Improvements in Automatic Couplings for Railway Coaches, Trucks, Wagons, and like Vehicles.
Year: 1892

page_text: COMPLETE SPECIFICATION.
Improvements in Automatic Couplings for Railway Coaches, Trucks,
Wagons, and like Vehicles.
I, CHARLES AUGUSTUS POOLEY, Attorney-at-Law, of No. 24 West Seneca
Street, in the City of Buffalo, County of Erie and State of New York, United
States of America, do hereby declare the nature of the said invention 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 that class of automatic couplings for railway coaches,
"vertical-
trucks, wagons, cars, and like vehicles which are commonly known as
plane couplers." These vertical-plane couplers are the standard couplers in the
United States of America, having been adopted by the "Master Car Builders'
Association" of the United States. Among the advantages possessed by this class
of vertical-plane couplers are that the coupling devices at the two ends of the coach
or other vehicle are identical; that they couple automatically; that they couple
equally well when the coaches are on a curve as when on a straight track; that
they couple the coaches closely together, so that there is a minimum movement
between the coaches; that two adjacent coaches can be coupled effectively when
one is loaded heavily and the other unloaded, and that they can couple with the
old-style link-and-pin conplers.
A vertical-plane coupler involves, as the essential features of its construction, the
draw-head which is connected with the coach, a horizontally swinging coupling
jaw pivoted to the draw-head, which interlocks with the corresponding coupling
jaw on an adjacent coach; a lock (which in the preferred construction is a hori-
zontally swinging lock) which engages the horizontally swinging coupling jaw and
locks the same, and a handling device for operating the lock.
Now, in couplers of this character it is not only essential that the lock shall
automatically engage with and lock the coupling jaw, and thus effect the coupling,
but also that the coupling jaw and the lock when uncoupled shall respectively
occupy proper positions in readiness for coupling. Heretofore numerous construc-
tions and expedients have been devised for these purposes. Among these may be
mentioned springs and cam inclines coöperating with the coupling jaw, which
throw the coupling jaw open and maintain it in an open position when the jaw is
uncoupled; and similar devices have been devised for maintaining the lock in its
proper position for engaging with and locking the coupling jaw when the coupling
is effected, and for causing said lock to automatically engage and lock the coupling
jaw when the coaches are to be coupled. The jaw and lock have also been mounted
on inclined pivots, to ensure their occupying the proper positions, and, again,
mechanisms intermediate between the jaw and lock been employed so that
they act on each other, to effect the desired purpose; but numerous objections to
all of these prior devices have been found to exist. Some involve weakening the
construction of the coupler, so that it is unfit to withstand the violent shocks to
which it is subject; others are uncertain in their action; others involve the use of
additional moving parts, and still others involve difficultly made and impracticable
constructions of the draw-head.
Now, in accordance with the first portion of the improvements constituting the
present invention, a wholly automatic coupler is provided, in which there are no
moving parts on the draw-head, except the coupling jaw and lock and means for
swinging the lock open, in which the coupling jaw is of usual construction and in
which the desired operations are effected solely by reason of the novel construction
of the lock. The construction of the lock is such that when it is manipulated for
the purpose of uncoupling it acts directly upon the coupling jaw to throw the same

page_text: open, so that the jaw may be in readiness for future coupling; and when the jaw
swings inwardly again, in the act of coupling, it impinges directly upon the lock,
whereby the lock is caused to engage with and lock the jaw.
The second portion of the improvements constituting the present invention con-
sists in a particular means for taking off the strain upon the pivot pin or pivots of
the swinging lock. The swinging lock is subject to heavy strain only when it is
locked with the coupling jaw, and consequently it is only when in this position
that any such relieving means are necessary. Accordingly, the present invention
includes suitably disposed bearing surfaces on the shell or casing of the draw-head,
which coöperate with the swinging lock when the latter is locked with the coup-
ling jaw.
The improvements are illustrated in the accompanying drawings, wherein
Fig. I is a perspective view of the improved coupler.
Fig. 2 is a horizontal section of a draw-head, showing the jaw and lock in coupled
position.
Fig. 3 is a similar section showing the jaw and lock in a different position, the
position shown being that which the parts occupy, both when about to couple and
when in the act of uncoupling.
Fig. 4 is a vertical section of the draw-head.
Fig. 5 is a detail view of a bearing employed for the lock.
A is the chambered draw-head, and B is the horizontally swinging coupling jaw,
pivoted to the draw-head at a and having the coupling arm band locking arm c.
as is usual in vertical-plane couplers. The lines of the draw-head and coupling jaw
as shown are the standard lines prescribed by the Master Car Builders' Association
of the United States of America.
C is the lock for locking the coupling jaw in its coupled position. This lock C is
located within the chambered draw-head, and is pivoted therein by means of vertical
pin d, so as to swing in a horizontal plane. This lock is formed with two arms, e
and f, extending on opposite sides of the axis of the lock, so that the lock is
essentially a lever. Both of these two arms, e and f, extend forward of the axis of
the lock, so that a space or recess, g, in front of said axis is formed between them.
The outer arme of the lock constitutes a retaining arm which coöperates with the
locking arm c of the coupling jaw, while the inner arm f is located at all times in
the rear of and in the path of the locking arm c of the coupling jaw and constitutes
an operating arm.
Several features in the construction and arrangement of the swinging lock C are
to be noted. The body portion of the lock between the two arms ef is always out
of the path of the locking arm c of the coupling jaw, and the pivot pin d of the lock
is on the same side of the draw-head as the pivot pin a of the coupling jaw. The
inner locking face i of the retaining arm e of the lock is concentric with the axis ou
which the lock turns, and the free end of the locking arm c of the coupling jaw is
formed with a curved locking face m, which conforms to the locking face i.of.the
retaining arm of the lock.
The action of the parts is as follows: When, in the act of coupling, the coupling
arm c of the coupling jaw swings into the chamber of the draw-head it encounters
one of the two arins e orf of the lock. If the lock then happens to occupy the
position shown in Fig. 2 the rear curved face n of the locking arm c of the coupling
jaw would encounter the outer curved face o of the retaining arme of the lock, these
two curved faces being so shaped (as shown) that on encountering each other the
lock would be swung backwardly on its axis to the open position shown in Fig. 3.
The locking arm c would then move past the retaining arm e into the recess g
between the two arms e and f of the lock. The further inward movement of the
locking arm c causes it to encounter the operating arm of the lock and thus to
swing the retaining arm e of the lock forward and in front of the free end of the
locking arm c, as shown in Fig. 2. When a strain is brought upon the coupling jaw
(as when the train of coaches is started) the outer curved face m of the locking
arm c of the coupling jaw is brought into contact with the inner curved face i of the

page_text: retaining arme of the lock, so that the coupling jaw is thus locked and held from
uncoupling. When the coupling jaw is thus in its locked position the curved face m
of its locking arm e is concentric with the axis of the lock C, and consequently
parallel with the curved locking face of the retaining arni e of the lock. Hence
it follows that when the coupling jaw is locked, there is no force exerted tending
to swing the lock C on its axis, and there is therefore no danger of accidental
uncoupling. Another feature of the construction assists in preventing accidental
uncoupling. Owing to the general U shape of the lock, the axis on which the lock
turns is brought as closely as possible to the path of the free end of the locking
arm c, so that when the jaw and lock are interlocked the path of the free end of the
locking arm intersects a radial line drawn from the axis of the lock to the locking
face i of the retaining arm e at a very acute angle, and is almost perpendicular to
the locking face i of the lock.
When it is desired to uncouple, the lock is by suitable means rotated on its axis
so as to swing the retaining arm e backwardly. The distance between the two
arms e and f is such and the proportions of the lock and coupling jaw are such (as
shown) that as soon as the retaining arme of the lock is wholly out of the path of
the locking arm c of the coupling jaw, the operating arm f of the lock strikes the
rear of the coupling arm 6, thereby rotating the jaw on its axis and swinging it
forward into its open position, where it is in readiness for coupling purposes. The
proper open position of the coupling jaw is indicated in dotted lines in Fig. 3. The
backward rotation of the lock C may be effected by any convenient handling device,
such as by a chain, D, attached to the lock C, and passing out through an aperture, p,
in the top of the draw-head, as shown in Figs. 1 and 4. Since the lock is also
rotated backward when the face n of the coupling jaw encounters the face o of the
lock, it is necessary that the means for swinging or rotating the lock open should be
means other than the coupling jaw itself. A single movement of the lock thus
suffices to uncouple and release the coupling jaw and to swing the coupling jaw
outwardly into proper position for recoupling. Since the coacting locking faces i
and m of the lock and jaw respectively are parallel with each other (when said lock
and jaw are coupled) and concentric with the axis of the lock, there is a minimum
resistance to be overcome in uncoupling.
Not only is automatic coupling and uncoupling thus effected, but there is never
any necessity for a train-hand to pass between two adjacent coaches to prepare the
same for coupling. It frequently happens that when two coaches approach each
other to be coupled both approaching coupling jaws are locked. In such a case the
train-hand has only to operate the handling device (in the illustrated construction,
to pull the chain D) and the operating arm of the lock strikes the coupling jaw
and swings it open into readiness for coupling. The coupling jaw is thus swung
open positively and with certainty.
In order to facilitate the swinging movement of the lock, it may ride on a bottom
incline, E, formed within the draw-head beneath the lock, the function and operation
of this incline being the same as that of the inclines which have long been used
beneath the locking devices in vertical-plane couplers. This incline is not a
necessary feature, but is desirable, since it adds to the positiveness and certainty of
the action of the lock and ensures it engaging the locking arm of the coupling jaw,
as in the remote contingency of the latter swinging so gently as not to strike the
operating arm f.
The essential operative features of this improved coupler thus consist solely of
three movable parts-the coupling jaw, the lock, and the handling device. With
these three parts, the coupler possesses every advantage which is demanded in the
present state of the art in automatic couplers.
The coupler is wholly automatic, and there is never any necessity of a train-hand
passing between the coaches. These advantages are accomplished without
sacrificing any of the usual features of vertical-plane couplers patterned on the lines
adopted by the Master Car Builders' Association of the United States of America.
These functions and capabilities are not new in couplers, but they have hitherto

page_text: been effected only through the employment of additional moving parts or by special
constructions of the draw-head coupling jaw and lock, which either are uncertain
and unreliable in action or involve fatal structural weakness.
In order that the jaw and lock may operate properly within determined limits,
suitable stops on the draw-head are provided. Ribs within the draw-head limit
the inward swinging of the coupling arm c of the coupling jaw, permitting it, how-
ever, to swing inwardly far enough to encounter the operating arm f of the lock
and to thereby swing the retaining arm e to its locking position. Likewise the
inward swinging of the lock is limited by a rib, s, within the draw-head, and its
outward swinging is limited by a rib or flange, t, within the draw-head, the lock
being formed with a nose, v, coöperating therewith. The rib or flange t also con-
stitutes a bearing for taking off the strain from the pivot pin d of the lock. To
further assist in taking off the strain from the pivot pin d of the lock, the lock is
formed on its upper side with a boss, u, surrounding the pivot pin, and this boss
rests against a semi-circular bearing, 20, carried by a rib, y, formed within the draw-
head. The pivot pin being thus relieved of strain, the lock always swings freely
thereon. These described means for taking off the strain from the pin d constitute
the second portion of the present invention.
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―
1. In a vertical-plane coupler, the draw-head A and coupling jaw B, having
coupling arm band locking arm c, in combination with the swinging lock C, having
retaining arme and operating arm, and means other than said coupling jaw for
swinging said lock open, substantially as set forth.
2. In a vertical-plane coupler having a draw-head and a horizontally swinging
coupling jaw, a swinging lock, and mears other than said coupling jaw for swinging
said lock open, constituting with said coupling jaw the sole movable and operative
parts of the coupler, said lock having an operating arm constituting a part thereof,
said operating arm coöperating with said coupling jaw and acting both to cause
the lock to engage with and lock the coupling jaw and to swing open the coupling
jaw, substantially as set forth.
3. In a vertical-plane coupler, the draw-head and the horizontally swinging
coupling jaw having coupling arm, and locking arm, in combination with the
horizontally swinging lock within said draw-head, said lock having two forwardly
projecting arms on opposite sides of the axis of said lock, the rear one of said arms
being always located behind and in the path of the locking arm of said coupling
jaw, thereby constituting an operating arm, and the other and forward one of said
arms being adapted to swing in front of said locking arm of said coupling jaw,
thereby constituting a retaining arm therefor, and means other than said coupling,
jaw for swinging said lock open, substantially as set forth.
4. In a vertical-plane coupler, the draw-head and the swinging coupling jaw
having coupling arm and locking arm, in combination with the swinging lock
journalled on the same side of the draw-head as the said coupling jaw, said lock
having a retaining arm and an operating arm, said retaining arm having its inner
locking face concentric with the axis of the lock, and the coupling arm of said
coupling jaw having its locking face curved to fit said concentric locking face of
said retaining arm, and means other than said coupling jaw for swinging said lock
open, substantially as set forth.
5. In a vertical-plane coupler, a draw-head and a horizontally swinging coupling
jaw journalled at one side of said draw-head, said coupling jaw having a coupling
arm and a locking arm, in combination with a horizontally swinging lock journalled
within said draw-head on the same side thereof as said coupling jaw, and having a
retaining arm engaging with the free end of said locking arm of said coupling jaw,
the path of the free end of said locking arm of said coupling jaw (when said locking
arm is coupled with said retaining arm) intersecting at an acute angle a radial

page_text: line drawn from the axis of the lock to the locking face of said retaining arm, and
means other than said coupling jaw for swinging said lock open, substantially as
set forth.
6. The draw-head A, having incline E, and the jaw B, having arms h C, in com-
bination with the lock C, having arms ef, and riding on said incline, substantially
as set forth.
7. The draw-head A, having flange or rib t, and the jaw B, having arms bc, in
combination with the lock C, having arms ef, and having nose v, coöperating with
said flange or rib t, substantially as set forth.
8. The draw-head A, having bearing w, and the jaw B, having arms bc, in com-
bination with lock C, having arms e f, pin d, and boss u, coöperating with said
bearing w, substantially as set forth.
9. Automatic couplings for railway coaches, trucks, wagons, cars, and like
vehicles constructed substantially as hereinbefore described and set forth.
Dated this 29th day of March 1892.
NEWNHAM BROWNE,
Agent for the Applicant.