentioned.
The hooks are connected at their rear ends to the carriages by tail bolts g, g, each
operating on a spring (preferably a "volute" spring) about equal in resistance to
that of the two buffer springs together, and they are supported in collars or guides
h, h, h. The two hooks are pressed laterally towards each other by springs of any
elastic material, but preferably made of two or three leaves or plates of spring steel
of suitable thickness and width, fixed as shewn at I in Figure 1.
The hooks may be made partly of metal and partly of wood, and the metal may
bo hardened in those parts where there is most friction.
The points of the hooks at j may be slightly rounded, and their faces d and may
be slightly curved, but it is preferred to make them straight, as shewn in the
Drawing. The length of the line e must never be less than six inches (for the
reasons herein-after explained), and the face lines c, c, of the hooks must always
form an acute angle with the centre line of draft of the entire train when travelling
on a curve.
It will be understood that the movements of the hooks B, B, are lateral to couple
and uncouple the carriages, and longitudinal in starting and stopping the train.
In coupling together carriages or waggons fitted with this improved apparatus,
the heads of the hooks meet and wedge cach other back until their fronts pass each
other, when the springs (I, Figure 1) force them together.
In order to prevent the hooks, constructed as described, from becoming separated
or unlocked accidentally, as in travelling round curves, novel forms of support or
abutment are used, which are indispensable to the reliability of the coupling, and
without which the hooks, as described, are of comparatively little value. This abut-
ment is sometimes made moveable, which form, for convenience of description, I will
call a "gate" and it is sometimes made iminoveable, which form I will call a
"bar." The latter form is the more simple, cheap, and durable, but it will not
permit the uncoupling of the hooks at one motion. Both forms of abutment are
alike safe and reliable.
The form of moveable abutment or support, which I call a "gate," is shewn in
Figure 4, and consists of two vertical rectangular plates or wings f, f', connected
together at right angles, or nearly so, and turning at their junction upon a vertical
pivotted bolt or centre e, round which a spiral spring g is arranged, by the action of
which the gate is always pressed in one direction. The vertical pivot e is fixed to
the frame of the carriage, as shewn at e, Figure 3, at the back of the hook, towards
which one of the wings of the gate is directed by the spring.
"
Each of the hooks is provided with a similar arrangement, and when two carriages
are forced together the backs of the hooks push the wings of the " gates" backward
until the fronts of the hooks pass cach other, and the latter are forced together by
their springs I, and the "gates" are then closed and returned to their position
against stops by the spiral springs g, and the coupling is then complete, and the
gates" will prevent accidental uncoupling.
Instead of the spiral springs any other convenient form of springs may be used.
When it is desired to uncouple the carriages the "gates" are opened or drawn
back by cords or chains n fastened to their inner wings, and passing over their
outer wings and round windlasses or drums m, or attached to levers, so that the
"gates
can be opened or drawn back, and the hooks B, B, can then be disengaged
'or separated by means of levers or chains P, P, passing round drums o, o, and the
disconnection or uncoupling of the carriages can then be completed.
"
Where a fixed abutment or "bar" is to be used instead of the arrangement just
described, it is fitted in combination with the hook, and is made to extend from the
lower side of the frame of the carriage to which it is attached, at least as far down

page_text: as the lower edge of the hook, but on account of its immoveability it must necessarily.
be placed so far from the hook as to allow the uncoupling. to be done only by
drawing back both hooks, that is to say, the distance from the "bar" to the hook,
when the carriages are coupled together, must be equal to three-fourths of the face
line of the hook. This face line being four inches long, the distance requisite is
three, inches, to which must be added four inches, the width of the shank just
behind the hook, the total distance from the "bar" to the nearest point at the
back of the hook being therefore seven inches, which distance must be carefully
kept.
In Figure 5 the shape of the hooks and the position of the "bars" are shewn
upon a larger scale... The line 1-2 is the lateral centre between two carriages con-
nected together, and the line 3-4 is the longitudinal centre line of a train of
carriages running on a straight line. The line 3-5-6 is the same line with the
train running upon a curve.
The dotted line 5-6 is intended to shew the deflec-
tion for the maximum ordinary curve of the line on which the train is to run, that
is to say, about eight degrees, and to determine the exact acute angle of the hook
face line c, c¹, I make that line at right angles with the dotted line 5-6. The
acuteness of the angle of the face line with the line 3-4 will answer to keep the
hooks together for all curves down to 100 feet radius, and is therefore chosen as
the standard acute angle for the hook face c, c, the position of the point of
abutment H of the "bar" E being relied on to keep the coupling safe on shorter
curves.
In Figure 5 (which is drawn to scale) M is the under side of the end of a carriage
frame, separated from that of the adjoining carriage by a space of four inches. The
abutting point H of the bar E is three inches in advance of the transverse centre
line 1-2, and is opposite the centre of the shoulder line e, which is made six inches
long in order to allow that length of longitudinal movement of the hook. The shank
at s is shewn four inches thick, and the head B ten inches long, in order to project
well under the adjoining carriage, preventing uncoupling by vertical movements, and
holding up such carriage in the event of a broken wheel or axle. The outer point J
of the hook is placed in the centre of the opening between the point of the opposite
hook and the line H, H', of the abutment point I on the bar E, and from the point
J to the point c¹ is drawn the line forming the front, and from J to the point e¹
the line forming the shoulder of the hook, the entire shape of which is thus
completed.
The longitudinal position of the abutment "bar" E is sufficiently advanced to render
it impossible to uncouple the hooks when on a sharper curve than that allowed by
the ordinary deflection except by removing a hook or bar."
The acute angle of the face of the hooks is relied upon to incline them toward
each other under ordinary circumstances, but when the inclination of the line of
draft exceeds the 8° curve line, which has been allowed as the maximum ordinary
deflection, the advanced position of the "bar" is such as to prevent uncoupling, and
for additional security it is preferred to advance the "bar" even slightly beyond
the position requisite for the purpose.
Lighter carriages may be fitted with lighter apparatus than that above described
and illustrated, and the coupling apparatus should be arranged at a sufficient
distance below the carriage frames; so that the hooks may be able to rise and fall
sufficiently when the carriages are running over vertical curves or inequalities
without becoming uncoupled.
The ordinary hooks may be left upon the carriages, and may be used either with
or without the improved apparatus.
Figure 8 shews a side view, and Figure 0 a front view of this arrangement, in
which A. is the end frame of a carriage. a is a block, and b a support for the hook c.
The abutment bar is shewn at d, and 1-2 is the lateral centre line between two
carriages when coupled together. c is the ordinary coupling hook, and F, F, the
Luffers. G is a block closing as much as possible the space between the end frame A

page_text: and the line 1-2, and forming a stop for a rising hook head of the adjoining
carriage, and carrying the supports and stays of the bar d. A friction plate under
the block G is shewn at H.
Where it is inconvenient to arrange the hook under the frame of a carriage (as in
the case of the tender to a locomotive engine), the arrangement shown in Figure 7
may be used, in which C is the hook sliding in bearings o, o, o, and pressed into its
place by one or more springs.
Having now described the Invention and the manner in which it is to be per-
formed, I claim,―
The form or shape of a hook for the purpose of coupling together railway carriages
or waggons, as herein described and shewn in the Drawing
Also, the wedge shape of the hook head, as and for the purposes described and
shewn in the Drawing.
Also, the acute angled hook face, and the manner of determining the proportions
of the same, as and for the purposes described and shewn in the Drawing.
Also, the abutting "gate," with its pivot bolt, and spring, and rectangular wings
to prevent the hooks from accidentally becoming uncoupled, substantially as described
and shewn in the Drawing.
Also, the abutting "bar" to prevent the hooks from accidentally becoming
uncoupled, substantially as described and shewn in the Drawing.
Also, the arrangement of a sliding hook for engine tenders, substantially as
described and shewn in the Drawing.
Also, the combination of the hook and the "gate" or "bar," substantially as and
for the purposes described and shewn in the Drawing.
Also, the arrangement of the coupling apparatus so as to produce automatically
the desired compression between the carriages when coupled together, substantially
as described and shewn.
Also, the method of extending the head of the coupling hook of one carriage under.
the frame of another carriage, to which it is coupled, so as to prevent accidental
uncoupling, and at the same time to support such last-mentioned carriage should it
be in danger of dropping down from the accidental loss of a wheel or axle, substan-
tially as described and shewn in the Drawing.
In witness whereof, I, the said Edmund Edwards, have hereunto set my hand
and seal, this Sixteenth day of November, in the year of our Lord One
thousand eight hundred and seventy-seven.
EDMUND EDWARDS. (L.S.)