IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING RAILWAY CARRIAGES LOCOMOTIVES AND VEHICLES
Year: 1883

page_text: LETTERS PATENT to John Richardson and Charles Greenwood both of
Harrogate in the County of York for an Invention of " IMPROVEMENTS IN
PROVISIONAL SPECIFICATION left by the said John Richardson and
Charles Greenwood at the Office of the Commissioners of Patents on the
27th February 1883.
JOHN RICHARDSON and CHARLES GREENWOOD both of Harrogate in the County
of York "IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING
RAILWAY CARRIAGES LOCOMOTIVES AND VEHICLES."
This Invention has for its object improvements in apparatus for coupling and
uncoupling Railway carriages vehicles and locomotive engines to form trains.
For this purpose we arrange at each end of each carriage, vehicle, or engine a
draw bar, fixed in the customary manner, (but in place. of the usual hook and links
on the outer end of the draw bar) we forge a solid head upon the draw bar
through which is a perforation or hole (horizontal and transverse) fitted with a
loose pin, or axis, which pin connects with the draw bar head two separate parts
namely, a book, and an eye or shackle link, the stem of the hook is forked, and
perforated and so it embraces the head of the draw bar. The eye is approximately
of a form but spread out at the ends which are perforated and so embrace both
the draw bar head and also the forked end of hook. The pin or axis passes through
both the hook eye and the draw bar head The hook can hang freely from the
axis pin but the eye has shoulders upon it, which come against the face plate of the
sole beam through which the draw bar is fixed The movement of the eye is thus
limited it cannot fall lower than the horizontal position, and it cannot be lifted so
far that it will not fall back by its own weight when left free. Being above the
hook; the eye serves as a stop limiting the upward movement of the hook, and also
as a weight tending to cause the hook to fall when, (being raised) it is left free.
The eyes at the front parts where they are liable to come into contact with each
DR1

page_text: other are bevilled as a wedge in shape to ensure that when they meet one shall rise,
over the other to prevent damage from concussion
In the operation of coupling it is necessary to lift the hook at the end of one of
the carriages or wagons, to be coupled in order that its end which is turned down
may pass over the front of the eye on the opposite vehicle intended to be coupled
and then be permitted to drop down into it.
To effect this a transverse horizontal axis is provided it is carried in its bearings
on the underside of the frame there is such an axis at each end of the vehicle.
At either. end of this axis is provided a handle by which it can be turned This
axis is also capable of moving longitudinally through its bearings for a short
distance and by this means the handle at the one end can be brought to lay upon
either one or other of two shelves provided to receive it upon the outside frame of
the carriage or vehicle The operation may be performed at whichever end of this
transverse shaft the operator may happen to stand Whilst the handle is on the
shelf the axis is held stationary and it can be so held in one or other of two
positions. By moving the axis endwise it can at pleasure be drawn free from the
shelves and then may be turned by hand to operate the hook as hereinafter
described
This transverse axis has a mechanical arm upon it near the centre this is forked
at the end and in the fork a bar or fore arm is held suspended by a horizontal
pin passing through both thus forming an elbow joint The hole for this pin
through the fore arin is elongated or slotted to allow greater freedom of movement
in the elbow joint
When the axis is free the handle being withdrawn from the shelves, the upper
arm is brought by the weight of the parts to an almost vertical position beneath
the axis The forearm now hangs balanced nearly horizontal and the pin (which
forms the elbow joint and connects these two parts or arms) is at the upper end of
the slot hole In this position the hind part of the forearm slightly preponderates
in weight and it rests upon a second pin which is inserted through the forked
upper arm below the elbow joint and it serves as a support,
To raise the hook the axis or shoulder joint is turned by means of the handle
and this brings the hand of the forearm to abut upon the stem of the hook on
the underside a further movement of the axis raises the hook
The hook can be retained in this position by placing the handle upon the front
shelf or when it has been brought over the eye of the opposite carriage or
vehicle the hook may be allowed to descend and so engage with the eye By like
means the hook may be lifted from the eye to uncouple the vehicles
When the apparatus is put out of use for travelling the axis is turned so as to
direct the arm inwards under the carriage frame in such a position that it will not
oscillate when the train is in movement The slot hole in the elbow joint of
forearm allows it to balance automatically in this position when the handle is at
rest upon the back shelf.-In passenger carriages in which it is necessary to tighten
the couplings the draw bar is made in two parts and we provide within the bed
frame of the carriage a right and left hand screw and swivel nuts connecting these
parts The draw bar which as already described carries the coupler is arranged to
slide through the sole beam of the carriage frame and has as its outer end at the
back of its forged head a flanged stop or shoulder plate upon it for the eye stops
to abut upon when the draw bar is slackened out by the screw and also a fast pin
through the draw bar behind the sole beam prevents its being moved out too far
This draw bar is made in pieces and is connected by two swivel nuts and a right and
left handed screw.
The stem of the double screw passes through the centre of a toothed wheel and
is free to slide through it-a slotted groove in the stem of the screw receives a
feather in the boss of the wheel so that the screw rotates with the wheel which is
carried on a frame, and gears with another similar wheel upon a transverse shaft
or axis also carried in bearings on the underframe of the carriage and extending

page_text: across to either side This cross shaft has hand wheels at both ends either of
which is turned to tighten or slacken the screw at will The inner end of this
draw bar is fixed in the usual way to the draw spring.
By turning this double screw the two parts of the draw bar are drawn together
and a close coupling of the carriages is effected-whilst strain upon the draw bar
is relieved by the spring in ordinary manner.
The various parts of the coupling may be made in duplicate and so become
interchangeable in case of breakage and the draw bars may be made duplex in
form by forging them in two equal parts longitudinally placed side by side and so
divide the strain or provide against a flaw in the iron or imperfect welding.
Automatic coupling is here dispensed with-by preference-an attendant performs
the operation of "coupling and uncoupling tightening or slackening the couplings
from either side of a train, in safety being clear from the buffers or rails

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Richardson and Charles Greenwood in the Great Seal Patent
Office on the 25th August 1883.
JOHN RICHARDSON and CHARLES GREENWOOD both of Harrogate in the
County of York "IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING
RAILWAY CARRIAGES LOCOMOTIVES AND VEHICLES
"
This Invention has for its object improvements in apparatus for coupling and
uncoupling railway carriages vehicles and locomotive engines to form trains.
For this purpose we arrange at each end of each carriage vehicle or engine a
draw bar fixed in the customary manner (but in place of the usual hook and links
on the outer end of the draw bar) we forge a solid head upon the draw bar through
which is a perforation or hole (horizontal and transverse) fitted with a loose pin or
axis which pin connects with the draw bar head two separate parts namely a hook
and an eye or shackle link. The stem of the hook is forked and perforated and so
it embraces the head of the draw bar. The eye is approximately of a U form but
spread out at the ends which are perforated and so embrace both the draw bar
head and also the forked end of hook. The pin or axis passes through both the
hook, eye, and draw-bar head. The hook can hang freely from the axis pin but
the eye has shoulders upon it which come against the face plate of the sole beam
through which the draw bar is fixed. The movement of the eye is thus limited, it
cannot fall lower than the horizontal position and it cannot be lifted so far that it
will not fall back by its own weight when left free. Being above the hook, the
eye serves as a stop limiting the upward movement of the hook and also as a
weight tending to cause the hook to fall when (being raised) it is left free.
The eyes at the front parts where they are liable to come into contact with each
other are bevilled as a wedge in shape to ensure that where they meet one shall
rise over the other to prevent damage from concussion.
In the operation of coupling it is necessary to lift the hook at the end of one of
the carriages or wagons to be coupled in order that its end which is turned down
may pass over the front of the eye on the opposite vehicle intended to be coupled
and then be permitted to drop down into it.
To effect this a transverse horizontal axis is provided it is carried in its bearings
on the underside of the frame; there is such an axis at each end of the vehicle.
At either end of this axis is provided a handle by which it can be turned. This
axis is also capable of moving longitudinally through its bearings for a short
distance and by this means the handle at one end can be brought to lay upon
either one or other of two shelves provided to receive it upon the outside frame of
the carriage or vehicle. The operation may be performed at whichever end of this
transverse shaft the operator may happen to stand. Whilst the handle is on the
shelf the axis is held stationary and it can be so held in one or other of two
positions. By moving the axis end wise it can at pleasure be drawn free from the
shelves and then may be turned by hand to operate the hook as hereinafter
described.
This transverse axis has a mechanical arm upon it near the centre this is forked
at the elbow end, and in the fork a bar or fore arm is held suspended by a
horizontal pin passing through both thus forming an elbow joint. The hole for
this pin through the fore arm is elongated or slotted to allow greater freedom of
movement in the elbow joint.
When the axis is free the handle being withdrawn from the shelves the upper

page_text: arm is brought by the weight of the parts to an almost vertical position beneath
the axis. The forearm now hangs balanced nearly horizontal, and the pin (which
forms the elbow joint and connects these two parts or arms) is at the upper end of
the slot hole. In this position the hind part of the fore arm slightly preponderates
in weight and it rests upon a second pin which is inserted through the forked upper
arm below the elbow joint and it serves as a support.
To raise the hook the axis or shoulder joint is turned by means of the bandle
and this brings the hand of the forearm to abut upon the stem of the hook on the
under side a further movement of the axis raises the hook.
The hook can be retained in this position by placing the handle upon the front
shelf or when it has been brought over the eye of the opposite carriage or vehicle,
the hook may be allowed to descend and so engage with the eye. By like means
the hook may be lifted from the eye to uncouple the vehicles.
When the apparatus is put out of use for travelling the axis is turned so as to
direct the arm inwards under the carriage frame in such a position that it will not
oscillate when the train is in movement. The slot hole in the elbow joint of fore
arm allows it to balance automatically in this position when the handle is at rest
upon the back shelf.
"
J.
In passenger carriages in which it is necessary to tighten the couplings the draw
bar is made in two parts and we provide within the bed frame of the carriage a
right and left hand screw and swivel nuts connecting these parts. The draw bar
which as already described carries the coupler is arranged to slide through the sole
beam of the carriage frame and has at its outer end at the back of its forged head
a flanged stop or shoulder plate upon it for the eye stops to abut upon when the
draw bar is slackened out by the screw and also a fast pin through the draw bar
behind the sole beam prevents its being moved out too far. This draw bar is
made in pieces and is connected by two swivel nuts and a right and left handed
screw.
The stem of the double screw passes through the centre of a toothed wheel and
is free to slide through it. A slotted groove in the stem of the screw receives n
feather in the boss of the wheel so that the screw rotates with the wheel which is
carried on a frame and gears with another similar wheel upon a transverse shaft
or axis also carried in bearings on the under frame of the carriage and extending
across to either side. This cross shaft has a hand wheel at each end either of
which is turned to tighten or slacken the screw at will. The inner end of this
draw bar is fixed in the usual way to the draw spring.
By turning this double screw the two parts of the draw bar are drawn together
and a close coupling of the carriages is effected whilst strain upon the draw bar is
relieved by the spring in ordinary manner.
The various parts of the coupling may be made in duplicate and so become
interchangeable in case of breakage-and the draw bars may be made duplex in
form by forging them in two equal parts longitudinally placed side by side
and so divide the strain or provide against a flaw in the iron or imperfect
welding.
Automatic coupling is here dispensed with-by preference an attendant
performs the operation of coupling and uncoupling tightening or slackening
the couplings from either side of a train in safety being clear from the buffers
ör rails.
In order that our said invention may be most fully understood and readily
carried into effect we will proceed to describe the Drawings hereunto annexed..

page_text: Figures 3. 4 and 5 are elevations in which some of the parts are represented in
other positions.
'
a is the head of the draw bar, b is the draw hook, its stem is forked and it
embraces the head of the draw bar. c is the eye, it is of U form and the ends
receive between them the forked end of the hook b. d is a pin connecting the
parts a. b. and c. The eye upon one carriage receives the draw hook of
another and the eyes are bevilled in front as is shown to ensure that when
the carriages come together with the eyes projecting one shall ride over the
other.
a¹ is a flange upon the draw bar by which the eye c is prevented from falling
lower than the position in which it is represented on the carriage to the left of
Figure 1 it also prevents the eye rising too high. For trucks which do not have
tightening screws the flange a is not used but the stops of the eye rest against a
plate upon the frame of the wagon.
e is a transverse horizontal axis carried in bearings beneath the bed frame of the
carriage or wagon and capable of sliding end wise in these bearings a short
distance. ff. are handles; there is a handle fat each end of the axis e and for
one of these handles shelves g. g. are provided. In Figure 1 the handles are seen
resting on the back shelf; this is the position they occupy whilst travelling. his
an arm fixed upon the axis e, near the centre it is forked and carries in the fork
the weighted bar or fore arm 2. The part i is slotted as shewn and a pin h¹ fixed
in the arm h passes through the slot. h is another pin passing through the forked
part of the arm h, it serves to limit the play of the fore arm i. Figure 3
represents the position which these parts assume when the axis e is moved end wise
free of the shelves and left loose. Figure 4 shows the position assumed when, the
coupling being loose, the handle is drawn forward for the purpose of uncoupling
carriages or vehicles by lifting the hook of the one out of the eye of the other.
Figure 5 shows the position when the handle is placed upon the front shelf;
this is the position when one carriage approaches another for the purpose of being
coupled.
In Figures 1 and 2 is represented the tightening gear which we employ when
close coupling is required. The stem of the draw bar is in two parts a*. a*. and
each part is fixed to a screw nut. a². a. are these nuts. k is a right and left hand
screw working through the nuts a³. a². 1 is a wheel mounted upon the screw k; a
groove in the screw and a key or feather on the wheel entering the groove compel
the screw and wheel to turn together. The wheel has inclined teeth upon it and
these engage with the similar teeth of another wheel m placed beneath. The
wheel m is fast upon a transverse horizontal axis n carried in bearings beneath the
frame and having a hand wheel n' upon it at either end.
By the combination of a hook or latch and an eye or link arranged in the
manner hereinbefore described upon an axis attached to the draw bars of the
vehicles and by means of a transverse shaft and mechanical arm, the vehicles may
be coupled or uncoupled by an attendant on either side of the train without its
being necessary for the attendant to go between the buffers of the vehicles or to
cross the railway in danger and the coupling and uncoupling is as easily performed
by night as in daylight in storms of wind, rain, frost or snow, as in the
sunshine, and is well adapted for fly or prop-shunting, thus saving time danger or
life.
The present invention is a material improvement on the invention described in
the specification of a former Patent granted to us N° 1110 in the year 1867. The
number and complication of parts is reduced, the construction is strengthened and
is so made that it may easily be renewed or replaced when required, it is less liable
to damage or breakage, is more direct in its action, and gives a more secure coupling
at a greatly reduced cost.
Having thus described the nature of our said invention and the manner of

page_text: performing the same we would have it understood that we claim our apparatus
substantially as herein described for coupling and uncoupling railway carriages
locomotives and vehicles.
In witness whereof we the said John Richardson, and Charles Greenwood
have hereunto set our hands and seals this twenty fourth day of August in
the year of our Lord One thousand eight hundred and eighty three.
RICHARDSON (L.B.)
CHAS GREENWOOD.
(L.S.)