An Improvement in Railway Carriage and Truck Couplings,
Year: 1899

page_text: Date of Application, 5th June, 1899
Complete Specification Left, 5th Mar., 1900-Accepted, 14th Apr., 1900
PROVISIONAL SPECIFICATION.
An Improvement in Railway Carriage and Truck Couplings,
We, CHARLES HENRY WORSNOP, of 6, Carlton. Place, Halifax, in the County
of York, Metal Worker, and RACHEL ROSELLA LOCKWOOD, of Gordon Place,
Robert town, Liversedge, in the County of York, Sweet Manufacturer, do hereby
declare the nature of this invention to be as follows:-
:-
This invention relates to a new system of fastening railway trucks together,
whereby a whole train can be connected or the reverse by one man and an
engine, without the person acting as shunter being obliged to pass between the
ends of the respective trucks.
When this invention is in use, one man can arrange the couplings as he
walks from one end of the train to the other, so that by backing the engine
to the train the whole or part of the trucks are fastened or unfastened, according
to the desire of the person operating, without danger to life and limb.
A great advantage gained by our system over all previous systems is that
the chain in present use on railway trucks is used: so that the curves in the
rails need not be considered, as they must be in the case of rigid couplings:
and, moreover, the cost of fixing is very small in comparison to any, other
system.
For the better comprehension of our invention, we enclose herewith a sheet
of drawings, on which
Figure 1 shows the elevation of the end of a truck with part of the coupling
arrangement attached. A is a shaft which runs from side to side of the truck.
BB are brackets holding the shaft firm, and fixed near the centre of the truck.
CC are shafting carriages fixed on the buffers, which form the main support:
1) is a lever fixed to the end of the shaft A, by which the said shaft A. can be
turned round by a man who stands by the side of the truck. E E are cog
wheels, on each of which work two toothed racks, one passing through each of
the holes F.
Figure 2 is a plan of the whole coupling arrangement. G is a small buffer,
a continuation of one of the toothed racks, of which there is one both above
and below the cog wheel E. passing through the hole F. G is hinged in the
middle thus either the top or the bottom buffer can be turned back when the
truck is pushed against one of these buffers, the rack works on the cog wheel,
which, if the top buffer is working, raises the shaft so as to lift the two
arms H but if the bottom buffer is working, the shaft, will be turned so as to
lower the said, arms H.
Two bands I are stretched across from arm to arm H, between which bands
the chain J is held: thus when a man walks from one end of the train to the
other and places the top buffer in position, the engine is then backed and all
the coupling chains are lifted up on walking back the man puts the lower
buffer in position, the engine is again backed, and all the chains come down
onto the hook on the opposite truck, and the train is attached from end to end.
177

page_text: The lever D is provided so that the chain can be hooked or unhooked when
necessary without the aid of the engine.
Figure 3 shows a section of the arm H, fixed into a cylinder or tube K in
which is fitted a helical spring and at the end of the arin H is a small wheel L.
This arrangement is provided so that if the buffers of the trucks are together
not as long as the arm H, the small wheel will act as a buffer, and the spring
will allow the chain to be adjusted to the proper length to reach the hook. The
shaft A passes through the hole M, thus securing and supporting the tube K.
Figure 4 shows the side elevation of the buffers G.
Figure 5 shows the side elevation of the arm, H, cylinder, K, and coupling
chain, J.
Figure 6 shows a sectional elevation of the buffer arrangement G.
Having now particularly described and ascertained the nature of our said
invention, we declare that what we claim is:--
1st. The general arrangements of the whole system of railway carriage or
truck coupling as described.
2nd. A shaft running from side to side of the truck, with a lever fixed at
each end.
3rd. Two small buffers, with a rack at one end and a hinge in the middle,
working on a cog wheel which is fixed on the above mentioned shaft.
4th. Two arms fixed in cylinders or tubes which are attached to the aforesaid
shaft, being regulated by means of two springs; the whole being made capable
of carrying the chain which links the trucks together.
Dated this First day of June, One thousand eight hundred and ninety-nine.
An Improvement in Railway Carriage and Truck Couplings.
We, CHARLES HENRY WORSNxor, of 6, Carlton Place, Halifax, in the County
of York, Lamp Manufacturer, and RACHEL ROSELLA LOCKWOOD, of Gordon
Place, Roberttown, Liversedge, in the County of York, Sweet 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:-
This invention relates to a new system of fastening railway trucks together,
whereby a whole train can be connected or the reverse by one man and an
engine, without the person acting as shunter being obliged to pass between the
ends of the respective trucks.
When this invention is in use, one man can arrange the couplings as he
walks from one end of the train to the other, so that by backing the engine
to the train the whole or part of the trucks are fastened or unfastened, according
to the desire of the person operating, without danger to life and limb.
A great advantage gained by our system over all previous systems is that
the chain in present use on railway trucks is used: so that the curves in the
rails need not be considered, as they must be in the case of rigid couplings:
and moreover the cost of fixing is very small in comparison with any other
system.
For the better comprehension of the invention we refer to the sheet of draw-
ings which was lodged with the Provisional Specification, on which

page_text: Figure 1 shows the elevation of the end of a truck with part of the coupling
arrangement attached.
A is a shaft which runs from side to side of the truck.
BB are brackets holding the shaft firm, and fixed near to the centre of
the truck.
CC are shafting carriages fixed on the buffers, which form the main support.
D is a lever fixed to the end of the shaft, by which the said shaft can be
turned round by a man who stands by the side of the truck.
EE are cog wheels on each of which work two toothed racks, one passing
through each of the holes F F.
Figure 2 is a plan of the whole coupling arrangement. G is a buffer, a con-
tinuation of one of the toothed racks, of which there is one both above and below
the cog wheel E, passing through the hole F.
Gis hinged in the middle: thus either the top or the bottom buffer can bo
turned back: when the train is pushed against one of these buffers the rack
works on the cog-wheel, which, if the top buffer is working, turns the shaft so
as to lift the two arms H: but if the bottom buffer is working, the shaft will
be turned so as to lower the said armis H.
Two bands I are stretched across from arm to arm, H, between which bands
the chain J is held thus when a man walks from one end of the train to the
other and puts the top buffer in position, the engine then backed and all
the coupling chains are lifted up on walking back the man puts the under
buffer in position: the engine is again backed, and all the chains come down
onto the hook on the opposite truck, and the train is attached from end to end.
The lever exists in order that the chain can be taken off or put on when
necessary without the aid of the engine.
Figure 3 shows a section of the arm H fixed into a cylinder or tube K in
which is fitted a helical spring: and at the end of the arm H is a small wheel L.
This arrangement is provided so that if the buffers of the trucks
are together not as long as the arm H, the small wheel will allow the chain to
be adjusted to the proper length to reach the hook.
The shaft A passes through the hole M, thus securing and supporting the
tube K.
Figure 4 shows the elevation of the buffers G.
Figure 5 shows the elevation of the arm H, cylinder K, and chain J.
Figure 6 shows a sectional elevation of the buffer arrangement G.
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 :-
1. The general arrangements of the whole system of railway carriage or truck
coupling, substantially as set forth and for the purpose described.
2. A shaft running from side to side of the truck, with a lever fixed at each
end of the said shaft.
3. Two small buffers, having a rack at one end and a hinge in the middle,
both working respectively on a cog wheel which is fixed to the afore-mentioned
shaft.
4. Two arms fixed in cylinders or tubes which are attached to the aforesaid
shaft, being regulated by means of two springs; the whole being made capable
of carrying the chain which links the trucks together.
Dated this Third day of March 1900.
C. H. WORSNOP.
R. R. LOCKWOOD,