Improvements in Automatically Coupling and Uncoupling Railway Carriages, Waggons, and similar Vehicles.
Year: 1899

page_text: Date of Application, 4th May, 1899
Complete Specification Left, 9th Nov., 1899-Accepted, 17th Feb., 1900
Improvements in Automatically Coupling and Uncoupling Railway
Carriages, Waggons, and similar Vehicles.
We, JOHN DARLING, of 2, Wharton Street, King's Cross Road, London,
Engineer, and JOHN DARLING, Junior, of Gallow flats, Rutherglen, in the County
of Lanark, North Britain, Commercial Traveller, do hereby declare the nature
of this invention to be as follows:-
-
This invention relates to improvements in automatically coupling and uncoup-
ling railway carriages, waggons, and similar vehicles.
In carrying out our invention, in place of the hooks presently in use, we
provide jaws, preferably bell-mouthed, to which there is attached loosely two
links jointed in the centre. At the bottom end of these jaws there is a rod or
bar, on which there is loosely carried one end of a lever-link, the other end
being pivoted to a tail-piece on the shackle.or front link. The object of this
lever-link is to cause the shackle or front link to rise up to or near the level of
the jaws after being uncoupled in order that it may always be in a position
ready for coupling.
On the opposite or other carriage, waggon, or vehicle which is to be coupled,
we provide a cross bar extending the whole breadth of the vehicle and which
passes through holes or openings in the jaws which are similar to those already
described. On the part of this cross-bar, which passes between the two jaws
there is a spring or its equivalent, the function of which will be hereafter
described, and connected with this cross-bar but in front of it there is a pin,
which also passes through holes in the jaws when the coupling has been effected.
This cross-bar is provided on each side with suitable knobs or handles, and a
spiral or other spring is provided to actuate the cross-bar to cause the pin to
pass through the shackle or link.
The modus operandi is as follows: —
When two or more carriages, waggons, or other vehicles are to be coupled
together, they are simply brought in contact with each other when the front
shackle or link from its position passes in between the two jaws and in doing
this it operates the spring or its equivalent on the cross-bar, which by means of
the spiral or other spring causes the cross-bar to make.a lateral movement, and
the pin, being connected with it, moves with it when it passes in between the
iaws and through the opening on the opposite side thereby automatically coun-
ling the vehicles. In uncoupling, the cross-bar is, according to the side of the
vehicle on which the attendant is, either slightly pulled towards him or pushed
from him by means of the handle. when the pin is released from its hold in the
hole or opening in the jaws and the shackle or link falls from between the iaws
when the carriages become automatically uncoupled. As already explained how-
ever, the shackle, through the medium of the lever-link falls into such a

page_text: position that it is always ready for coupling again, the spring or its equivalent
on the cross-bar retaining the cross-bar in this position until another coupling
is effected.
In place of pulling the cross-bar as described, we might so arrange it that, by
simply turning the handle, the same purpose would be served.
We prefer to have both arrangements on each carriage so that any two car-
riages coming together may become automatically coupled... When one is not
required, it lies out of the war.
When the vehicles are not required for coupling, we so arrange the cross-bar
that, by simply giving it a slight turn or movement, the spring or its equivalent
on the cross-bar, becomes released and so locks the apparatus against coupling.
The shackle or front link might be so constructed that it can- turn on a swivel
or such like, so that it will lie in a position whereby it can be utilized for
coupling with an ordinary hook.
D1
2
1
1000
BOTTOMLEY & LIDDLE,
154, St. Vincent Street, Glasgow, Applicants' Patent Agents.
Improvements in Automatically Coupling and Uncoupling Railway
Carriages, Waggons, and similar Vehicles.
We, JOHN DARLING, of 2, Wharton Street,. King's Cross Road, London,
Engineer, and JOHN DARLING, Junior, of Gallowflats, Rutherglen, in the County
of Lanark, North Britain, Commercial Traveller, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be. par:
ticularly described and ascertained in and by the following statement:-
Our invention relates to improvements in automatically coupling and uncoup-
ling railway carriages, waggons, and similar vehicles, and has for its object to
obviate the necessity of going between the vehicles in performing either of
these operations
In order that our invention may be properly understood and readily carried
into effect we have hereunto appended two sheets of drawings, of which,
Figure 1 is a plan partly in section shewing our improvements.
Figure 2 is front elevation.
Figure is a view shewing links coupled with opposite vehicle.
Figure 3 shows link ready for coupling, and in dotted lines shows pawl with-
drawn and link hanging out of position for coupling.
Figure 4 is section through c, d, Figure 2 shewing tongue to ensure link
entering coupling block.
Figure 5 is section through,, Figure 4 with tongue removed.
Figure 6 is plan of a modification of handle.
In carrying out our invention, in place of the hooks presently in use, we pro-
vide two jaws A preferably bell-mouthed to which there is connected loosely, by
means of a rod or bar C the inner ends of two links B, B', while the other or
outer ends of these links B. B, are connected to another bar or rod C¹; provided
with two projecting pieces D and D2 respectively. Fixed to the projecting
piece D of the bar or rod C¹ there is one end of a lever link D. while the other
end of this lever link D is pivoted to the jaws A at D³ Connected to the
other projecting piece D2 of the said bay or rod C¹ there is the shackle or front

page_text: link F. Carried inside this link D; which is in the form of a tube, there is a
spiral spring Q, one end of which is hocked on to a fixed plug 4, while the
lower end is similarly fixed to a movable plug 5. One of the objects of this
spiral spring Q is to enable the plug to move outwards thereby lengthening
the link and thus protecting the shackle against breaking when pushed
beyond its distance inward; and also to give sufficient resistance to shackle E
when pushed against the catch I when coupling. The primary object of the
lever-link D is to cause the shackle or front link F to rise to or near the level
of the jaws A after being uncoupled in order that it may always be in a position
again for coupling, as seen in hard lines Figure 3. To bring the shackle I to the
desired level, we have mounted on the crossbar G a pawl P, which engages with
the link D and by a slight movement of the crossbar G the necessary level is
obtained. In order to lock the link after the required level has been obtained,
the extreme end of the pawl P engages in the notch R made in the lever-
link D, the spring S acting as a cushion.
On the opposite or other carriage, waggon, or vehicle which is to be coupled;
we provide a crossbar G-preferably in the form of a hollow. tube--extending
the whole breadth of the vehicle and which passes through holes or openings H,
(Figure 2) in the jaws A which are similar to those already described. On that
part of the crossbar G which passes between the two jaws A there is a catch I
fixed to one end of a spring I or its equivalent, while the other end of the
spring is connected to the crossbar G as shewn in Figure 1. This spring is
preferably carried inside the crossbar, and its function will be hereafter described.
Connected with this crossbar G, by means of a bracket and which moves with
it horizontally but in front of it-the crossbar-there is a sliding pin which
also passes through holes K in the jaws A when the coupling has been effected,
as will be more fully described hereafter. This crossbar G is provided on each
side with suitable knobs or handles L and a spiral or other spring M, one end
of which is connected to the bracket 2, while the other end is fixed to the
crossbar G at 41, is provided to actuate the crossbar G to cause the pin J to
pass through the shackle or link F; so soon as the catch I is released from the
jaws.
The modus operandi is as follows:-
When two or more carriages, waggons, or other vehicles are to be coupled
together, they are simply brought in contact with each other when the front
shackle or link F from its position passes in between the two jaws A, and in
doing this it pushes the catch I on the spring I in, and allows the spring M to
move the crossbar G laterally and the pin J, being connected with the cross-
har G by means of the bracket I before referred to, moves with it when it-
the pin moves across the jaws A and through the opening K on the opposite
side thereby automatically coupling the vehicles, as shewn in dotted lines in
the lower end of Figure 1 and also in Figure 3. In uncoupling, the crossbar G
is according to the side of the vehicle on which the attendant is, operated by
means of the handle L, as will be hereafter more fully described, when the
pin J is withdrawn from its hold in the hole or opening K in the jaws A and
the shackle or link F falls from between the jaws A when the carriages become
uncoupled. As already explained however, the shackle F through the medium
of the lever-link 1) falls into such a position that it is always ready for coup-
ling again, as shown in hard lines Figure 3, the catch I, on the crossbar G
retaining the crossbar in this position until another coupling is effected.
We shall now proceed to more fully describe the details of the operating
handles for uncoupling the vehicles, shown on the drawings, but of course it is
to be understood that there may be other means of operating it without deviat-
ing from the principle of our invention. Referring to the right hand side of
Figure 2, the handle L is pivoted to the end of the crossbar G at T, and at a
suitable distance upwards from the pivot it is connected to one end of a
bracket U while the other end of the bracket is loosely carried round the cross-

page_text: bar G and within the collar W on the bracket 7 which is fixed to the vehicle.
Referring to the left hand side of Figure 2, the handle at this end of the cross-
bar G, as will be observed, is similar to that at the opposite end, but the posi-
tion of the bracket is in this case reversed so that the same pull or push action
of the handle at either end is secured in uncoupling the vehicles. Inside the
collar W there is a horizontal groove V and on the crossbar G there is a pro-
jection so that as the shackle Fenters the jaws A and the catch I is released
the projection Y on the crossbar G enters the groove V, as seen on the right
hand side of the lower part of Figure 1, and the crossbar G is thereby pre-
vented from turning.
Referring to Figure 6 we have shewn a double handle fixed to the crossbar so
that by simply pulling or pushing it, the pin is withdrawn from the opening
and the catch falls into its position ready for another coupling as already
described.
When the vehicles are not required for coupling, we simply give the cross-
bar Ga slight turn or movement, when the catch I on the spring I¹ is moved
so as to release the crossbar and the projection Y enters a small groove Vin
collar Wand so locks the apparatus against coupling, as seen in dotted lines
Figure 3.
The shackle or front link F might be so constructed that it can turn on a
swivel or such like, so that it will lie in a position whereby it can be utilized
for coupling with an ordinary hook, and we might, as shewn on the drawings,
Figures 3 and 4, provide a hook Z on upper side of jaws so that in the event
of a vehicle requiring to be coupled and not being provided with the appliance
described herein, it can be coupled in the ordinary manner, but of course it is
to be understood that we prefer to have both arrangements on each vehicle so
that any two carriages coming together may become automatically coupled, and
as already explained, when one is not required it lies out of the way.
We might also provide a movable tongue or guide N carried loosely upon a
pin to ensure the shackle F entering the jaws and operating the catch I on
the spring I on the crossbar G, and which likewise ensures the coupling of
vehicles where buffers are of different levels.
In place of the pin J entering the jaws horizontally as shown in the drawings,
it might be arranged to drop down vertically.
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 arrangement, combination, and operation of the parts for
automatically coupling railway carriages, waggons, and similar vehicles, sub-
stantially as herein before described and illustrated on the accompanying sheets
of drawings.
2. The arrangement by which the shackles adjust themselves for coupling
after the operation of uncoupling has taken place, substantially as described and
illustrated more especially in hard lines in Figure 3 of the accompanying
drawings.
3. The arrangement by which the shackles are raised to the required level and
put out of reach for coupling when desired substantially as described and illus-
trated more especially in dotted lines in Figure 3 of the accompanying
drawings.
4. The use of a spiral spring on the link D to give sufficient resistance to
shackle Fin operating the catch I on the spring 1, substantially as described
and illustrated more especially in Figure 5 of the accompanying drawings.
5. The crossbar G carrying the pin J,, which, when the catch I is pushed in
by the link F of the other carriage, is automatically drawn along so that the
pin J engages with the link of the other carriage, substantially as described
and illustrated on the accompanying sheets of drawings,

page_text: 6. The general arrangement, combination, and operation of the parts for
uncoupling railway carriages, waggons, and similar vehicles, substantially as
described and illustrated on the accompanying sheets of drawings.
Dated this 6th day of November 1899.
BOTTOMLEY & LIDDLE,
154, St. Vincent Street, Glasgow, Applicants' Patent Agents.